Cairo North Manual

GE Energy
Gas Turbine-Generator
Operation Training Manual
Cairo Electricity Production Company
Cairo North II
Cairo, Egypt
2005
g
All rights reserved by the General Electric Company.
No copies permitted without the prior written consent
of the General Electric Company.
The text and the classroom instruction offered with it

are designed to acquaint students with generally ac-
cepted good practice for the operation or maintenance
of equipment and/or systems.
They do not purport to be complete nor are they

intended to be specific for the products of any
manufacturer, including those of the General Electric
Company; and the Company will not accept any
liability whatsoever for the work undertaken on the
basis of the text or classroom instruction. The manu-
facturer’s operating and maintenance specifications
are the only reliable guide in any specific instance;
and where they are not complete, the manufacturer
should be consulted.
© 2005 General Electric Company

GE Energy
Gas Turbine—Generator
Operation Training Manual
Cairo North II
Cairo, Egypt
Turbine Serial Numbers: 298463–298464
2005
Tab 1 Gas Turbine Overview

Gas Turbine Basics GT Basics
MS 9001FA Gas Turbine Functional Description GEK 110494
Name Plate Data—Gas Fuel (A004) 109B4041
Name Plate Data—Liquid Fuel (A005) 109B4042
Outline, Mech. Gas Turbine and Load (ML 0306) 123E7373G
Tab 2 MS 9001FA Unit Description
Gas Turbine Arrangement (ML 0406) 110E2970F
Assembly—Unit Rotor (ML 1302) 116E3147C
Gas Turbine Compressor Rotor Assembly 9FACOMP
Gas Turbine Rotor Assembly 9FATURB
Variable Inlet Guide Vane Arrangement (ML 0811) 110E2995H
Hydraulic Actuator—Inlet Guide Vane (ML 0548) 117E4511D
MS9FA Gas Turbine Air Extraction Details 9FA AED
MS9FA Gas Turbine and Exhaust Frame Cooling and Sealing Air Flows 9FA CSA
Chamber Arrangement (ML 0701) 114E4079F
First Stage Bucket Details GEK 107217, figure HGP-I.9
Second and Third Stage Bucket Details GEK 107217, figure HGP-I.10
First Stage Nozzle Arrangement (ML 1401) 119E7779C
Second Stage Nozzle Arrangement (ML 1402) 116E3360F
Third Stage Nozzle Arrangement (ML 1409) 112E6655M
Schematic Diagram—Turbine Control Devices (ML 0415) 357B8575
Instrumentation Arrangement, Unit (ML 0211) 112E6112
Pickup Arrangement—Magnetic (ML 0546) 204D4282
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Conduit Arrangement—Wheelspace Turbine Control (ML 1118) 119E9162

Conduit Arrangement—Flame Detector (ML 1127) 119E9202
Thermocouple—Exhaust (ML 0623) 204D1799
Tab 3 Inlet Air System
System Description AI0924
Schematic Diagram—Inlet and Exhaust (ML 0471) 120E3014
Inlet Air Filter General Arrangement Donaldson Drawing, 2SG-AD74753-01
Sheets 1, 2 and 4
Inlet Air Filter P & ID Donaldson Drawing, 2SG-80671-01
Compressor Inlet Bleed Heat System GEK 110094B
Schematic Diagram—Inlet Air Heat (ML 0432) 361B3090
Air Processing Unit Outline 211D2161
Air Processing Unit P & ID 211D2162
Schematic Diagram—Control Air (ML 0419) 120E2973
Tab 4 Performance Monitor
Schematic Diagram—Performance Monitor (ML 0492) 361B2834
Tubing Arrangement—Performance Monitor (ML 0987) 116E1405
Tab 5 Gas Turbine Lubrication Oil System
System Description GEK 110174
Schematic Diagram—PP Lubrication Oil (ML 0416) 120E3047
Arrangement—Accessory Module (A160) 120E3039 Sheets 5 and 6
Accessory Module Lubrication Oil System Gauge Panel 211D7563 Sheet 1
Tab 6 Combined Hydraulic and Lift Oil System
Schematic Diagram—PP Hydraulic Supply (ML 0434) 120E3050
Tab 7 Trip Oil Supply
Schematic Diagram—PP Trip Oil (ML 0418) 120E3048
Tab 8 Gas Fuel System
Dry Low Nox 2.0+ System Operation GEK 106939D
Schematic Diagram—PP Fuel Gas (ML 0422) 120E3049B
Schematic Diagram—Fuel Gas Coalescing Filter (4007) 120E3066
Gas Fuel Clean Up Standard GER 3942
Piping Arrangement—Fuel Gas (ML 0962) 119E8206C
Fuel Nozzle Assembly (ML 0512) 114E5619L
Moog Servo Valve Assembly MOOG2

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Tab 9 Liquid Fuel System

Schematic Diagram—PP Liquid Fuel (ML 0424) 120E3033B
Liquid Fuel/Atomizing Air Module—General Arrangement 211D7581
Liquid Fuel/Atomizing Air System Gauge Panel 211D7574
Piping Arrangement—Liquid Fuel (ML 0961) 119E6211
Tab 10 Atomizing Air System
System Description GEK 110354A
Schematic Diagram—PP Atomizing Air (ML 0425) 120E3034
Piping Arrangement—Atomizing Air (ML 0965) 119E1219B
Tab 11 Fuel Purge System
Schematic Diagram—Purge Air (ML 0477) 120E2993
Piping Arrangement—Fuel Purge (ML 0918) 119E7817
Tab 12 Cooling and Sealing Air System
Schematic Diagram—PP Cooling and Sealing Air (ML 0417) 104C1145B
MS9FA Gas Turbine Air Extraction Details 9FA AED
MS9FA GT Cooling and Sealing Air Valve and Pipe Components 9FA CSAV&P
MS9FA GT Turbine and Exhaust Frame Cooling and Sealing Air Flows 9FA CSA
Piping Arrangement—Cooling and Sealing Air (ML 0909) 119E6107B
Piping Arrangement—Cooling Air (ML 0972) 131E3138
Tab 13 Water Injection System
System Description WI0924
Schematic Diagram—PP Water Injection (ML 0462) 120E2985C
Piping Arrangement—Water Injection (ML 0968) 115E7013B
Tab 14 Cooling Water System
Schematic Diagram—PP Cooling Water (ML 0420) 120E2974
Piping Arrangement—Cooling Water (ML 0915) 119E8448B
Tab 15 Compressor/Turbine Water Wash System
System Description GEK 110220B
Schematic Diagram—PP Wash System (ML 0442) 120E3035B
Schematic Diagram—Wash Unit (ML 0461) 120E3060B
Piping Arrangement—Compressor Wash (ML 0953) 119E2216
Gas Turbine Compressor Washing GEK 107122B
Water Wash Flushing Procedure—F Class Units 363A4220

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Water Wash Hand Cleaning Procedure—F Class Units 361A6297

Field Performance Testing GEK 28166A
Tab 16 Inlet Guide Vane Control System
Schematic Diagram—Inlet Guide Vane (ML 0469) 357B2858
Tab 17 Heating and Ventilating System
Schematic Diagram—Heating and Ventilating (ML 0436) 104C1138F
Tab 18 Fire Protection System
Schematic Diagram—Fire Protection System (ML 0426) 120E3057
10 Ton–4 Zone—LP CO2 Storage Unit 123E7658
CO2 Concentration Test Instructions FPTEST
Hazardous Gas Protection System GEK 110303B
Schematic Diagram—Hazardous Gas Detection (ML 0474) 357B6415
Tab 19 SPEEDTRONIC Mark VI Control
Assembly—Remote Control System (4108) 361B2943C
Fundamentals of Speedtronic—Mark VI Control System Fund_MK_VI
Customer Alarm List AL
Tab 20 Gas Turbine Operation
GE Gas Turbine Performance Characteristics GER 3567H
Unit Operation/Turbine (Gas) GEK 107357A
Estimating Gas Turbine Performance GTS-111D
Performance Curves
Inlet Effects Curves 544HA984
Exhaust Effects Curves 544HA983
Standard Curves—Natural Gas Operation 553H1044
Standard Curves—Distillate Fuel Operation 553H1054
Altitude Correction 416HA662B
Humidity Correction 498HA697B
Tab 21 Generator Major Components and Auxiliary Systems
Hydrogen Cooled Turbine Generators Electrical and Mech. Features GEK 46078C
Schematic Diagram—Load Equipment (ML 0440) 361B2934
Alarm Device Settings GEK 95195A
Mechanical Outline 124E9393, Sheets 1 and 2
Generator Assembly 1316J80
Rotor Assembly RA001
Hydrogen Seal Assembly GEI 74430E
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Gas Piping Diagram 127E8826B

Seal Oil Piping Diagram 127E8827
Shaft Seal System—9H2 Generator GEK 103765
Shaft Sealing Rings 2127124A
Hydrogen System Design Data 360A8961
Hydrogen Cooling System GEK 95162
Hydrogen Control Panel Manual—Consolidated Fabricators Section 1_G2E
Hydrogen Control Panel P & ID P1000PID-01
Brush Rigging and Collector Rings GEK 103812A
Generator Journal Bearings GEK 46097D
Oil Recommendations GEK 27070
Tab 22 Generator and Excitation Control
EX2100 Overview—Components and Circuits EX2100
One-Line Diagram (ML 0444) 207D3159E
EX2100 Digital Exciter GEH 6632B Chapter 1
Digital Protection System—Generator GEK 100666A, pages 1–6 to 1–11
Tab 23 Starting System
Schematic Diagram—Starting Means (ML 0421) 259B6893
Load Commutated Inverter GEH 6373, pages 5–16
LCI Student Guide LCI for Student
Tab 24 Generator Operation
Generator Data Plate—Serial Number: 337X580 366B3414
Generator Data Plate—Serial Number: 337X581 366B3417
Operation—Hydrogen Cooled Generator GEI 53947F
Periodic Operational Inspection and Tests GEI 74479C
Generator Performance Data 141A5603A, sheets 1–4
Generator Curves (Estimated)
Saturation and Impedance 141A5603A, sheet 5
Reactive Capability 141A5603A, sheet 6
Excitation V Curves 141A5603A, sheet 7
Tab 25 Fluid Specifications
Lubricating Oil Recommendations GEK 32568F
Process Specification—Fuel Gases GEI 41040G
Cooling Water Recommendations—Closed Cooling System GEI 41004H
Plant Instrument Air System GEK 110727A
Requirement for Water/Steam Purity in Gas Turbines GEK 101944C
Fuel Oil Specification GEI 41047K
Recommendation for Storage of Liquid Fuel GEK 28163A
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Tab 26 Reference Drawings

Device Summary (ML 0414) 384A5327G
Piping Schematic Diagram
Schematic Diagram—Turbine Control Devices (ML 0415) 357B8575
Schematic Diagram—Inlet and Exhaust (ML 0471) 120E3014
Schematic Diagram—Inlet Air Heat (ML 0432) 361B3090
Schematic Diagram—Control Air (ML 0419) 120E2973
Schematic Diagram—Performance Monitor (ML 0492) 361B2834
Schematic Diagram—PP Lube Oil (ML 0416) 120E3047
Schematic Diagram—PP Hydraulic Supply (ML 0434) 120E3050
Schematic Diagram—PP Trip Oil (ML 0418) 120E3048
Schematic Diagram—PP Fuel Gas (ML 0422) 120E3049B
Schematic Diagram—Fuel Gas Coalescing Filter (4007) 120E3066
Schematic Diagram—PP Liquid Fuel (ML 0424) 120E3033B
Schematic Diagram—PP Atomizing Air (ML 0425) 120E3034
Schematic Diagram—Purge Air (ML 0477) 120E2993
Schematic Diagram—PP Cooling and Sealing Air (ML 0417) 104C1145B
Schematic Diagram—PP Water Injection (ML 0462) 120E2985C
Schematic Diagram—PP Cooling Water (ML 0420) 120E2974
Schematic Diagram—PP Wash System (ML 0442) 120E3035B
Schematic Diagram—Wash Unit (ML 0461) 120E3060B
Schematic Diagram—Inlet Guide Vane (ML 0469) 357B2858
Schematic Diagram—Heating and Ventilating (ML 0436) 104C1138F
Schematic Diagram—Fire Protection System (ML 0426) 120E3057
Schematic Diagram—Hazardous Gas Detection (ML 0474) 357B6415
Schematic Diagram—Load Equipment (ML 0440) 361B2934
Schematic Diagram—Starting Means (ML 0421) 259B6893
Piping Symbols 277A2415H
Glossary of Terms C00023
Basic Device Nomenclature A00029B
International Conversion Tables GEK 95149C
Tab 27 Appendix A
HMI Screens To be provided by Instructor

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Tab 1
GE Power Systems
Gas Turbine Basics

GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
Note: For instructional

purposes only
GAS
TURBINE
Temperature
and Pressure
Levels at
Base Load
GE Power Systems
International Standards Organization

To Standardize Gas Turbine Performance In Varying Atmospheric
Conditions, The Following Criteria Have Been Set As References For
Ambient Air Conditions:
• 59°
• 14.7 psia Atmospheric Pressure
• 60% Relative Humidity
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
ISO Firing Temperature

• Reference Turbine Inlet Temperature
• Not A Physical Temperature
• Less Than True Firing Temperature As
Defined By GE
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
GE Power Systems
Note: For instructional purposes only
Effects of Air
Extraction
GE Power Systems
Note: For instructional purposes only
Effects of
Fouling on
Compressor
Performance
GEK 110494
GE Power Systems
Gas Turbine
Gas Turbine Functional Description
These instructions do not purport to cover all details or variations in equipment nor to provide for
every possible contingency to be met in connection with installation, operation or maintenance. Should
further information be desired or should particular problems arise which are not covered sufficiently for
the purchaser’s purposes the matter should be referred to the GE Company.
© 2002 GENERAL ELECTRIC COMPANY
GEK 110494 Gas Turbine Functional Description
I. INTRODUCTION
A. General
The MS-9001FA is a single-shaft gas turbine designed for operation as a simple-cycle unit or in a
combined steam and gas turbine cycle (STAG). The gas turbine assembly contains six major sections
or groups:
1. Air inlet
2. Compressor
3. Combustion System
4. Turbine
5. Exhaust
6. Support systems
This section briefly describes how the gas turbine operates and the interrelationship of the major com-
ponents.
NOTE
Illustrations and photographs of typical and optional equipment/configurations ac-

company the text showing components that may have been supplied to this site.
These optional equipment/configurations are identified as such and may be disre-
garded if not applicable.
The flange-to-flange description of the gas turbine is also covered in some detail. Support systems
pertaining to the air inlet and exhaust, lube oil, cooling water, etc. are covered in detail in individual
sections.
B. Detail Orientation
Throughout this manual, reference is made to the forward and aft ends, and to the right and left sides
of the gas turbine and its components. By definition, the air inlet of the gas turbine is the forward end,
while the exhaust is the aft end. The forward and aft ends of each component are determined in like
manner with respect to its orientation within the complete unit. The right and left sides of the turbine
or of a particular component are determined by standing forward and looking aft.
C. Gas Path Description
The gas path is the path by which gases flow through the gas turbine from the air inlet through the
compressor, combustion section and turbine, to the turbine exhaust.
When the turbine starting system is actuated and the clutch is engaged, ambient air is drawn through the
air inlet plenum assembly, filtered and compressed in the multi-stage, axial-flow compressor. For pul-
sation protection during startup, compressor bleed valves are open and the variable inlet guide vanes are
2
Gas Turbine Functional Description GEK 110494
in the closed position. When the high-speed relay actuates, the bleed valves begin operation automat-
ically and the variable inlet guide vane actuator energizes to position the inlet guide vanes for normal
turbine operation. Compressed air from the compressor flows into the annular space surrounding the
combustion chambers, from which it flows into the spaces between the outer combustion casings and
the combustion liners, and enters the combustion zone through metering holes in each of the combus-
tion liners.
Fuel from an off-base source is provided to flow lines, each terminating at the primary and secondary
fuel nozzles in the end cover of the separate combustion chambers.
Options:
• On liquid fueled machines, the fuel is controlled prior to being distributed to the nozzles to provide
an equal flow into each liquid fuel distributor valve mounted on each end cover and each liquid
fuel line on each secondary nozzle assembly.
• On gas fueled machines, the fuel nozzles are the metering orifices which provide the proper flow
into the combustion zones in the chambers.
The nozzles introduce the fuel into the combustion zone within each chamber where it mixes with the
combustion air and is ignited by one or more of the spark plugs. At the instant when fuel is ignited in one
combustion chamber flame is propagated, through connecting crossfire tubes, to all other combustion
chambers where it is detected by four primary flame detectors, each mounted on a flange provided on
the combustion casings.
The hot gases from the combustion chambers flow into separate transition pieces attached to the aft end
of the combustion chamber liners and flow from there to the three-stage turbine section. Each stage
consists of a row of fixed nozzles and a row of turbine buckets. In each nozzle row, the kinetic energy
of the jet is increased, with an associated pressure drop, which is absorbed as useful work by the turbine
rotor buckets, resulting in shaft rotation used to turn the generator rotor to generate electrical power.
After passing through the third-stage buckets, the gases are directed into the exhaust diffuser. The gases
then pass into the exhaust plenum and are introduced to atmosphere through the exhaust stack.
II. BASE AND SUPPORTS
A. Turbine Base
The base that supports the gas turbine is a structural steel fabrication of welded steel beams and plate.
Its prime function is to provide a support upon which to mount the gas turbine.
Lifting trunnions and supports are provided, two on each side of the base in line with the two structural
cross members of the base frame. Machined pads on each side on the bottom of the base facilitate its
mounting to the site foundation. Two machined pads, atop the base frame are provided for mounting
the aft turbine supports.
B. Turbine Supports
The MS9001FA has rigid leg-type supports at the compressor end and supports with top and bottom
pivots at the turbine end.
3
On the inner surface of each support leg a water jacket is provided, through which cooling water is
circulated to minimize thermal expansion and to assist in maintaining alignment between the turbine
and the load equipment. The support legs maintain the axial and vertical positions of the turbine, while
two gib keys coupled with the turbine support legs maintain its lateral position. One gib key is machined
on the lower half of the exhaust frame. The other gib key is machined on the lower half of the forward
compressor casing. The keys fit into guide blocks which are welded to the cross beams of the turbine
base. The keys are held securely in place in the guide blocks with bolts that bear against the keys
on each side. This key-and- block arrangement prevents lateral or rotational movement of the turbine
while permitting axial and radial movement resulting from thermal expansion.
III. COMPRESSOR SECTION
A. General
The axial-flow compressor section consists of the compressor rotor and the compressor casing. Within
the compressor casing are the variable inlet guide vanes, the various stages of rotor and stator blading,
and the exit guide vanes.
In the compressor, air is confined to the space between the rotor and stator where it is compressed in
stages by a series of alternate rotating (rotor) and stationary (stator) airfoil-shaped blades. The rotor
blades supply the force needed to compress the air in each stage and the stator blades guide the air
so that it enters the following rotor stage at the proper angle. The compressed air exits through the
compressor discharge casing to the combustion chambers. Air is extracted from the compressor for
turbine cooling and for pulsation control during startup.
Option:
• Air may also be extracted from the compressor when the combustion turbine is operating for use
in the plant compressed air system.
B. Rotor
The compressor portion of the gas turbine rotor is an assembly of wheels, a speed ring, tie bolts, the
compressor rotor blades, and a forward stub shaft (see Figure 1).
Each wheel has slots broached around its periphery. The rotor blades and spacers are inserted into
these slots and held in axial position by staking at each end of the slot. The wheels are assembled to
each other with mating rabbets for concentricity control and are held together with tie bolts. Selective
positioning of the wheels is made during assembly to reduce balance correction. After assembly, the
rotor is dynamically balanced.
The forward stubshaft is machined to provide the thrust collar, which carries the forward and aft thrust
loads. The stubshaft also provides the journal for the No. 1 bearing, the sealing surface for the No. 1
bearing oil seals and the compressor low-pressure air seal.
The stage 17 wheel carries the rotor blades and also provides the sealing surface for the high-pressure
air seal and the compressor-to-turbine marriage flange.
4
Figure 1. Compressor Rotor Assembly
5
C. Stator
1. General
The casing area of the compressor section is composed of three major sections. These are the:
a. Inlet casing
b. Compressor casing
c. Compressor discharge casing
These casings, in conjunction with the turbine casing, form the primary structure of the gas tur-
bine. They support the rotor at the bearing points and constitute the outer wall of the gas-path
annulus. All of these casings are split horizontally to facilitate servicing.
2. Inlet Casing
The inlet casing (see Figure 2) is located at the forward end of the gas turbine. Its prime function
is to uniformly direct air into the compressor. The inlet casing also supports the No. 1 bearing
assembly. The No. 1 bearing lower half housing is integrally cast with the inner bellmouth. The
upper half bearing housing is a separate casting, flanged and bolted to the lower half. The inner
bellmouth is positioned to the outer bellmouth by nine airfoil-shaped radial struts. The struts are
cast into the bellmouth walls. They also transfer the structural loads from the adjoining casing to
the forward support which is bolted and doweled to this inlet casing.
Variable inlet guide vanes are located at the aft end of the inlet casing and are mechanically posi-
tioned, by a control ring and pinion gear arrangement connected to a hydraulic actuator drive and
linkage arm assembly. The position of these vanes has an effect on the quantity of compressor
inlet air flow.
3. Compressor Casing
The forward compressor casing contains the stage 0 through stage 4 compressor stator stages.
The compressor casing lower half is equipped with two large integrally cast trunnions which are
used to lift the gas turbine when it is separated from its base.
The aft compressor casing contains stage 5 through stage 12 compressor stator stages. Extrac-
tion ports in aft casing permit removal of 13th-stage compressor air. This air is used for cooling
functions and is also used for pulsation control during startup and shutdown.
4. Compressor Discharge Casing
The compressor discharge casing is the final portion of the compressor section. It is the longest
single casting, is situated at midpoint - between the forward and aft supports - and is, in effect,
the keystone of the gas turbine structure. The compressor discharge casing contains the final
compressor stages, forms both the inner and outer walls of the compressor diffuser, and joins the
compressor and turbine casings. The discharge casing also provides support for the combustion
outer casings and the inner support of the first-stage turbine nozzle.
6
7
Figure 2. Compressor Inlet Casing and No. 1 Bearing
The compressor discharge casing consists of two cylinders, one being a continuation of the com-
pressor casing and the other being an inner cylinder that surrounds the compressor rotor. The two
cylinders are concentrically positioned by fourteen radial struts.
A diffuser is formed by the tapered annulus between the outer cylinder and inner cylinder of the
discharge casing. The diffuser converts some of the compressor exit velocity into added static
pressure for the combustion air supply.
5. Blading
The compressor rotor and stator blades are airfoil shaped and designed to compress air efficiently
at high blade tip velocities. The blades are attached to the compressor wheels by dovetail ar-
rangements. The dovetail is very precise in size and position to maintain each blade in the desired
position and location on the wheel.
The compressor stator blades are airfoil shaped and are mounted by similar dovetails into ring
segments in the first five stages. The ring segments are inserted into circumferential grooves in
the casing and are held in place with locking keys. The stator blades of the remaining stages
have a square base dovetail and are inserted directly into circumferential grooves in the casing.
Locking keys hold them in place.
IV. DLN-2 COMBUSTION SYSTEM
A. General
The combustion system is of the reverse-flow type with the 18 combustion chambers arranged around
the periphery of the compressor discharge casing as shown on Figure 3. Combustion chambers are
numbered counterclockwise when viewed looking downstream and starting from the top left of the
machine. This system also includes the fuel nozzles, a spark plug ignition system, flame detectors, and
crossfire tubes. Hot gases, generated from burning fuel in the combustion chambers, flow through the
impingement cooled transition pieces to the turbine.
High pressure air from the compressor discharge is directed around the transition pieces. Some of
the air enters the holes in the impingement sleeve to cool the transition pieces and flows into the flow
sleeve. The rest enters the annulus between the flow sleeve and the combustion liner through holes in
the downstream end of the flow sleeve. (See Figure 4 and Figure 5). This air enters the combustion zone
through the cap assembly for proper fuel combustion. Fuel is supplied to each combustion chamber
through five nozzles designed to disperse and mix the fuel with the proper amount of combustion air.
8
Figure 3. Typical MS9001FA DLN-2 Combustion System Arrangement
9
10
GEK 110494
Figure 4. Typical MS9001FA DLN-2 Combustion Arrangement
Figure 5. Flow Sleeve Assembly
11
Options:
Dual fuel-The DLN-2 combustion system shown in Figure 4 is a single stage, dual mode
combustor capable of operation on both gaseous and liquid fuel.
On gas, the combustor operates in a diffusion mode at low loads (<50% load), and a
pre-mixed mode at high loads (>50% load). While the combustor is capable of operating
in the diffusion mode across the load range, diluent injection would be required for NOx
abatement.
Oil operation on this combustor is in the diffusion mode across the entire load range, with
diluent injection used for NOx .
Gas Fuel only-On gas, the combustor operates in a diffusion mode at low loads (<50%
load), and a pre-mixed mode at high loads (>50% load). While the combustor is capable of
operating in the diffusion mode across the load range, diluent injection would be required
for NOx abatement.
Liquid fuel only- On oil operation, this combustor is in the diffusion mode across the entire
load range, with diluent injection used for Nox.
B. Outer Combustion Chambers and Flow Sleeves
The outer combustion chambers act as the pressure shells for the combustors. They also provide flanges
for the fuel nozzle-end cover assemblies, crossfire tube flanges, and, where called for, spark plugs,
flame detectors and false start drains. The flow sleeves (Figure 5) form an annular space around the
cap and liner assemblies that directs the combustion and cooling air flows into the reaction region. To
maintain the impingement sleeve pressure drop, the openings for crossfire tubes, spark plugs, and flame
detectors are sealed with sliding grommets.
C. Crossfire Tubes
All combustion chambers are interconnected by means of crossfire tubes. The outer chambers are
connected with an outer crossfire tube and the combustion liner primary zones are connected by the
inner crossfire tubes.
D. Fuel Nozzle End Covers
There are five fuel nozzle assemblies in each combustor. Figure 6 and Figure 7 shows a typical cross-
section of a DLN-2 fuel nozzle. The nozzle shown is for the dual fuel option and shows the passages
for diffusion gas, premixed gas, oil, and water. When mounted on the endcover, as shown in Figure 6,
the diffusion passages of four of the fuel nozzles are fed from a common manifold, called the primary,
that is built into the endcover. The premixed passage of the same four nozzles are fed from another
internal manifold called the secondary. The premixed passages of the remaining nozzle is supplied by
the tertiary fuel system; the diffusion passage of that nozzle is always purged with compressor discharge
air and passes no fuel.
E. Cap and Liner Assemblies
The combustion liners (Figure 8) use external ridges and conventional cooling slots for cooling. Interior
surfaces of the liner and the cap are thermal barrier coated to reduce metal temperatures and thermal
gradients. The cap (Figure 9 and Figure 10) has five premixer tubes that engage each of the five fuel
12
nozzle. It is cooled by a combination of film cooling and impingement cooling and has thermal barrier
coating on the inner surfaces (Figure 9 and Figure 10).
F. Spark Plugs
Combustion is initiated by means of the discharge from spark plugs which are bolted to flanges on
the combustion cans and centered within the liner and flowsleeve in adjacent combustion chambers.
A typical spark plug arrangement is shown in Figure 11. These plugs receive their energy from high
energy-capacitor discharge power supplies. At the time of firing, a spark at one or more of these plugs
ignites the gases in a chamber; the remaining chambers are ignited by crossfire through the tubes that
interconnect the reaction zone of the remaining chambers.
G. Ultraviolet Flame Detectors
During the starting sequence, it is essential that an indication of the presence or absence of flame be
transmitted to the control system. For this reason, a flame monitoring system is used consisting of
multiple flame detectors located as shown on Figure 3. The flame detectors (Figure 12 and Figure 13)
have water cooled jackets to maintain acceptable temperatures.
The ultraviolet flame sensor contains a gas filled detector. The gas within this detector is sensitive to
the presence of ultraviolet radiation which is emitted by a hydrocarbon flame. A DC voltage, supplied
by the amplifier, is impressed across the detector terminals. If flame is present, the ionization of the
gas in the detector allows conduction in the circuit which activates the electronics to give an output
indicating flame. Conversely, the absence of flame will generate an output indicating no flame.
The signals from the four flame detectors are sent to the control system which uses an internal logic
system to determine whether a flame or loss of flame condition exists.
For detailed operating and maintenance information covering this equipment, refer to the vendor pub-
lications.
13
14
GEK 110494
Figure 6. Optional Dual Fuel DLN-2 Fuel Nozzle Cross-Section
Figure 7. Optional Dual Fuel Nozzle Arrangement
15
Figure 8. Combustion Liner Assembly
16
Figure 9. Cap Assembly
17
Figure 10. Cap Assembly-View From Downstream
18
Figure 11. Spark Plug Assembly
19
Figure 12. Flame Detector Assembly
20
Figure 13. Water-Cooled Flame Detector
21
V. TURBINE SECTION
A. General
The three-stage turbine section is the area in which energy in the form of high temperature pressurized
gas, produced by the compressor and combustion sections, is converted to mechanical energy.
MS9001FA gas turbine hardware includes the turbine rotor, turbine casing, exhaust frame, exhaust
diffuser, nozzles, and shrouds.
B. Turbine Rotor
1. Structure
The turbine rotor assembly, shown in Figure 14, consists of the forward and aft turbine wheel
shafts and the first-, second- and third-stage turbine wheel assemblies with spacers and turbine
buckets. Concentricity control is achieved with mating rabbets on the turbine wheels, wheel
shafts, and spacers. The wheels are held together with through bolts mating up with bolting
flanges on the wheel shafts and spacers. Selective positioning of rotor members is performed to
minimize balance corrections.
2. Wheel Shafts
The turbine rotor distance piece extends from the first-stage turbine wheel to the aft flange of the
compressor rotor assembly.
The turbine rotor aft shaft includes the No. 2 bearing journal.
3. Wheel Assemblies
Spacers between the first and second, and between the second and third-stage turbine wheels
determine the axial position of the individual wheels. These spacers carry the diaphragm sealing
lands. The 1-2 spacer forward and aft faces include radial slots for cooling air passages.
Turbine buckets are assembled in the wheels with fir-tree-shaped dovetails that fit into matching
cut-outs in the turbine wheel rims. All three turbine stages have precision investment-cast, long-
shank buckets. The long-shank bucket design effectively shields the wheel rims and bucket root
fastenings from the high temperatures in the hot gas path while providing mechanical damping
of bucket vibrations. As a further aid in vibration damping, the stage-two and stage-three buckets
have interlocking shrouds at the bucket tips. These shrouds also increase the turbine efficiency
by minimizing tip leakage. Radial teeth on the bucket shrouds combine with stepped surfaces on
the stator to provide a labyrinth seal against gas leakage past the bucket tips.
Figure 15 shows typical first-, second-, and third-stage turbine buckets for the MS9001FA. The
increase in the size of the buckets from the first to the third stage is necessitated by the pressure
reduction resulting from energy conversion in each stage, requiring an increased annulus area to
accommodate the gas flow.
22
Figure 14. Turbine Rotor Assembly
23
Figure 15. MS9001FA First, Second and Third-Stage Turbine Elements
24
4. Cooling
The turbine rotor is cooled to maintain reasonable operating temperatures and, therefore, assure
a longer turbine service life. Cooling is accomplished by means of a positive flow of cool air
extracted from the compressor and discharged radially outward through a space between the tur-
bine wheel and the stator, into the main gas stream. This area is called the wheelspace. Figure 16
shows the turbine cooling air flows.
5. First-Stage Wheelspaces
The first-stage forward wheelspace is cooled by compressor discharge air. A labyrinth seal is
installed at the aft end of the compressor rotor between the rotor and inner barrel of the compressor
discharge casing. The leakage through this labyrinth furnishes the air flow through the first-stage
forward wheelspace. This cooling air flow discharges into the main gas stream aft of the first-stage
nozzle.
The first-stage aft wheelspace is cooled by 13th stage extraction air ported through the 2nd stage
nozzle. This air returns to the gas path forward of the 2nd stage nozzle.
6. Second-Stage Wheelspaces
The second-stage forward wheelspace is cooled by leakage from the first-stage aft wheelspace
through the interstage labyrinth. This air returns to the gas path at the entrance of the second-stage
buckets.
The second-stage aft wheelspace is cooled by 13th stage extraction air ported through the 3rd
stage nozzle. Air from this wheelspace returns to the gas path at the third-stage nozzle entrance.
7. Third-Stage Wheelspaces
The third-stage forward wheelspace is cooled by leakage from the second-stage aft wheelspace
through the interstage labyrinth. This air reenters the gas path at the third-stage bucket entrance.
The third-stage aft wheelspace obtains its cooling air from the discharge of the exhaust frame
cooling air annulus. This air flows through the third-stage aft wheelspace, and into the gas path
at the entrance to the exhaust diffuser.
8. Buckets
Air is introduced into each first-stage bucket through a plenum at the base of the bucket dovetail
(Figure 16). It flows through serpentine cooling holes extending the length of the bucket and
exits at the trailing edge and the bucket tip. The holes are spaced and sized to obtain optimum
cooling of the airfoil with minimum compressor extraction air. Figure 17 shows the MS9001FA
first-stage bucket design.
Unlike the first-stage buckets, the second-stage buckets are cooled by spanwise air passages the
length of the airfoil. Air is introduced like the first-stage, with a plenum at the base of the bucket
dovetail. Again airfoil cooling is accomplished with minimum penalty to the thermodynamic
cycle. See Figure 18.
25
The third-stage buckets are not internally air cooled; the tips of these buckets, like the second-
stage buckets, are enclosed by a shroud which is a part of the tip seal. These shrouds interlock
from bucket to bucket to provide vibration damping.
C. Turbine Stator
1. Structure
The turbine casing and the exhaust frame constitute the major portion of the MS9001FA gas tur-
bine stator structure. The turbine nozzles, shrouds, and turbine exhaust diffuser are internally
supported from these components.
2. Turbine Casing
The turbine casing controls the axial and radial positions of the shrouds and nozzles. It determines
turbine clearances and the relative positions of the nozzles to the turbine buckets. This positioning
is critical to gas turbine performance.
Hot gases contained by the turbine casing are a source of heat flow into the casing. To control the
casing diameter, it is important to reduce the heat flow into the casing and to limit its temperature.
Heat flow limitations incorporate insulation, cooling, and multi-layered structures. 13th stage
extraction air is piped into the turbine casing annular spaces around the 2nd and 3rd stage nozzles.
From there the air is ported through the nozzle partitions and into the wheel spaces.
Structurally, the turbine casing forward flange is bolted to the bulkhead flange at the aft end of
the compressor discharge casing. The turbine casing aft flange is bolted to the forward flange of
the exhaust frame
3. Nozzles
In the turbine section there are three stages of stationary nozzles (Figure 16) which direct the
high-velocity flow of the expanded hot combustion gas against the turbine buckets causing the
turbine rotor to rotate. Because of the high pressure drop across these nozzles, there are seals at
both the inside and the outside diameters to prevent loss of system energy by leakage. Since these
nozzles operate in the hot combustion gas flow, they are subjected to thermal stresses in addition
to gas pressure loadings.
4. First-Stage Nozzle
The first-stage nozzle receives the hot combustion gases from the combustion system via the tran-
sition pieces. The transition pieces are sealed to both the outer and inner sidewalls on the entrance
side of the nozzle; this minimizes leakage of compressor discharge air into the nozzles.
The Model 9001FA gas turbine first-stage nozzle (Figure 19) contains a forward and aft cavity in
the vane and is cooled by a combination of film, impingement and convection techniques in both
the vane and sidewall regions.
The nozzle segments, each with two partitions or airfoils, are contained by a horizontally split
retaining ring which is centerline supported to the turbine casing on lugs at the sides and guided
by pins at the top and bottom vertical centerlines. This permits radial growth of the retaining ring,
resulting from changes in temperature, while the ring remains centered in the casing.
26
The aft outer diameter of the retaining ring is loaded against the forward face of the first-stage
turbine shroud and acts as the air seal to prevent leakage of compressor discharge air between the
nozzle and turbine casing.
On the inner sidewall, the nozzle is sealed by a flange cast on the inner diameter of the sidewall
that rests against a mating face on the first-stage nozzle support ring. Circumferential rotation of
the segment inner sidewall is prevented by an eccentric bushing and a locating dowel that engages
a lug on the inner sidewall.
The nozzle is prevented from moving forward by the lugs welded to the aft outside diameter
of the retaining ring at 45 degrees from vertical and horizontal centerlines. These lugs fit in a
groove machined in the turbine shell just forward of the first-stage shroud T hook. By moving the
horizontal joint support block and the bottom centerline guide pin and then removing the inner
sidewall locating dowels, the lower half of the nozzle can be rolled out with the turbine rotor in
place.
5. Second-Stage Nozzle
Combustion air exiting from the first stage buckets is again expanded and redirected against the
second- stage turbine buckets by the second-stage nozzle. This nozzle is made of cast segments,
each with two partitions or airfoils. The male hooks on the entrance and exit sides of the outer
sidewall fit into female grooves on the aft side of the first-stage shrouds and on the forward side
of the second-stage shrouds to maintain the nozzle concentric with the turbine shell and rotor.
This close fitting tongue-and-groove fit between nozzle and shrouds acts as an outside diameter
air seal. The nozzle segments are held in a circumferential position by radial pins from the shell
into axial slots in the nozzle outer sidewall.
The second-stage nozzle is cooled with 13th stage extraction air
27
Figure 16. Turbine Section-Cutaway View Showing Cooling Air Flows
28
Figure 17. MS9001FA First-Stage Bucket Cooling Passages
29
Figure 18. MS9001FA Stage-2 Bucket Cooling Flow
30
Figure 19. MS9001FA First-Stage Nozzle Cooling
31
6. Third-Stage Nozzle
The third-stage nozzle receives the hot gas as it leaves the second-stage buckets, increases its
velocity by pressure drop, and directs this flow against the third-stage buckets. The nozzle consists
of cast segments, each with three partitions or airfoils. It is held at the outer sidewall forward
and aft sides in grooves in the turbine shrouds in a manner similar to that used on the second-
stage nozzle. The third-stage nozzle is circumferentially positioned by radial pins from the shell.
13th stage extraction air flows through the nozzle partitions for nozzle convection cooling and for
augmenting wheelspace cooling air flow.
7. Diaphragm
Attached to the inside diameters of both the second and third-stage nozzle segments are the noz-
zle diaphragms. These diaphragms prevent air leakage past the inner sidewall of the nozzles and
the turbine rotor. The high/low, labyrinth seal teeth are machined into the inside diameter of the
diaphragm. They mate with opposing sealing lands on the turbine rotor. Minimal radial clearance
between stationary parts (diaphragm and nozzles) and the moving rotor are essential for maintain-
ing low interstage leakage; this results in higher turbine efficiency.
8. Shrouds
Unlike the compressor blading, the turbine bucket tips do not run directly against an integral
machined surface of the casing but against annular curved segments called turbine shrouds. The
shrouds’ primary function is to provide a cylindrical surface for minimizing bucket tip clearance
leakage.
The turbine shrouds’ secondary function is to provide a high thermal resistance between the hot
gases and the comparatively cool turbine casing. By accomplishing this function, the turbine
casing cooling load is drastically reduced, the turbine casing diameter is controlled, the turbine
casing roundness is maintained, and important turbine clearances are assured.
The first and second-stage stationary shroud segments are in two pieces; the gas-side inner shroud
is separated from the supporting outer shroud to allow for expansion and contraction, and thereby
improve low-cycle fatigue life. The first-stage shroud is cooled by impingement, film, and con-
vection.
The shroud segments are maintained in the circumferential position by radial pins from the turbine
casing. Joints between shroud segments are sealed by interconnecting tongues and grooves.
9. Exhaust Frame
The exhaust frame is bolted to the aft flange of the turbine casing. Structurally, the frame consists
of an outer cylinder and an inner cylinder interconnected by the radial struts. The No. 2 bearing
is supported from the inner cylinder.
The exhaust diffuser located at the aft end of the turbine is bolted to the exhaust frame. Gases
exhausted from the third turbine stage enter the diffuser where velocity is reduced by diffusion and
pressure is recovered. At the exit of the diffuser, the gases are directed into the exhaust plenum.
Exhaust frame radial struts cross the exhaust gas stream. These struts position the inner cylinder
and No. 2 bearing in relation to the outer casing of the gas turbine. The struts must be maintained
32
at a constant temperature in order to control the center position of the rotor in relation to the stator.
This temperature stabilization is accomplished by protecting the struts from exhaust gases with
a metal fairing that forms an air space around each strut and provides a rotated, combined airfoil
shape.
Off-base blowers provide cooling air flow through the space between the struts and the wrap-
per to maintain uniform temperature of the struts. This air is then directed to the third-stage aft
wheelspace.
Trunnions on the sides of the exhaust frame are used with similar trunnions on the forward com-
pressor casing to lift the gas turbine when it is separated from its base.
VI. BEARINGS
A. General
The MS9001FA gas turbine unit has two four-element, tilting pad journal bearings which support the
gas turbine rotor. The unit also includes a thrust bearing to maintain the rotor-to-stator axial position.
Thrust is absorbed by a tilting pad thrust bearing with eight shoes on both sides of the thrust bearing
runner. These bearings and seals are incorporated in two housings: one at the inlet casing, one in the
exhaust frame. These main bearings are pressure-lubricated by oil supplied from the main lubricating
oil system. The oil flows through branch lines to an inlet in each bearing housing.
1. Lubrication
The main turbine bearings are pressure-lubricated with oil supplied, from the oil reservoir. Oil
feed piping, where practical, is run within the lube oil drain lines, or drain channels, as a protective
measure. In the event of a supply line leak, oil will not be sprayed on nearby equipment, thus
eliminating a potential safety hazard.
When the oil enters the housing inlet, it flows into an annulus around the bearing. From the
annulus, the oil flows through machined holes or slots to the bearing rotor interface.
2. Lubricant Sealing
Oil on the surface of the turbine shaft is prevented from being spun along the shaft by oil seals in
each of the bearing housings. These labyrinth seals are assembled at the extremities of the bearing
assemblies where oil control is required. A smooth surface is machined on the shaft and the seals
are assembled so that only a small clearance exists between the oil seal and the shaft. The oil seals
are designed with tandem rows of teeth and an annular space between them. Pressurized sealing
air is admitted into this space to prevent lubricating oil vapor from exiting the bearing housing.
The air that returns with the oil to the main lubricating oil reservoir is vented to atmosphere after
passing through an oil vapor extractor.
VII. LOAD COUPLING
A rigid, hollow coupling connects the forward compressor rotor shaft to the generator. A bolted flange
connection forms the joint at each end of the coupling.
33
Tab 2
COMPRESSOR
SPEED INDICATING RING
GAS TURBINE AFT COUPLING
(TO TURB ROTOR)
COMPRESSOR ROTOR
RING RETAINING PIN ASSEMBLY COMPRESSOR ROTOR
AFT STUB SHAFT
(MS9001FA)
ROTOR NUT
ROTOR STUD
COMPRESSOR ROTOR
STUD ASSEMBLY
QTY 15
ENLARGED VIEW A 12 POINT NUT

SPEED INDICATING RING
ASSEMBLY
LOCKNUT COOLING AIR PASSAGES
15 THRU HOLES
16th STAGE
COMPRESSOR WHEEL
FWD STUB SHAFT
(STAGE ZERO)
AFT BEARING
#1 BEARING SURFACE
JOURNAL
COMPRESSOR WHEELS (MANUFACTURING USE)
STAGE 2 thru 15
AFT BALANCE
WEIGHT GROOVE
THRUST BEATING
RUNNER
FORWARD
COUPLING
16th STAGE COMP WHEEL
AFT SIDE BORE FAN
CONFIGURATION.
A MACHINED GAP BETWEEN THE
16th STAGE & AFT STUB SHAFT
(AT THE OUTER RIM) PERMITS THE
FAN TO DRAW AIR FROM THE
A COMPRESSED AIR FLOW AND DIRECT
IT THROUGH THE AFT STUB SHAFT
COOLING AIR PASSAGES TO COOL
DOWN STREAM TURBINE COMPONENTS.
1st STAGE
COMPRESSOR WHEEL AFT VIEW
NOTE: 16th STAGE
BLADES NOT SHOWN COMPRESSOR WHEEL &
IN ALL WHEELS FOR AFT STUB SHAFT COOLING AIR PASSAGES
DRAWING SIMPLICITY AFT SIDE
FWD BALANCE
WEIGHT GROOVE
9FACOMP 11/97
LOCKWIRE PLATE BOLTS & LOCKPLATES
RETAINING PIN
QTY 13/WHL
3rd STAGE RETAINING
ROTOR STUD PLATE
QTY 18
3rd STAGE
3rd STAGE BKT 12PT NUT
QTY 92 AFT SIDE
QTY 18
2nd STAGE
LOCKWIRE 12PT NUT
AFT SIDE
COOLING LOCKWIRE QTY 24
AIR SLOTS GROOVE
ENLARGED VIEW 2nd STAGE
1st STAGE ROTOR STUD AFT PLUG
TURBINE WHEEL QTY 24
AFT SIDE ENLARGED VIEW
BUCKET LOCKWIRE ASSEM
2nd STAGE AFT BEARING
TYPICAL ALL BUCKETS 12PT NUT JOURNAL
ALL STAGES FWD SIDE
QTY 24
2nd STAGE BKT
QTY 92
TURBINE
AFT SHAFT
1st STAGE
1st STAGE BKT 12PT NUT
QTY 92 AFT SIDE
QTY 24 BUCKET
3rd STAGE
LOCKWIRE
12PT NUT
1st STAGE FWD SIDE
1st STAGE ROTOR STUD QTY 18
12PT NUT QTY 24
FWD SIDE
QTY 24
2 to 3
SPACER
BUCKET PLATFORM
LOCKWIRE SEAL PIN
1 to 2
SPACER
AFT END OF
COOLING AIR DETAIL VIEW
PASSAGES BUCKET SEAL PIN ASSEM
BUCKET TYPICAL ALL BUCKETS
LOCKWIRE ALL STAGES
TURB ROTOR SHANK

FWD BEARING SEAL PINS
SURFACE
(MANUFACTURING USE)
GAS TURBINE
DISTANCE PIECE
INTEGRAL
TURBINE ROTOR
TURBINE
COOLING AIR
COMPRESSOR to TURBINE
TURBINE
COOLING AIR
ASSEMBLY
AFT VIEW
9FATURB 11/97
PASSAGES
15 THRU HOLES DISTANCE PIECE
FAN (MS9001FA)
COMPRESSOR
DISCHARGE
CASING
13th STAGE
EXTRACTION
9th STAGE
EXTRACTION
14
14
MID-COMPRESSOR 13
CASE
13
12
12
11
11
10
10
9
9
8
8
7
7
6
9FA AED 1 / 2003

Hot Gas Path Inspection — Inspection Procedures Inspection and Maintenance — GEK 107217
Suction Side
Cooling Holes and (Convex)
Squealer Section
View A
Pressure Side
(Concave)
A
Trailing Edge
Cooling Holes
Bucket Blade
Platform
Bucket Shank
Figure HGP-I.9. First-Stage Bucket Details
HGP-I-8
Inspection and Maintenance — GEK 107217 Hot Gas Path Inspection — Inspection Procedures
View B Third-Stage
B Bucket Shroud
Second-Stage
Bucket Shroud
View A
A Third-Stage
Turbine Bucket
(Non Air-Cooled)
Blade
Second-Stage
Turbine Bucket
(Air-Cooled)
Platform
Shank
Figure HGP-I.10. Second- and Third-Stage Bucket Details
HGP-I-9
Tab 3
AI0924
January 2005
GE Energy
Air Inlet System
the purchaser's purposes the matter should be referred to the GE Company.
AI0924 Air Inlet System
I. GENERAL
Air quality can have an enormous impact on gas turbine performance and reliability and is heavily in-
fluenced by the surrounding environment in which the unit is installed. Furthermore, within any given
location, the quality of air can change dramatically over a year‘s time or, in some situations, within hours.
Poor air quality leads to compressor fouling. The output of a turbine can be reduced significantly in cases of
extreme compressor fouling. In order to meet full potential in performance and reliability, and make each
unit adaptable to a variety of air conditions, it is necessary to treat the air entering the turbine to remove
contaminants. The self-cleaning filtration system easily and efficiently removes airborne particles of 10
um or greater that generally cause significant erosion and compressor fouling when present in sufficient
quantities.
Air temperature can also have a significant impact on gas turbine performance. An inlet cooling system is a
beneficial option for applications where significant operations occur during times of warmer temperatures
combined with low relative humidity. Cooler air is denser, resulting in a higher mass flow rate to the
compressor. This results in an increase in turbine output and efficiency.
Noise pollution is a concern associated with the inlet system. Gas turbine operation generates a significant
amount of noise in the inlet duct. This noise is attenuated, to levels necessary to meet regulations, through
the use of a silencer installed as part of the ductwork.
For a general overview of the inlet system arrangement, refer to the Inlet and Exhaust Flow Diagram and
the Control Air Schematic Piping Diagram. These are located in the Operation and Maintenance manual
in this section.
II. AIR INLET SYSTEM
A. GENERAL
The air inlet system consists of the following: A filter house with weather hoods, an automatic self
cleaning filtration system using high efficiency filter elements, and an inlet ducting system. Using the
“Up and Forward” arrangement, the filter house rests on top of the inlet ducting support structure. The
inlet ducting system is mounted on the inlet ducting support structure along with the inlet bleed heating
module. Air enters the filter house and continues through the transition piece, the acoustical silencer,
the inlet heating module, the trash screen, and then to the turbine compressor through the inlet plenum.
The elevated filter house arrangement provides a compact system that minimizes the pickup of dust in
the filter house.
The inlet system makes use of materials and coatings in its construction, which are designed to require
minimal maintenance. All external and internal surface areas (exposed to airflow) of the filter house
are coated with a protective corrosion- preventive inorganic-zinc primer and epoxy overcoat. All the
external and internal surface areas (exposed to airflow) of the duct work are coated with a protective
corrosion preventative inorganic-zinc primer. An epoxy overcoat is added to all internal surfaces and
external surfaces exposed to air flow for additional protection. The inlet silencing perforated sheet is
fabricated of stainless steel. The trash screen is stainless steel. All support steel is galvanized.
The general arrangement of the inlet compartment with respect to the gas turbine inlet plenum is shown
on the mechanical outline drawing in the “General Description” section.
2
Air Inlet System AI0924
B. INLET COMPARTMENT
Internal lighting is provided for the filter change out areas. Details for the operation and maintenance
of the inlet filtration system are contained in the maintenance manual in this section. Access for main-
tenance and inspection of the filter elements are by use of stairs and outside platform in conjunction
with lower level exterior doors and access platforms at each level in the filter house.
The filter house consists of a bird screen, weather hoods, (followed by moisture separators), a high
efficiency self cleaning filter stage.
Weather hoods are used to prevent heavy rain and large air-borne contaminants from entering the inlet
filter house. This is accomplished by drawing inlet air upward at lower velocities than the terminal
velocity of the falling rain and large air-borne contaminants.
Moisture separators in the weather hoods are recommended for coastal, marine, and offshore platform
applications where high levels of salt in the air, from seawater, can be a problem or for the removal of
potentially corrosive liquids.
The self-cleaning filter elements are mounted on vertical grid plates. They are contained within a light
gauge steel sheet metal enclosure designed for proper airflow management and weather protection.
The reverse-pulse type self-cleaning system is initiated when the filter elements become laden with
dust and the pressure drop across the filter media reaches a predetermined value (as measured by a
differential pressure switch). The elements are cleaned in a specific order, controlled by an automatic
sequencer. The sequencer operates a series of solenoid valves, each of which controls the cleaning of
a small number of filters. During cleaning, each valve releases a brief pulse of highpressure air. This
pulse shocks the filters by causing a momentary reverse flow. This causes the accumulated dust to
break loose and fall into the hoppers, to be ejected after the cleaning cycle is completed. The cleaning
cycle continues until enough dust is removed for the compartment pressure drop to reach the lower
differential pressure switch set point.
C. INLET DUCTING AND SILENCING
The air inlet ductwork directs the airflow from the filter house exit to the entrance of the gas turbine
compressor. It consists of: 8 feet of silencing, 4 feet of acoustically lined ductwork with an inlet bleed
heat module, an acoustically lined elbow (with trash screen), an acoustically lined flexible joint, an
acoustically lined transition duct, and inlet plenum.
The inlet silencer consists of an acoustically lined duct, which contains silencing baffles constructed of
mineral wool insulation wrapped with fiberglass cloth and encapsulated by perforated, stainless steel
sheet metal. The acoustic lining in the walls of the silencer duct and the walls of the ducting down-
stream of the silencer are of similar construction with the exception of the 4 feet of lined duct for the
inlet bleed heater which consists of solid stainless steel sheet metal. The vertical-parallel baffle con-
figuration was specifically designed to eliminate the fundamental compressor tone and reduce noise
levels at other frequencies as well.
With a compressor bleed heat system, a portion of the compressor discharge airflow is used to heat the
inlet air. This enhances the operability of the turbine during start up, shutdown, and other operating
regimes.
3
AI0924 Air Inlet System
The inlet bleed heat system consists of a series of stainless steel pipes mounted onto the section of
ductwork immediately following the silencer. A manifold external to the duct distributes air to these
vertical pipes extending into the duct. Within the duct, the bleed air is dispersed to the inlet airflow
through a series of holes integral to the distribution pipes.
The elbow houses the single piece, stationary, stainless steel trash screen. The purpose of the trash
screen is to protect the compressor from loose pieces of hardware from the filter house, ductwork, or
through maintenance error. A removable access panel is positioned upstream of the trash screen for
cleaning and inspection purposes.
The acoustically lined expansion joint isolates the loads associated with the inlet system from the gas
turbine. The inlet plenum is the connection point between the inlet ducting and the gas turbine com-
pressor.
The inlet duct system also contains provisions for the dew point humidity sensor used in monitoring the
airflow downstream of the inlet bleed heat module. The sensor minimizes the performance degradation
associated with the inlet bleed heat system through communication with the Mark V to keep all parts
of the inlet system at a relative humidity below the frost point. The location of the humidity sensor is
shown on the Inlet and Exhaust Flow Diagram.
The inlet duct system shall be inspected regularly (at least once a year) for any signs of rust and loose
bolts on expansion joints and flanges. An internal inspection of the duct system shall include checking
the trash screen for debris, the lining of the duct for possible rust and loose welds, and the inlet bleed
heater pipes and pipe guides for cracks. Gasket connections shall be inspected for any evidence of
incoming light, water, and debris. The inlet duct must be one hundred percent clean and free of debris
upon completion of inspection and prior to commissioning of the turbine. If any issues arise during
routine inspection, please contact GE-Product Services for further instructions.
GE Energy
General Electric Company
www.gepower.com
4
GEK 110094b
Revised May 2002
GE Power Systems
Steam Turbine
LP Inlet Butterfly Stop Valve and Operating Mechanism
GEK 110094b LP Inlet Butterfly Stop Valve and Operating Mechanism
I. PURPOSE
The primary function of the stop valve is to shut off steam entering the turbine from the LP inlet source,
and is the second line of defense against turbine overspeeding from the LP inlet admission steam.
As the second line of defense against overspeed, the stop valve is tripped closed by a trip signal coming
from either the primary or the emergency trip subsystem.
II. DESIGN FEATURES
A. Stop Valve
The stop valve is a tight seating butterfly type with offset axle with laminated trim.
B. Stop Valve Operating Mechanism
When flushing is completed after initial installation, the hydraulic oil supply from the HPU, the ETS
oil from the Emergency Trip System and drain lines to the HPU are repiped to the stop valve.
The hydraulic supply line feeds oil through an orifice to the single-acting hydraulic actuator, which
opens the stop valve. The spring return on the hydraulic actuator quickly closes the stop valve when
the hydraulic dump valve is actuated. The dump valve actuates when the supply pressure falls below a
preset trip point, or when the ETS oil pressure to the Fast Closing Solenoid Valve is interrupted, causing
the oil to drain quickly from the hydraulic actuator.
The stop valve position feedback is transmitted by a rotary position transducer to the STC cabinet. A
Double Pole Double Throw limit switch, two Form C contacts, is provided which is actuated when
the valve is in the closed position. The contacts of this switch may be used in the generator breaker
sequential trip circuit.
The entire stop valve and operating mechanism assembly is mounted in the LP inlet piping.
C. Test Solenoid Valve
The stop valve may be opened or closed by the test solenoid valve, which is of a fail-safe design. With
the NC test solenoid valve is energized to open, a NO pilot valve closes and ports supply oil to drain
through an orifice, causing the stop valve to slowly close. The closing action can be initiated from the
Operator’s Panel using either the Stop Valve Close PB (in the Speed Control section) or the Combined
Valve Test PB (in the Functional Tests section). When the valve position is approximately 90% closed,
the Fast Closing Solenoid Valve is activated to fast close the valve through its remaining travel. The
valve reopens when the Stop Valve Open PB is pressed or the Test PB is released, respectively.
III. INSTALLATION AND STOP ADJUSTMENT
Follow the installation procedures given in the manufacturer’s service manual. However the actuator stop
screws need to be correctly set prior to operation. The following clarifies the checking and setting procedure
for Fisher Type A11 Butterfly valves with a Shafer/Bettis spring return, scotch yoke actuator.
As these valves may be shipped from the manufacturer with the actuator stop screws positioned to hold the
valve disc off the seat contact, it will be necessary, in these cases, to adjust the valve actuator stops when
installing the valve in the field.
2
LP Inlet Butterfly Stop Valve and Operating Mechanism GEK 110094b
When unable to partially operate (stroke) the actuators into the open position with hydraulic power and
adjust the actuator stops, the following procedure will insure that the position of the valve disc does not
contact the fixed valve stop lugs, and that the closing stroke is absorbed by the closing stop screw on the
Shafer/Bettis spring return, scotch yoke actuators.
The strainers in the piping upstream of the valves may be removed to visually observe the location of the
valve disc relative to the fixed valve stop lugs.
The gap between the valve stop lugs and the valve disc as recommended for the Fisher Type A11 Butterfly
Valve is .030 inches minimum. The .030 inches gap can be obtained by loosening the hex nut on the actuator
closing stop screw, and rotating the closing stop screw "clockwise" until the correct gap is established. The
.030 inch gap can be verified using conventional "feeler gauges". Otherwise it is possible to back out the
actuator adjustment screw to check the required rotation after initially contacting the actuator yoke. The
resulting adjustment for a 30 inch Fisher Type A11 Butterfly valve with a Shafer/Bettis spring return, scotch
yoke actuator is 2 3/4 turns of the closing stop screw.
After gap verification, the hex lock nut on the actuator stop screw can be tightened.
A linear measurement of the length the actuator closing stop screw extends from the yoke housing can be
made. This measurement can be compared to other stop valves that have had the same gap adjustment
described above.
Where a number of valves utilize the same actuators, mounting brackets and couplings, the closing stop
screw extension measurements taken for one valve can be used as a base set point to insure proper closing
of the other valves, which do not allow a visual gap adjustment.
To insure the actuator stop screws are contacted, the hex nut should be loosened and the closing stop screw
should be carefully rotated "clockwise" until the stop screw contacts the actuator’s internal yoke mecha-
nism. This will be observed when the resistance increases during the clockwise rotation.
IV. MAINTENANCE
Follow the maintenance procedures given in the manufacturer’s service manual.
3
Tab 4
Tab 5
GEK110174
September 2001
GE Power Systems
Gas Turbine
Lubrication System
I. GENERAL
The lubricating and hydraulic oil requirements for the gas turbine power plant are furnished by a separate,
enclosed, forced-feed lubrication module. This lubrication module, complete with tank, pumps, coolers,
filters, valves and various control and protection devices, furnishes oil to the gas turbine bearings, generator
bearings (absorbing the heat rejection load), starting means, load gear and on dual fuel units the atomizing
air/purge compressors. This module is also used to supply oil for the lift oil system, trip oil system and the
hydrogen seals on the generator. Additionally, a portion of the pressurized fluid is diverted and filtered again
for use by hydraulic control devices as control fluid.
Refer to “Lubricating Oil Recommendations for Gas Turbines with Bearing Ambients above 500°F
(260°C)” in the FLUID SPECIFICATIONS section of this manual for the lubricating oil requirements.
The lubrication system is designed to supply filtered lubricant at the proper temperature and pressure for
operation of the turbine and its associated equipment. Refer to the Lube Oil Schematic Piping Diagram in
this section. Major system components include:
1. Lubricant oil reservoir which serves as a base for the accessory module.
2. Two centrifugal pumps (PQ1-1 and PQ1-2) each driven by an AC electrical motor (88QA-1 and
88QA-2). Each AC motor includes a motor space heater (23QA-1 and -2) to prevent condensation
in the motor.
3. Emergency oil pump (PQ2-1) with DC motor (88QE-1).
4. Main Seal oil pump (PQ3-1) driven by AC motor (88QS-1). AC motor includes motor space heater
(23QS-1).
5. Emergency seal oil pump driven by DC motor (88ES-1). Note, in most instances PQ3-1 is a
“piggy-back” AC/DC motor driving one pump. If the Customer has opted to purchase separate AC
and DC seal oil pumps, the separate DC pump will be named PQ3-2.
6. Dual lubricating oil heat exchangers in parallel (LOHX-1 and LOHX-2).
7. Two full flow lubricating oil filters in parallel (LF3-1 and LF3-2).
8. Bearing header pressure regulator (VPR2-1).
These instructions do not purport to cover all details or variations in equipment nor to provide for every possible
contingency to be met in connection with installation, operation or maintenance. Should further information be desired or
should particular problems arise which are not covered sufficiently for the purchaser’s purposes the matter should be
referred to the GE Company.
 2001 GENERAL ELECTRIC COMPANY
GEK110174 Lubrication System
9. Mist eliminator with redundant fan/motor (88QV-1A and 88QV-1B) and motor space heaters
(23QV-2A and 23QV-2B).
10. Pressure Protection Switches (63QA-1A, 63QA-1B, 63QE-1, 63QT-2A and 63QT-2B and on units
with liquid fuel 63QA-3).
11. Tank temperature switches (26QL-1, 26QN-1) or tank temperature thermocouples (LT-OT-4A,
LT-OT-5A) for pump start permissive and immersion heater control.
12. Lube oil header thermocouples (LT-TH-1A, 1B, 2A, 2B, 3A, 3B).
13. Lube oil drain thermocouples (LT-B1D-1A/1B, LT-B2D-1A/1B, LT-G1D-1A/1B and

LT-B2D-1A/1B). Note that LT-B1D-1A/1B and LT-B2D–1A/1B may be single thermocouples
named LT-B1D-1 and LT-B2D-1 on some units.
The lube oil is circulated by a redundant set of AC pumps. A DC pump is provided in case AC power to the
site is interrupted. These pumps are the first of the auxiliary equipment to be energized during a startup
sequence. Following shutdown of the unit, these pumps continue to run throughout the extensive cooldown
period and are the last of the auxiliary equipment to be stopped. The lube oil system is self-contained. After
lubricating and removing heat from the rotating equipment, oil is returned to the lube oil tank. It is cooled
by oil-to-water heat exchangers as it is pumped from the tank and re-circulated. Various sensing devices are
included in the design to ensure adequate oil level in the tank, oil pressure, and oil temperature.
All pumps have a check valve on the pump discharge line so that oil does not flow into the tank through a
pump, which is not in service.
Oil tank temperature is indicated by a thermometer on the side of the tank. Thermocouples connected to the
control panel indicate lube oil temperature in the bearing header. Thermocouples in the bearing drains are
also wired to the turbine control panel for monitoring. A bearing header oil sampling port is located upstream
of VPR2-1.
For turbine starting, a maximum oil viscosity of 800 SUS (173 centistokes) is specified for reliable operation
of the control system and for bearing lubrication. Temperature switch 26QN-1 or LT-OT-4A prevents turbine
startup if the temperature of the lubricant decreases to a point where oil viscosity exceeds 800 SUS (173
centistokes).
II. FUNCTIONAL DESCRIPTION
A. Lubricant Reservoir and Piping
The oil reservoir is a 6200 gallon (23470 liter) tank which is integral with the module. The interior of
the tank is coated with an oil resistant protective coating. The top of the tank is the base on which
components such as the pumps, and heat exchangers are mounted.
Under normal operating conditions oil is provided to the system by one of two main AC motor driven
centrifugal pumps (PQ1-1 and PQ1-2). The selection of lead and lag pumps is made by the operator
through the turbine control system prior to startup. By alternating the lead/lag pump selection, the
operating hours can be equalized. Each AC motor includes a motor space heater (23QA-1 and -2) to
prevent condensation in the motor. All pumps have a check valve on the discharge line so that oil does
not flow into the tank through a pump, which is not in service. Two pressure switches (63QA-1A and
-1B) are mounted in the common header just downstream of the main pumps to ensure proper pump
operation. If either of these senses low pressure, an alarm is sounded and the lag pump is automatically
2
Lubrication System GEK110174
started. If this occurs, the operator must manually shut off one pump and check that system pressure is
stable.
The oil is first pumped through one of the two parallel heat exchangers (LOHX-1 and LOHX-2). Each
is designed to maintain the oil at the proper bearing header temperature. The maximum allowable
bearing header temperature under normal operating conditions is 160F (71.1C). The oil then flows
through one of the two full flow parallel filters (LF3-1 and LF3-2). A three-way transfer valve controls
selection of which set of heat exchanger/filter is in use. The lubricant oil filters have removable filter
elements. A differential pressure gauge provides visual indication of the dP over the filter. Pressure
switches (63QQ-21, -22) provide a high differential pressure alarm signal across each filter. Filter
elements should be replaced near or at the alarm set point.
Taps (OS), (OR-1) and (OLT-1), which are located downstream of the filters, supply lube oil to the
generator bearing seals, hydraulic/lift oil system and trip oil system respectively. Pressure regulating
valve (VPR2-1) then controls the oil pressure to the turbine and generator bearings and the turning gear.
The system is ventilated through a mist eliminator mounted on top of the lube oil reservoir. A slight
negative pressure is maintained in the system by redundant motor driven fans (88QV-1A and 88QV-1B)
pulling air through the mist eliminator. This negative pressure draws sealing air through the gas turbine
bearing seals. Each AC motor includes a motor space heater (23QV-2A and 23QV-2B) to prevent
condensation in the motor. The motor driven fans have no DC backup motors and are not required to
run in the emergency situation, when the DC pumps has taken over. The fans are set up to run in a lead/lag
configuration and are designed to run one at a time. The selection of lead and lag fans is made by the
operator through the turbine control system prior to startup. The lag fan takes over whenever the lead
fan has failed to run, has been overloaded or if there is insufficient vacuum in the lube oil reservoir. If
the lag fan is started automatically by the control system due to insufficient tank vacuum level, the lead
fan will be automatically shut off. Pressure switch (63QV-1) provides a low differential pressure alarm
signal when there is insufficient vacuum in the lube oil reservoir. A regulating valve is downstream of
each fan, and is adjusted to regulate tank vacuum level.
A level alarm device (float operated) is mounted on the top or side of the lube reservoir. The float
mechanism operates two level switches (71QH-1 and 71QL-1). The switches are connected into the
alarm circuit of the turbine control panel to initiate an alarm if the liquid level rises above, or falls below,
the levels shown on the Schematic Piping Diagram. The oil level is visually indicated by a gauge on the
side of the tank. An oil drain connection is located on the side of the accessory module to drain the
reservoir.
B. Standby Immersion Heaters
During standby periods, the oil is maintained at a viscosity proper for turbine start-up by immersion
heaters (23QT-1, -2 and 3) installed in the oil reservoir. Temperature switch 26QL-1 or thermocouple
LT-OT-5A is mounted on the side of the tank. It controls the heaters to maintain fluid temperature to
achieve allowable viscosity. If the heaters fail to function and the oil reservoir temperature drops below
the point where oil viscosity exceeds 800 SUS, temperature switch 26QN-1 or thermocouple LT-OT-4A,
located inside the tank, will initiate a low oil temperature alarm and will prevent a turbine startup. While
running, lube oil header thermocouples (LT-TH-1A, 1B, 2A, 2B, 3A, 3B) constantly monitor the header
oil temperature. These thermocouples are hardware voted to the median temperature and are wired back
to the control panel, and compared to alarm and trip settings.
3
GEK110174 Lubrication System
C. Pressure Protection Devices
Two pressure switches (63QA-1A and -1B) mounted on the main pump discharge header sense lube oil
pressure. If either of these senses low lubricant oil pressure, an alarm is sounded and the lag pump is
automatically started. Pressure switches 63QT-2A and -2B in combination with alarm switches
63QA-1A and 63QA-1B, trip the unit and start the emergency DC motor-driven pump (88QE-1) when
they sense low pressure. This will occur if AC power is lost. For a trip, one of the two 63QT switches
and one of the two 63QA switches must signal. This voting logic prevents a trip due to a false signal.
The DC Emergency Pump is designed to provide adequate lube oil circulation for coast down following
a trip. Once the unit is at rest, the DC pump should only operate a few minutes per hour, in order to
remove heat, but conserve battery life. If the bearing metal temperature is above 250F, the DC pump is
run continuously. The emergency pump is sized to clear the trip pressure switches (63QT-2A, - 2B), but
will not clear the alarm pressure level (63QA-1A, -1B). On dual fuel units with a single atomizing air
compressor a pressure switch (63QA-3) is provided at the oil supply to the air compressor gearbox. Two
pressure switches (63QA-3 and 4) are provided on dual fuel units with two atomizing air compressors.
These pressure switches will alarm if low pressure is sensed at those points but they will not start the
lag pump.
The operation of the 63QA and 63QT switches can be verified by shutting off the normally open valve
between the switch and the oil system. When the normally closed valve to the oil drain is opened, the
oil in the switch lines will drain, the proper warning signal will annunciate and proper lag/emergency
pump start-up should occur.
D. Heat Exchanger and Filters
The lubricant oil heat exchangers (LOHX-1 and LOHX-2) connect to the parallel lubricant filters (LF3-1
and LF3-2). This design is provided so that filters not in service can be changed (or heat exchangers
cleaned) without taking the turbine out of service.
Filter housings and heat exchangers are self-venting. A sight glass is located in the vent line from the
filter and heat exchanger. When the heat exchanger and filter housing are full, oil will be visible in this
sight glass.
By means of the manually-operated three-way transfer valve, one filter can be put into service as the
second is taken out, without interrupting the oil flow to the main lube oil header. The transfer of operation
from one filter to the other should be accomplished as follows:
1. Open the filler valve and fill the standby filter until a solid oil flow can be seen in the flow sight in
the filter vent pipe. This will indicate a “filled” condition.
2. Operate the transfer valve to bring the standby filter into service.
3. Close the filler valve.
This procedure simultaneously brings the reserve heat exchanger into service.
NOTE
Only one heat exchanger is intended to be in service at one time. After transfer, the
operator must verify that the cooling water isolation butterfly valves to/from the
heat exchanger not in service are closed. Do not leave all four cooling water
isolation valves open.
4
Lubrication System GEK110174
E. Seal Oil
The seal oil to the generator bearings is normally supplied by the lubricating system through a separate
line (tap OS) directly to the generator. In the event of low lube system pressure or lube system shutdown
for service, one of two seal oil pumps supply the oil required to seal in the generator hydrogen. Under
normal circumstances the AC motor driven pump (PQ3-1, 88QS-1) would serve this function; however,
if this AC motor should fail or if AC power is lost, the emergency DC motor driven (88ES-1) is activated
and drives the seal oil pump. The AC motor (88QS-1) includes a heater (23QS-1) to prevent
condensation in the motor.
III. OPTIONAL DEVICES
Additionally, the lubrication module may include the following indication-only devices:
1. Differential pressure transmitters 96QQ-1 and 96QQ-2, which provide remote monitoring
capability of differential pressure across the oil filters (LF3-1 and LF3-2).
2. Pressure transmitter 96QH-1, which provides remote monitoring capability of bearing header
pressure.
3. Pressure transmitter 96QL-1, which provides remote monitoring capability of tank oil level.
These transmitters are indication-only devices. They do not alarm or trip the machine in case of a failure,
low pressure, level etc.
5
Tab 6
GEK 110038
April 2001
GE Power Systems
Gas Turbine
Combined Hydraulic and Lift Oil System

I. GENERAL
The Gas Turbine Combined Hydraulic and Lift Oil system functions to provide fluid power required for
operating control components and to provide lift at the Gas Turbine and Generator bearings. The control
components include the Gas Valves (hydraulically actuated servo valves) and the Inlet Guide Vanes-IGV’s
(positioned by a hydraulic cylinder located on the turbine base), and on Dual Fuel Gas Turbine units, the
Liquid Fuel Valve (hydraulically actuated servo valve). The major components of the system include the
pumps and motors, accumulator, filters, and valves contained in the manifold assembly. This document will
describe how the system normally operates. See the MLI 0434 Hydraulic/Lift Schematic for further details.
For device settings, adjustments, and design features, refer to the Control Specifications and the Device
Summary included in this manual.
II. PUMP INLET & DISCHARGE
Pressure regulated, filtered, and cooled lubrication oil from the main lube oil header in the A160 is used as
the hydraulic/lift oil, high-pressure fluid. The system is designed with two redundant parallel flow paths.
Under normal operation, only one circuit on the system is in use. Isolation valves are used to isolate either
of the circuits so that maintenance can be performed on or off line.
On the inlet to the system, pressure switches (63HQ-6A, 63HQ-6B) signal an alarm, which prevents the
hydraulic/lift pump motors (88HQ-1, 88HQ-2) from starting should there be insufficient inlet pressure. This
feature will prevent the pumps from cavitating. High-pressure fluid is then pumped to the supply manifold
by one of the two pressure-compensated, variable displacement pumps (PH1-1, PH2-1). Each pump is driven
by its own AC electric motor. The turbine operator controls the lead-lag sequence on the pumps. The pumps
are constant pressure, variable positive displacement axial piston pumps with built in dual pressure
compensators (VPR3-1, VPR3-2). The compensators act by varying the stroke of the pistons to maintain a
set pump discharge. Each pump has a high and low-pressure compensator setting. The high-pressure setting
is used when lift oil supply to the rotor bearings is needed. The low pressure setting is used when actuation
of the gas valves and IGV’s is required. Each pump/motor contains a heater, (23HQ-1, 23HQ-2), which
prevents condensation and freezing while the motors are not running.
Air bleed valves are located immediately downstream of the pump discharge to ensure rapid pressurization
of the supply fluid. Each circuit contains an oil filter (FH2-1, FH2-2) with integral differential pressure
switches (63HF-1, 63HF-2). Hydraulic/lift oil supply pressure relief valves (VR21-1, VR22-1) provide
pressure relief in order to prevent component failure due to over-pressurization, in the event that one of the
pressure compensators fail or are inadvertently set wrong.
GEK 110038 Combined Hydraulic and Lift Oil System
III. LIFT OIL SUPPLY
Bearing lift oil is used to raise the turbine-generator rotor onto a thin, static oil film at each journal bearing
to minimize rotation friction losses the gas turbine starting means or turning gear must overcome. Lift Oil
Supply Isolation Valve (20QB-1) is a solenoid-operated valve. When energized, high-pressure oil is allowed
to flow to each of the turbine-generator bearings. Each bearing is equipped with a flow-regulating valve to
keep lift oil supply flow rate constant. In addition, the lift oil supply lines at the bearings contain check valves
to prevent bearing feed oil from back flowing into lift oil supply lines. 20QB-1 has a manual override to be
used if the solenoid fails. There is also a sensing line connected from downstream of the solenoid to the
compensator block. When the solenoid is open, the sensing line is pressurized, thus selecting the
high-pressure setting. Bearing Lift Oil Supply Pressure Switch (63QB-1) provides an alarm in the turbine
control system if lift oil supply pressure is low, and will prevent the turning gear motor from starting should
there be insufficient pressure.
IV. HYDRAULIC OIL SUPPLY
Hydraulic Supply pressure is required to actuate the gas valves, IGV’s, and liquid fuel valve (for Dual Fuel
units only). Each pump circuit contains a Hydraulic Oil Supply Pressure Regulating Valve (VPR4-3,
VPR4-4). These pressure-regulating valves maintain hydraulic pressure to hydraulic actuated components
during normal operation, regardless of whether the pump is operating at lift pressure or hydraulic pressure.
Hydraulic Discharge Oil Supply Pressure Switches (63HQ-1A, 63HQ-1B) are used to indicate if the lead
pump is not supplying enough pressure to the system. Should this be the case, the lag pump will be activated.
Hydraulic Supply Low Pressure Relief Valve (VR23-2) is provided to prevent over-pressurization of
hydraulic supply components in the event pressure regulating valves fail or are set incorrectly. Off of the
hydraulic oil supply header is a single Accumulator (AH1-1) that stores hydraulic fluid for use in transients
conditions (e.g. valve actuation). The accumulator is in-service regardless of which pump is in operation.
The accumulator contains an isolation valve and flow control valve to control recharge rate. A Manual
Bypass Valve allows the operator to quickly depressurize and drain hydraulic oil supply header. This is useful
when resetting pump compensators, relief valves, or pressure regulators. The bypass valve also serves as an
accumulator drain valve.
GE Power Systems

One River Road, Schenectady, NY 12345
518 • 385 • 2211 TX: 145354
Tab 7
GEK107553
March 2001
GE Power Systems
Gas Turbine
Control and Trip Oil Systems

Dual Fuel
I. GENERAL
The Gas Turbine Control and Protection Systems are operated by the SPEEDTRONIC control through
electro–hydraulic devices. This is done to provide the necessary actuation forces to operate the various
control and protection equipment located on the Gas Turbine and its associated accessory modules.
This equipment consists of the various fuel valves and the compressor’s variable inlet guide vanes. The
electro-hydraulic devices consist of servovalves, which act to modulate the final controlling element in
response to the operational requirements of the unit, and hydro-mechanical relays and solenoid operated
tripping valves, which act to interrupt the controlling action of the servovalves and trip the controlling
element in the event of a trip. Other components include pressure switches, hydraulic accumulators, check
valves, flow metering orifices, a manually operated trip valve and the hydraulic cylinders which position the
final elements.
This section will describe how this system operates the inlet guide vanes, the Gas Fuel System, and the Liquid
Fuel System. A schematic diagram of the Hydraulic Control and Trip System may be found in the Reference
Drawings section of this manual.
II. INLET GUIDE VANES
The inlet guide vanes are positioned by a hydraulic cylinder located on the turbine base. High-pressure oil
(OH) from the hydraulic supply system is admitted to this system through an orifice/check valve. The
hydraulic oil then passes through a trip relay (VH3-1) to the modulating servovalve (90TV-1) which acts to
position the cylinder in response to the position command from SPEEDTRONIC. Position transducers
(shown on the inlet guide vane schematic) provide position feedback to this loop. The trip relay (VH-3) is
actuated by low-pressure oil which passes through an orifice to the actuating piston of the relay. A trip
solenoid valve (20TV-1), when energized, closes and allows this trip oil to build up pressure and move the
relay to the run position. In the event of an IGV trip, 20TV-1 is deenergized, VH3-1 moves to the trip position
and high-pressure oil acts to move the IGV cylinder to the closed position.
III. GAS FUEL SYSTEM
The Gas Fuel System consists of five final devices, the gas stop/ratio valve, and four gas control valves.
These devices are shown in the gas fuel schematic diagram, ML item 0422.
The five valves are operated by identical hydraulic systems although the control function of each is unique.
GEK107553 Control and Trip Oil Systems
Each valve is operated by an electro-hydraulic servovalve, which acts to position the valve in response to
the position command from the SPEEDTRONIC control system. Each valve has position transducers to
provide a position feedback signal. These are shown on the gas fuel schematic diagram. High-pressure oil
passes through the filters to each of the servovalves. Between the stop and control servovalves and the
hydraulic cylinders is a hydro-mechanical trip relay - VH5-1 through VH5-5. When these relays are in the
run position, the servovalves are able to modulate the position of the valves. When these relays are in the
tripped position, one end of the cylinder is opened to drain, allowing the spring to quickly close the valve
to shut off gas fuel flow. The relays are operated by low-pressure trip oil and a trip solenoid valve (20FG-1),
which when energized, closes and allows the trip oil to build up pressure to move the relays to the run
position. In the event of a trip, 20FG-1 is de-energized, the relays move to the trip position, and the stop and
control valves are closed by their springs. The orifice in the trip oil supply is used to limit the flow into this
branch from the low pressure trip system when 20FG-1 is open. The pressure switches (63HG) are used to
signal the SPEEDTRONIC control system that the Gas Fuel hydraulic trip system branch has been tripped.
This is used in logic as a check to ensure reliability of the tripping system.
IV. LIQUID FUEL SYSTEM
The Liquid Fuel System consists of a stop valve and a bypass valve. These devices are shown in the liquid
fuel schematic diagram, ML item 0424.
The stop valve is operated by both the control and trip oil system while the bypass valve utilizes only the
control oil system.
The liquid fuel stop valve is a two position valve which directs all liquid fuel flow to either a bypass loop
or to the turbine. The stop valve is spring offset to bypass. When 20FL-1 solenoid is energized, trip oil
pressure builds, shifting the trip relay valve within the stop valve. When the trip relay shifts, high pressure
control oil works against the offset spring to shift the stop valve to the turbine position. If trip oil is lost, or
20FL-1 is de-energized, the trip relay shifts position, dumping control oil, and allowing the spring to return
the stop valve to bypass condition. Trip oil pressure loss is also monitored by 63HL pressure switches in the
trip oil system.
The liquid fuel bypass valve in an infinitely positional valve controlled by the high pressure control oil
system through a direct mounted servo valve. The control valve is positioned to control the amount of liquid
fuel entering the turbine, while bypassing excess flow. The servo valve meters high pressure control oil to
a hydraulic actuator which positions the control valve depending on the liquid fuel flow demand of the
system. In the event of servo failure, the servo goes to a failsafe position, which positions the liquid fuel
bypass valve to full flow bypass condition.
GE Power Systems

518 • 385 • 2211 TX: 145354
2
Tab 8
GEK 106939D
Revised July 2003
GE Power Systems
Gas Turbine
Dry Low NOx 2.0+ System Operation
GEK 106939D Dry Low NOx 2.0+ System Operation
I. GENERAL
The dry low 2.0+ (DLN-2.0+) control system regulates the distribution of fuel delivered to a multi-nozzle
combustor arrangement. The fuel flow distribution to each combustion chamber fuel nozzle assembly is
a function of combustion reference temperature (TTRF1) and IGV temperature control mode. Diffusion,
piloted premix, and premix flame are established by changing the fuel flow distribution in the combustor.
By a combination of fuel staging and shifting of burning modes from diffusion at ignition through full pre-
mix at high load, dramatically lower NOx emissions can be achieved above firing temperatures of 2,270 F.
II. GAS FUEL SYSTEM
A. Routing of Vent Lines by Customer/Installer
For CE marked jobs:
FG3 and FG2 are potential Class 1, Zone 1 sources of natural gas. Installer shall route these lines
separate from each other and from all other vents, to a naturally ventilated area outside of any buildings
or enclosures, and in an area free from sources of ignition. The extent of the hazardous area created
by FG3 is a 1.5 meter Class 1, Zone 1, Group IIA spherical radius and area between 1.5 meters and
3 meters is considered to be a Class 1, Zone 2, Group IIA spherical radius. The minimum extent of
the hazardous area created by FG2 is a Class 1, Zone 1, Group IIA cylinder that extends 1.5 meters
upstream and 3 meters downstream of the FG2 termination with a 3 meter radius. Additionally a Class
1, Zone 2, Group IIA hazardous area extends 1.5 meters upstream and 3 meters in all other directions
around the FG2 Class 1, Zone 1, Group IIA hazardous area. The actual extent of the hazardous area
created FG2 vent will depend on the volume of gas released when the manual strainer blowdown valve
is operated, and the pressure temperature and density of the gas present at FG1 at the time the strainer
blowdown/vent valve is operated.
For non-CE marked jobs:
FG3 and FG2 are potential Class 1, Div 1 sources of natural gas. Installer shall route these lines separate
from each other and from all other vents, to a naturally ventilated area outside of any buildings or
enclosures, and in an area free from sources of ignition. The extent of the hazardous area created by
FG3 is a 5 ft Class 1, Div 1, Group D spherical radius and area between 5 ft and 10 ft is considered
to be a Class 1, Div 2, Group D spherical radius. The minimum extent of the hazardous area created
by FG2 is a Class 1, Div1, Group D cylinder that extends 5 ft upstream and 10 ft downstream of the
FG2 termination with a 10 ft radius. Additionally a Class 1, Div2, Group D hazardous area extends 5ft
upstream and 10 ft in all other directions around the FG2 Class 1, Div 1, Group D hazardous area. The
actual extent of the hazardous area created FG2 vent will depend on the volume of gas released when
the manual strainer blowdown valve is operated, and the pressure temperature and density of the gas
present at FG1 at the time the strainer blowdown/vent valve is operated.
The gas fuel system consists of the gas fuel auxiliary stop valve, gas fuel stop/ratio valve, diffusion gas
control valve, PM4 gas control valve, and PM1 gas control valve. (Refer to Figure 1.)
2
Dry Low NOx 2.0+ System Operation GEK 106939D
Figure 1. DLN-2.0+ Gas Fuel System
The stop/ratio valve (SRV) is designed to maintain a predetermined pressure (P2) at the control valve
inlet. The diffusion, PM4, and PM1 gas control valves (GCVs) regulate the desired gas fuel flow de-
livered to the turbine in response to the command signal FSR from the SPEEDTRONIC™ panel. The
dry low NOx mode of operation will determine how the control valves stage fuel to the multi-nozzle
combustion system. The auxiliary stop valve is used to provide class 6 sealing when heated fuels are
used.
The stop ratio valve and gas control valves are monitored for their ability to track the command setpoint.
If the valve command setpoint differs from the actual valve position by a prescribed amount for a period
of time, an alarm will annunciate to warn the operator. If the condition persists for an extended amount
of time, the turbine will be tripped and another alarm will annunciate the trip.
III. GAS FUEL OPERATION
There are three basic modes of distributing gas fuel to the DLN-2.0+ combustor. These modes are described
below:
A. Diffusion Mode
In this mode, all the gas fuel directed to the 5 diffusion tips in each of the combustors. At this time, the
pre-mix passages PM4 is purged with compressor discharge (CPD) air.
Diffusion is in the normal mode of operation from ignition to a combustion reference temperature of
2,000 F loading and unloading from 1,950 F till flame out.
B. Piloted Pre-Mix
In this mode, the fuel is split between the three gas control valves. To fire an even pre-mix split, the split
between PM1 GCV and PM4 GCV, which feed the PM1 and PM4 manifolds respectively, should be
20/80. It is normal to run the pre-mix burners slightly off even split to optimize combustion dynamics
at the expense of emissions.
3
Piloted pre-mix is the combustion mode between combustion reference temperature 2,000 F and
2,270 F loading and 2,220 F unloading.
C. Pre-Mix
In pre-mix, all the fuel is directed to the PM1 and PM4 GCVs which feed the pre-mix nozzles. Pre-mix
mode combustion occurs above 2,270 F loading and 2,220 F unloading.
The diagrams in Figure 2 and Figure 3 show how fuel flow is controlled while transferring between the
various combustion modes.
Figure 2. Piloted Pre-Mix to Pre-Mix Transition & Reverse
4
Figure 3. Diffusion to Piloted Pre-Mix & Reverse
IV. CHAMBER ARRANGEMENT
The 9FA+ employs 18 similar combustors. For each machine there are two spark plugs and four flame de-
tectors in selected chambers with crossfire tubes connecting adjacent combustors. Each combustor consists
of a five nozzle/cover assembly, forward and aft combustion casings, flow sleeve assembly, multi-nozzle
cap assembly, liner assembly, and transition piece assembly.
V. COMBUSTION REFERENCE TEMPERATURE
The combustion reference temperature signal (TTRF1) is generated by a calculation in the DLN-2.0+ con-
trol software. This equation calculates TTRF1 as a function of the median exhaust temperature (TTXM),
the compressor discharge pressure (CPD), and the inlet bell mouth temperature (CTIM). This calculated
temperature represents a reference for combustor mode sequencing and fuel split scheduling and is not
a true indication of actual machine firing temperature. A careful checkout of the combustion reference
temperature during start-up is required. The initial loading of the turbine should be performed with “pilot
premix base” selected on and samples of the combustion reference temperature calculation should be com-
pared to values listed in the control specifications. The combustion reference temperature should match
the control specification numbers within 20 F. Differences greater than 20 F may indicate an error in the
calculation.
VI. DLN-2.0+ INLET GUIDE VANE OPERATION
The DLN-2.0+ combustor emission performance is sensitive to changes in fuel to air ratio. The combustor
was designed according to the airflow regulation scheme used with inlet guide vane (IGV) temperature con-
trol. Optimal combustor operation is crucially dependent upon proper operation along the predetermined
5
temperature control scheme. Controlled fuel scheduling will be dependent upon the state of IGV temper-
ature control. IGV temperature control on can also be referred to as combined cycle operation while IGV
temperature control off is referred to as simple cycle operation.
VII. DLN-2.0+ INLET BLEED HEAT (OPTIONAL EQUIPMENT)
Operation of the gas turbine with reduced minimum IGV settings can be used to extend the Premix operat-
ing region. Reducing the minimum IGV angle allows the combustor to operate at a firing temperature high
enough to support premix operation.
Inlet bleed heating (IBH), through the use of recirculated compressor discharge airflow, is necessary when
operating with reduced IGV angles. Inlet heating protects the compressor from stall by relieving the dis-
charge pressure and by increasing the inlet air stream temperature. Other benefits include anti-icing pro-
tection due to increased pressure drop across the IGVs.
The inlet bleed heat system regulates compressor discharge bleed flow through a control valve and into a
manifold located in the compressor inlet air stream. The control valve varies the inlet heating air flow as a
function of IGV angle. At minimum IGV angles the inlet bleed flow is controlled to a maximum of 5.0%
of the total compressor discharge flow. As the IGVs are opened at higher loads, the inlet bleed flow will
proportionally decrease until shut off.
The IBH control valve is monitored for its ability to track the command setpoint. If the valve command
setpoint differs from the actual valve position by a prescribed amount for a period of time, an alarm will
annunciate to warn the operator. If the condition persists for an extended amount of time, the inlet bleed
heat system will be tripped and the IGV’ minimum reference will be raised to the default value.
The IBH system monitors the temperature rise in the compressor inlet airflow. This temperature rise serves
as an indication of bleed flow. Failure to detect a sufficient temperature rise in a set amount of time will
cause the inlet bleed heat system to be tripped and an alarm annunciated.
VIII. DLN-2.0+ GAS FUEL PURGE SYSTEM
The purge system is required to maintain a positive flow of compressor discharge air through the gas fuel
nozzle passages when gas flow is nonexistent. Failure to provide purge flow when required will damage
components in the combustion system. The Gas Fuel Purge System is shown below for Dual Fuel Units,
purging passageways D5, PM1 and PM4. Gas Only units (not shown) have purge passages in D5 and PM4
only.
The Gas Fuel Purge System is designed such that it provides a positive purge to a required manifold which is
not in use during Gas Turbine operation. The purge pressure ratio is mechanically set, by pipe and orifice
sizing as a function of fuel nozzle effective area. The purge pressure must be of a magnitude (greater
than Pcc) to prevent backflow through nozzles and prevent cross-talk between fuel nozzles and combustion
chambers. The gas fuel/gas fuel purge junction and downstream piping are designed to support plugged
flow (minimal mixing of fuel and air). These components and piping have also been set out so that stagnant
and unswept volumes have been minimized. Furthermore, the gas fuel/gas fuel purge junction has been
designed so that the introduction of purge into a gas-filled manifold does not cause an unacceptably high
load swing. This is primarily achieved by introducing a soft purge — VA13-1, -2, -3, -4, -5, and -6 are
opened over 35 seconds(VA13–1, 2, 4, 5 for Gas Only units). A continuous purge is provided to Diffusion
at a pressure ratio of 0.98 (P4 to PCD) and to Pre-Mix (PM1 and PM4) at 0.955 (P4 to PCD).
6
Figure 4. Gas Fuel Purge System
7
IX. FLAME DETECTION
Reliable detection of the flame location in the DLN-2.0+ system is critical to the control of the combustion
process and to the protection of the gas turbine hardware. Four flame detectors in separate combustion
chambers around the gas turbine are mounted to detect flame in all modes of operation. The signals from
these flame detectors are processed in control logic and used for various control and protection functions.
X. IGNITION SYSTEM
Two spark plugs located in different combustion chambers are used to ignite fuel flow. These spark plugs
are energized to ignite fuel during start-up only, at firing speed. Flame is propagated to those combustion
chambers without spark plugs through crossfire tubes that connect adjacent combustion chambers around
the gas turbine.
XI. CONTINGENCY OPERATION
A. Unit Trip
In the event of a unit trip, the gas fuel system will be shut down by deactivating the dump valves on
the SRV and GCVs. This will allow the hydraulic fluid which activates the valve open to be ported to
drain, while fluid is ported from hydraulic supply to close the valve, with assistance from the spring
force.
B. False Start
During a false start, where flame is not established in the four monitored combustion chambers after
60 seconds, the Auxiliary Stop Valve, SRV, and GCVs are shut and the unit is run through a second
unit purge cycle. At the end of this purge cycle, fuel is admitted and firing is again attempted. If the
second attempt is unsuccessful in maintaining flame, the unit is tripped and the Auxiliary Stop Valve
SRV and GCVs close.
C. Gas Leak Test
During the gas turbine startup, the gas valve will cycle through an automated gas leak test once during
the purge sequence and once after shutdown. The primary goal is to perform a diagnostic check on the
gas fuel stop/speed ratio and control valve seals and seating ability. Failure to pass this test will result
in a failure to start and will require valve inspections.
XII. DLN-2.0+ SYSTEM ANNUNCIATOR TROUBLESHOOTING CHART
The following is a list of additional alarms and corrective actions for a gas turbine supplied with DLN-2.0+
and related systems. This list is intended to be a supplement to the Annunciator chart contained in the
standard gas turbine operating procedures.
Alarm Message Cause Action

GAS RATIO VALVE STOP RATIO VALVE EXAMINE SRV SERVO VALVE
POSITION SERVO TROUBLE POSITION SERVO LOOP AND LVDT’ FOR PROPER
TROUBLE OPERATION
GAS FUEL INTERVALVE INTERVALVE PRESSURE EXAMINE P2 PRESSURE
PRESSURE TROUBLE OUT OF LIMITS TRANSDUCERS
8

DIFFUSION GAS CONTROL GCV POSITION SERVO EXAMINE GCV SERVO
VLV SERVO TROUBLE LOOP TROUBLE VALVE AND LVDT’ FOR
PROPER OPERATION
DIFFUSION GCV NOT GCV COMMAND SETPOINT EXAMINE GCV FOR STICKY
FOLLOWING CMD ALARM DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
POSITION LVDT TROUBLE
DIFFUSION GCV NOT GCV COMMAND SETPOINT EXAMINE GCV FOR STICKY
FOLLOWING CMD TRIP DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
POSITION FOR EXTENDED LVDT TROUBLE
PERIOD
PM4 GAS CONTROL VALVE GCV POSITION SERVO EXAMINE GCV SERVO
SERVO TROUBLE LOOP TROUBLE VALVE AND LVDT’ FOR
PROPER OPERATION
PM4 GCV NOT FOLLOWING GCV COMMAND SETPOINT EXAMINE GCV FOR STICKY
CMD ALARM DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
PM4 GCV NOT FOLLOWING GCV COMMAND SETPOINT EXAMINE GCV FOR STICKY
CMD TRIP DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
PERIOD
PM1 GAS CONTROL VLV GCV POSITION SERVO EXAMINE QGCV SERVO
SERVO TROUBLE LOOP TROUBLE VALVE AND LVDT’ FOR
PROPER OPERATION
PM1 GCV NOT FOLLOWING GCV CMD SETPOINT EXAMINE QGCV FOR STICKY
CMD ALARM DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
PM1 GCV NOT FOLLOWING GCV CMD SETPOINT EXAMINE QGCV FOR STICKY
CMD TRIP DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
PERIOD
MIN PREMIX FIRING TEMP ABNORMALLY LOW LOAD RAISE LOAD TO REACH
REACHED OPERATING POINT IN PREMIX OPERATING RANGE
PREMIX MODE (TTRF1>2,200 OR 75% LOAD),
VERIFY CALCULATED
FIRING TEMPERATURE IS
CORRECT, VERIFY CPD
TRANSDUCERS, CTIM
READING, TTXM READING
NO INLET HEATING AIR LACK OF TEMPERATURE VERIFY MANUAL
FLOW DETECTED RISE AT INLET ISOLATION VALVE IS OPEN,
BELLMOUTH WITH BLEED VERIFY CONTROL VALVE
HEAT ENABLED OPERATION, CHECK INLET
THERMOCOUPLES
9

BLEED HEAT DRAIN VALVE IBH DRAIN VALVE STUCK INSPECT VALVE, VERIFY
FAIL TO CLOSE OR FAULTY POSITION POSITION, CHECK POSITION
FEEDBACK FEEDBACK
BLEED HEAT VALVE IBH CONTROL VALVE INSPECT VALVE, VERIFY
POSITION TROUBLE STUCK OR FAULTY POSITION, CHECK POSITION
POSITION FEEDBACK FEEDBACK
BLEED HEAT SYS NOT CONTROL VALVE STUCK OBSERVE THE CONTROL
OPERATIONAL - TRIP CLOSED OR FAULTY STROKE AND CHECK THE
INLET THERMOCOUPLE INLET THERMOCOUPLES,
READINGS, MANUAL CHECK THE MANUAL
ISOLATION/STOP VALVE ISOLATION VALVE
MAY BE CLOSED
PURGE INTERVALVE VOTED SIGNAL OF NO VERIFY PURGE FLOW,
PRESSURE LOW PRESSURE INDICATED CHECK INTERVALVE
BY THE INTERVALVE PRESSURE SWITCHES
PRESSURE SWITCHES
PURGE VLV (AIR SIDE) FAIL PURGE VALVE POSITION VERIFY VALVE POSITION,
TO LIFT OFF SEAT FEEDBACK CLOSED, LIMIT CHECK POSITION
SWITCH NOT CHANGING FEEDBACK DEVICES. CHECK
STATES IN THE ALLOTTED ACTUATION SYSTEM, CHECK
TIME ACTUATION TIME
PURGE VLV CLOSING FAULT PURGE VALVE(S) FAIL TO VERIFY VALVE POSITION,
- TRIP CLOSE CHECK POSITION
FEEDBACK DEVICES. CHECK
ACTUATION SYSTEM, CHECK
ACTUATION TIME
PURGE VLV (AIR SIDE) PURGE VALVE FAILURE VERIFY VALVE POSITION,
FAILURE TO CLOSE TO RECEIVE CLOSED CHECK POSITION
POSITION FEEDBACK FEEDBACK DEVICES. CHECK
ACTUATION SYSTEM
PURGE VLV (GAS SIDE) PURGE VALVE FAILURE VERIFY VALVE POSITION,
FAILURE TO CLOSE TO RECEIVE CLOSED CHECK POSITION
ACTUATION SYSTEM
BOTH PURGE VALVES FAIL PURGE VALVES FAILURE VERIFY VALVE POSITIONS,
TO CLOSE TO RECEIVE CLOSED CHECK POSITION
ACTUATION SYSTEM
PURGE VLV (AIR SIDE) PURGE VALVES OPEN VERIFY VALVE POSITION,
POSITION UNKNOWN ON AND CLOSED POSITION CHECK POSITION
CLOSE CMD FEEDBACK IN ERROR FEEDBACK DEVICES. CHECK
ACTUATION TIME
10

PURGE VLV (GAS SIDE) PURGE VALVES OPEN VERIFY VALVE POSITION,
CLOSE CMD FEEDBACK IN ERROR FEEDBACK DEVICES. CHECK
ACTUATION TIME
PURGE FAIL TO CLOSE, PURGE VALVE FAIL TO VERIFY VALVE POSITION,
INTER VLV PRESS HIGH, RECEIVE CLOSE POSITION CHECK POSITION
VENT OPEN FEEDBACK, INITIATING FEEDBACK DEVICES. CHECK
INTELLIGENT POSITION ACTUATION SYSTEM, CHECK
FEEDBACK OPERATION ACTUATION TIME
PURGE VLV (AIR SIDE) PURGE VALVES OPEN VERIFY VALVE POSITION,
OPEN CMD FEEDBACK IN ERROR FEEDBACK DEVICES. CHECK
ACTUATION TIME
PURGE VLV (GAS SIDE) PURGE VALVES OPEN VERIFY VALVE POSITION,
OPEN CMD FEEDBACK IN ERROR FEEDBACK DEVICES. CHECK
ACTUATION TIME
DRY LOW NOx-2.0+ SYSTEM DLN SYSTEM FAULT, TRIP CHECK DLN SYSTEM
TROUBLE TRIP IS REQUIRED TRIPS AND ALL OTHER
ANNUNCIATED ALARMS
DRY LOW NOx-2.0+ SYSTEM DLN SYSTEM FAULT, CHECK DLN SYSTEM
FAULT-FIRED SHUTDOWN UNSAFE TO OPERATE AT SHUTDOWNS AND ALL
CURRENT LOAD POINT OTHER ANNUNCIATED
ALARMS
PURGE VLV (GAS SIDE) FAIL PURGE VALVE POSITION VERIFY VALVE POSITION,
TO LIFT OFF SEAT FEEDBACK CLOSED LIMIT CHECK POSITION
TIME ACTUATION TIME
PURGE VLV FAILURE TO PURGE VALVE POSITION VERIFY VALVE POSITION,
OPEN TO 100% FEEDBACK OPEN LIMIT CHECK POSITION
TIME ACTUATION TIME
11

PURGE VLV OPENING PURGE VALVES FAILURE VERIFY VALVE POSITION,
FAULT - TFER TO PILOTED TO REACH FULL OPEN CHECK POSITION
PREMIX FEEDBACK DEVICES. CHECK
ACTUATION TIME
GAS STRAINER HIGH DP BLOCKAGE OF GAS SINGLE STRAINER
ALARM STRAINER ASSEMBLY
REPLACE STRAINER ONCE
TURBINE IS NO LONGER ON
GAS FUEL.
DUPLEX STRAINER
ASSEMBLY
CHANGE OVER TO OTHER
STRAINER. IF ALARM STILL
PRESENT, BOTH STRAINERS
NEED TO BE REPLACED.
GE Power Systems
518 • 385 • 2211 TX: 145354
12
GER-3942
GAS FUEL CLEAN-UP SYSTEM DESIGN CONSIDERATIONS

FOR GE HEAVY-DUTY GAS TURBINES
C. Wilkes
GE Power Systems
Schenectady, NY
INTRODUCTION Worldwide, with a few exceptions such as

GE heavy-duty gas turbines are capable of Canada, gas fuel liquids have been a problem
burning a variety of gaseous and liquid fuels, for many years. Problems first arose when liquid
including low heating value gases (e.g., syngas slugging caused major problems with standard
and steel mill gas), land fill gas, petroleum combustor machines, often causing hot gas path
naphthas and residuals. These fuels var y in damage. Application of advanced-technology
hydrocarbon composition, physical properties, combustion systems in these areas requires close
concentrations of potential pollutants and trace attention to the gas clean-up system to ensure
metals. that both condensed liquids and practically all
Within the last decade, GE has developed particulate matter are eliminated at the inlet to
the gas fuel control module.
advanced-technology combustion systems that
Untreated gas can result in fuel nozzle plug-
can burn natural gas and achieve NOx emissions
ging from particulates and erosion of compo-
of 15 ppmv or less without the need for water or
nents exposed to high velocities in the gas sys-
steam injection. During this same period, the
tem. Liquid car r y-over in natural gas has
quality of the natural gas supply within the U.S.
resulted in premature combustion component
has changed. More specifically, heavy hydrocar-
distress (liners, cross-fire tubes and fuel nozzles)
bon liquids are now commonly found in the gas
and has affected reliability and availability for all
supply delivered to power plants.
What happened during the past 10 years to types of combustion systems, including Dry Low
promote this situation? The passage of the NOx (DLN).
Federal Energy Regulatory Commission (FERC) For DLN advanced technology combustors to
Order 636 (Reference 1) in 1991 opened access operate properly, it is absolutely essential that
to transportation pipelines to all gas suppliers the gas fuel supplied meet the GE specification
and eliminated the semi-monopolistic contracts and be free of all liquids and particulates. This
that limited access to one or more suppliers. specification is documented in GEI 41040E
In addition, FERC 636 changed the way in (Reference 2).
which natural gas is sold by requiring producers, This paper discusses where particulates and
transporters and local distributors to sell gas on liquids in gas fuel originate and why they are not
a therm or energy basis. This created increased being removed with the wide range of gas pro-
competition within the natural gas industry and cessing equipment available in the market.
drove suppliers to produce gas at minimum cost
in order to compete on the open market. It is
now not uncommon for large users to negotiate GAS CLEANLINESS AND
daily contracts based on the lowest gas price QUALITY REQUIREMENTS
available for that day. It is important that only clean dry gas be used
Higher hydrocarbons in the form of gas or liq- as a fuel for advanced-technology gas turbines.
uid can contribute significantly to the heating Particulate matter, such as rust, scale, and dirt,
value and are, therefore, a valuable constituent can usually be removed easily through filtration
of natural gas. As a result of stiff competition, and separation techniques. The removal of liq-
stripping these heavier components from the gas uids, such as water and liquid hydrocarbons, can
in cryogenic processing plants has become less be more difficult. Many factors that influence
economic. A consequence of this change is that liquid removal, such as droplet size and distribu-
hydrocarbons beyond C6 are now common in tion, are hard to quantify. This can result in liq-
many gas supplies. Depending on pressure, tem- uid hydrocarbons being admitted into gas tur-
perature and concentration levels, the heavier bine fuel system and combustion equipment.
hydrocarbons can form liquids and have a very Even extremely small amounts, if allowed to
significant effect on hydrocarbon dew point. accumulate in downstream piping, can cause
1
GER-3942
damage. This fact, combined with the general • Glycols from dehydration processes
degradation of gas quality in the U.S., makes it • Calcium carbonate
especially important to carefully monitor gas • Gas hydrates and ice
quality and to take corrective actions, if neces- • Construction debris
sary, to meet GE fuel specification GEI 41040E Construction debris is common and includes
in order to prevent equipment damage. materials such as weld slag, grinding particles,
grit, portions of welding rod, metal shavings,
GE Gas Fuel Specification GEI etc. Despite gas line pigging and vigorous blow-
41040E downs, which are necessary and recommended,
some contaminants will be found in the gas sup-
In summary, this document defines for limita- ply, especially during the early commissioning
tions on particulate matter size to no more than period. During this phase, extra precautions are
approximately 10 microns, calls for the elimina- taken by installing temporary “witch hat” fine
tion of all liquids at the inlet to the gas turbine mesh strainers at the inlet to the gas control
control module and specifies the minimum and module and selected sections of gas piping with-
maximum requirements for fuel supply pres- in the turbine enclosure.
sure. Other limitations and qualifications may Once satisfactor y operation has been
also apply and the user is encouraged to review achieved and the temporary strainers no longer
the details in this document. pick up debris and contaminants, they are
A superheat temperature of at least 50 F/28 C removed. Installation of these strainers does not
above the moisture or hydrocarbon dew point is provide a substitute for a properly engineered
required to eliminate liquids. Meeting this gas clean-up system and frequent outages will be
requirement may require heating the gas if required to clean or replace the strainers if an
heavy hydrocarbons are present. Reasons for adequate filtration system is not installed.
specifying gas superheat are:
• Superheating is the only sure method for
eliminating all liquids at the inlet to the gas GAS CLEANLINESS AND
control module QUALITY ISSUES
• It provides margin to prevent the formation Gas fuel quality and cleanliness issues that
of liquids as the gas expands and cools affect the gas turbine operation are:
when passing through the control valves • Variation in heating value
Why 50 F/28 C minimum superheat? • Autoignition or hydrocarbon liquids
• It is an ASME-recommended standard • Particulates that lead to erosion and plug-
(Reference 3) that 45 F to 54F (25 to 30 C) ging
of superheat be used for combustion tur-
bine gaseous fuel.
• Calculations show the 50 F/28 C minimum
Variations in Heating Value
superheat requirement will prevent liquid Variation in the heating value as a result of
formation downstream from the control gas phase composition variation affect gas tur-
valves and is verified by field experience bine emissions, output and combustor stability.
• Some margin is provided to cover daily vari- Changes greater than 10% require gas control
ations in dew point hardware modifications, but are not a common
• Vaporization time for liquid droplets problem in a stabilized distribution systems.
decreases as superheat temperature increas- Some local distribution companies use
es propane/air injection as a method for stabiliz-
ing variations in heating value. The quantity of
Gas Fuel Contaminants air injected is well below that required to reach
the rich flammability limit of the gas and poses
Some of the contaminants that are introduced no safety issues.
into the natural gas supply as a result of the pro- Variations in heating value could be an issue
duction and transportation processes are: if gas is purchased from a variety of suppliers
• Water and salt water depending on the daily or weekly variations in
• Sand and clay gas price. In this situation, the user should
• Rust ensure that the variations are within the values
• Iron sulfate, iron and copper sulfide allowed by the contract agreement with GE. On-
• Lubricating oil, wet scrubber oil, crude oil line instruments that determine and monitor
and hydrocarbon liquids heating value are available from several suppli-
2
GER-3942
ers and should be used if significant variations cases, premature ignition of the pre-mixed
are expected. gases, often called “flashback.”
Slugging of hydrocarbon liquids affects the Because of the seriousness of the problem,
energy delivered to the turbine and can result in GE specification 41040E does not allow any liq-
significant control problems and potential hard- uids in the gas fuel. Furthermore, to prevent
ware damage. For this and other reasons condensation in the gas fuel manifolds, which is
described below, all liquids must be eliminated caused by gas expansion through the control
from the gas supplied to the turbine. valves, this specification requires a minimum of
50 F/28 C of superheat at the turbine speed
Autoignition of Hydrocarbon Liquids ratio valve inlet flange. This value provides a
degree of safety and is within the ASME recom-
Removal of liquids has become more of a con- mended values for dry gas fuel (Reference 3).
cern during the past several years as gas quality
has decreased. Liquids are formed from the con- Particulates in the Gas Stream
densable higher hydrocarbons found in natural
gas, generally those higher than about pentane The gas turbine operating issues with particu-
(C 5 ), as well as moisture from water vapor. lates in the gas stream are fuel nozzle plugging,
Moisture is undesirable because it can combine erosion and deposition.
with methane and other hydrocarbons to gener- Of the three, fuel nozzle plugging has a more
ate solids in the form of hydrates. Hydrate for- severe and immediate impact on normal opera-
mation and prevention is discussed in tion. Since the gas fuel nozzle hole sizes on DLN
systems are smaller than those used in diffusion
“For mation of Solids — Particulates and
flame combustors, they are more prone to plug-
Hydrates.”
Hydrocarbon liquids are a much more serious ging. Plugging will result in poor fuel distribu-
issue because liquids can condense and collect tion from nozzle to nozzle and combustor to
over long periods of time, then result in liquid combustor and increase emissions and exhaust
slugging as gas flow rates are increased after a temperature spreads. Plugging could also lead
period of reduced power operation. This can to fuel flow split deviations between gas mani-
lead to: folds, which could lead to poor emissions and,
• Uncontrolled heat addition in worst case, to autoignition and flashback.
• Autoignition at compressor discharge tem- Eliminating plugging is especially important
perature (625 F to 825 F/329 C to 451 C during commissioning and early commercial
range) operation, or after work has been performed on
• Potential for promoting flashback and sec- the pipeline, when accumulated dirt and con-
ondary/quaternary re-ignitions struction debris can become entrained with the
fuel.
• Varnish-like deposits
If plugging occurs, the nozzles will need to be
Carry-over of liquids to the turbine can result cleaned. Since the disassembly, cleaning and
in uncontrolled heat release rates if sufficient reassembly process can take several days, the
quantities are present, resulting in possible dam- availability of the unit can be adversely impacted.
age to the hot gas path. A more common prob- Erosion problems can result if excessive quan-
lem, however, is with the exposure of small tities of particulates are present, depending on
quantities of hydrocarbon liquids to compressor the nature and size of the material. The GEI
discharge air. Dry Low NOx combustion systems 41040E fuel specification calls for removal of
require pre-mixing of gas fuel and compressor particulates greater in size than approximately
discharge air in order to produce a uniform 10 microns (see specification for added qualifi-
fuel/air mixture and to minimize locally fuel- cations) to prevent erosion and deposition.
rich NOx-producing regions in the combustor. Particles smaller than about 10 microns tend to
Typical autoignition temperatures (AIT), the follow the gas stream, rather than striking the
temperatures required for spontaneous combus- pressure containment vessel walls and, there-
tion with no ignition source, for these liquids fore, result in a significant decrease in erosion
are in the 400 F to 550 F (204 C to 288 C) range rate.
and fall below compressor discharge tempera- The gas control valves are designed to operate
ture. Exposure to compressor discharge air in a choked flow condition and are, therefore,
above the AIT will result in instantaneous igni- exposed to velocities up to the local speed of
tion of the liquid droplets, causing, in some sound. Erosion rates are exponentially propor-
tional to particle velocity and areas that experi-
3
GER-3942
ence high gas velocities, such as orifices and Hydrate formation is more likely to be found
valve seats, are more susceptible to erosion. in offshore pipeline systems because of the high
Nozzle and bucket deposition can also be a pressures and cooler temperatures. Fortunately,
problem, depending on the nature and concen- all transportation companies recognize the need
tration of the particles, even for those of less to remove water to prevent hydrate formation
than 10 microns in diameter. For this reason, and resulting pipeline equipment blockage
GEI 41040E limits the concentration of particu- problems. Water is typically limited to a nominal
lates from all sources and sizes to no more than value of between 4 and 7 lbs per million stan-
600 ppb at the first stage nozzle inlet. dard cu ft. (64.1 to 112.1 kg/mmscm). It is
removed to this level by treatment equipment
Formation and Carry-Over of Solids: that use chemical scrubbing with methanol or
Particulates and Hydrates ethylene glycol; some carry-over of the scrub-
bing liquid may occur. Occasionally, a process
Most solids found in natural gas are due to upset may occur and spillover of inhibitors into
the slow oxidation and corrosion of the pipeline the gas supply can present a hazard by raising
and are in the form of fine iron oxide particles. the hydrocarbon dew point.
Construction debris such as weld slag, metal Other preventative methods include gas heat-
shavings, sand and even foreign objects are also ing upstream from pressure-reducing stations to
commonly found in new pipelines, especially maintain the gas temperature above the hydrate
during the initial commissioning phase. formation temperature.
Another type of solid material that may be pre-
sent is gas hydrates. Gas hydrates are crystalline Formation and Carry-Over of
materials that are formed when excess water is pre- Liquids: Hydrocarbons and Moisture
sent in a high-pressure gas line. These solids are
formed when water combines with natural gas As the gas fuel is brought to the gas turbine, it
compounds, including condensates, when the gas often passes through a series of pressure-reduc-
temperature is below the equilibrium hydrate for- ing stations before it enters the gas control mod-
mation temperature. Although commonly associat- ule. Further pressure reductions then take place
ed with ice-type crystals, formation temperatures before the gas enters the gas manifolding sys-
can be significantly above 32 F/0 C at pipeline tem. At each pressure-reducing station, the gas
delivery pressures. Hydrates can deposit in stag- will also experience a temperature reduction
nant areas upstream and downstream from orifice due to the Joule-Thompson effect.
plates, valves, tee sections and instrumentation Temperature reductions for a typical natural
lines, causing plugging and lack of process control. gas are shown in Figure 2, which are approxi-
Figure 1 shows hydrate formation lines for mately equal to 7 F for every 100 psid (5.6 C per
two water concentrations for the natural gas list- 1,000 kPa) reduction in pressure, with no heat
ed in Table 3. Location of these lines will vary transfer to or from the gas. Actual temperature
with gas composition and fall above or below the reduction will vary depending on the gas com-
saturated hydrocarbon vapor line. position and local heat transfer conditions.
A system with gas entering the site at 900
psia/6,205.3 kPa and 60 F/16 C can experience
1400 a temperature reduction of 31 F/17.2 C prior to
1200
entering the gas module at the maximum allow-
Hydrate Formation Line able pressure of 450 psia/3,102.6 kPa for FA-
1000 H20 = 23 ppmv
technology machines. Further temperature
Pressure psia
800 reductions will be experienced as the gas passes

Hydrate Formation Line
through the control valves and will be the great-
600 H20 = 230 ppmv
est at low load when control valve throttling is at
400 the highest level.
HC Saturated
200
Liquid Line Reports of frost appearing on the outside of
HC Saturated
Vapor Line the gas piping downstream from the control
0 valves is not uncommon and is not a cause for
-250 -200 -150 -100 -50 0 50 100
alarm, provided the hydrocarbon and moisture
dew points are significantly less than the local
GT25721 gas temperature.
Figure 1. Equilibrium temperature lines for GEI 41040E calls for a minimum of 50 F/28 C
hydrate formation
4
GER-3942
70 entity, nor is it constant with time or geographic

location. As noted in Reference 4, there is signif-
60 icant variation in composition and physical
50
properties of the natural gas supplied to various
Temperature deg. F.
areas of the U.S. This report, prepared by the

40 Specie Mole%%
Mole American Gas Association, quantifies potential
Methane
Methane 95.20
95.20
regional and seasonal variations in the composi-
30
Ethane
Ethane
Propane
2.82
2.82
0.06
tion and properties of natural gas, documents
Propane 0.06
20 i-Butane
i-Butane 0.09
0.09 the peak shaving practices in the U.S. and assess-
n-Hexane
n-Hexane 0.01
0.01
CO
CO2 2 0.61
0.61
es the contribution of the gas composition vari-
10 O
O22 0.02
0.02 ability on the formation of condensates.
N
N22 1.08
1.08
0
While the variation in the composition of the
1000 900 800 700 600 500 400 300 200 100 gas has a small impact on the gas turbine opera-
tion (e.g., emissions), the principal point of con-
GT25722
Figure 2. Joule-Thompson cooling with pres- cern is the formation of condensates as the com-
position of hexanes+ varies. For example, Table
sure reduction
1 of Reference 2 summarizes the maximum and
of superheat above the hydrocarbon dew point minimum values of higher or gross heating
at the entry to the gas module at all operating value (HHV) and C6+ variations found in natu-
conditions. Unfortunately, as liquid carry-over ral gas in the U.S. and Canada.
becomes more common, the hydrocarbon dew Depending on the hexanes+ species, this con-
point increases and condensation has become a
stituent of the natural gas could lead to liquid
serious issue. Separation of the free liquids
hydrocarbon condensation in the gas stream
alone is not adequate, as this results in, at best, a
saturated gas with a dew point equal to the gas supplied to the gas turbine resulting in serious
temperature. damage to the unit. The results of the survey of
Further reductions in temperature down- U.S. natural gas do not show a strong relation-
stream from the separation equipment will, ship between an increase in heating value and
therefore, result in immediate condensation an increase in concentration of C 6+ com-
and formation of additional liquids. For incom- pounds. Location does not appear to be a factor,
ing wet gas, a filter separator and a superheater either; samples from Texas pipelines show both
are essential to prevent the formation of liquids. the highest and lowest values for C 6+ com-
Equipment required for this purpose is dis- pounds.
cussed in “Recommendations for Clean-Up
Equipment and Sizing.”
INDUSTRY EXPERIENCE
WITH GAS FUEL LIQUIDS
NATURAL GAS In recent years, industry experience with liq-
COMPOSITION VARIATIONS uids in natural gas has been poor. Reports of
incidents resulting from carry-over of liquids are
AND IMPACT ON GAS frequent and affect gas turbine from all manu-
TURBINE OPERATION facturers equipped with various types of combus-
Pipeline natural gas is not a homogeneous tion systems.
These reports clearly show that this problem
Table 1 is quite widespread in the eastern half of the
VARIATION OF HEATING VALUE AND C6+ U.S. The absence of data from other sites, how-
ever, should not imply that the western U.S. is
FOR U.S. AND CANADIAN NATURAL GAS exempt from these problems. Table 2 lists the
reported concentration for hexanes+, an indica-
tor of potential liquids, is distributed through-
Country HHV HHV C6+ C6+
out the U.S. Since the potential consequential
Btu/SCFT Btu/SCFT Vol. % Vol. %
damage to the hot gas path from these liquid
Maximum Minimum Maximum Minimum
hydrocarbons is quite severe on dry low emis-
sion units, the gas handling system must be
U.S. 1,208 970 0.5 0.0
designed to eliminate this threat under all con-
Canada 1,106 965 0.4 0.0
ditions.
5
GER-3942
Table 2
REPORTED HEATING VALUES AND C6+ HYDROCARBONS THROUGHOUT THE U.S.
Higher Heating Value, Btu/scft Hexanes plus Hydrocarbons (C6+)

Mean Min Max Mean Min Max
California #1 - A 1,042.2 1,031.1 1,053.9 0.0 0.0 0.1

California #1 - B 1,029.7 1,022.1 1,060.3 0.1 0.0 0.1
California #1 - C 1,039.6 1,032.9 1,049.1 0.1 0.0 0.1
California #1 - D 1,029.4 1,023.6 1,038.2 0.1 0.1 0.1
California #1 - E 1,048.4 1,040.1 1,055.8 0.1 0.1 0.2
California #2 - A 1,039.0 1,024.9 1,050.8 0.1 0.1 0.1
California #2 - B 1,028.4 1,020.2 1,038.2 0.1 0.0 0.1
California #3 1,033.2 1,028.5 1,043.0 0.0 0.0 0.0
California #4 1,017.9 1,005.0 1,038.0 0.0 0.0 0.2
California #5 995.3 986.0 1,011.0 0.1 0.0 0.1
Colorado #1 991.9 971.0 1,035.6 0.0 0.0 0.1
Colorado #2 980.2 970.3 1,006.5 0.0 0.0 0.1
Colorado #3 984.4 974.3 1,012.5 0.0 0.0 0.1
Connecticut 1,027.2 1,022.8 1,033.4 0.1 0.1 0.1
Georgia 1,026.9 1,015.0 1,047.0 0.1 0.0 0.2
Illinois #1 1,028.2 1,017.6 1,081.4 0.1 0.0 0.2
Illinois #2 1,031.3 1,015.2 1,043.6 0.1 0.0 0.2
Louisiana 1,023.1 997.7 1,053.1 0.1 0.0 0.2
Maryland #1 1,033.2 1,027.0 1,046.7 0.1 0.0 0.2
Maryland #2 1,102.3 1,032.1 1,208.1 0.1 0.0 0.1
Maryland #3 1,032.2 1,026.9 1,041.6 0.1 0.0 0.1
Maryland #4 1,030.7 1,025.4 1,039.0 0.1 0.0 0.1
Maryland #5 1,037.2 1,030.3 1,055.6 0.1 0.1 0.1
Maryland #6 1,041.0 1,033.4 1,062.0 0.1 0.1 0.1
Massachusetts #1 1,060.9 1,017.1 1,190.5 0.0 0.0 0.1
Massachusetts #2 1,034.6 1,032.4 1,036.4 0.1 0.1 0.1
Michigan 1,031.4 1,010.5 1,043.7 0.0 0.0 0.1
New Jersey 1,030.4 1,021.0 1,048.0 0.0 0.0 0.2
New York 1,029.6 1,017.5 1,039.4 0.0 0.0 0.0
Ohio 1,044.9 1,010.3 1,096.2 0.1 0.1 0.2
Oklahoma 1,029.6 1,005.5 1,085.9 0.0 0.0 0.2
Pennsylvania #1 - 1 1,029.8 1,023.0 1,041.0 0.1 0.0 0.2
Pennsylvania #1 - 2 1,029.1 1,022.0 1,038.0 0.1 0.0 0.1
Pennsylvania #2 - 1 1,030.0 1,022.2 1,038.4 0.1 0.0 0.2
Pennsylvania #2 - 2 1,029.8 1,023.1 1,048.7 0.1 0.0 0.2
Rhode Island 1,029.6 1,027.0 1,033.9 0.1 0.1 0.1
Texas #1 1,081.2 1,043.6 1,126.8 0.2 0.1 0.5
Texas #2 1,023.8 1,017.0 1,036.0 0.0 0.0 0.0
Texas #3 1,059.3 1,020.0 1,105.0 0.2 0.1 0.4
Virginia #1 1,044.4 1,032.6 1,088.5 0.1 0.1 0.1
Virginia #2 1,039.7 1,029.8 1,088.5 0.1 0.1 0.1
Washington 1,038.5 1,013.0 1,056.0 0.0 0.0 0.0
Wisconsin 1,005.9 980.7 1,043.7 0.0 0.0 0.1
HYDROCARBON AND gas sample and requires analysis to C14 at the

ppmv level. Recent experience has shown the
MOISTURE DEW POINT direct measurement of dew point to be a simple,
DETERMINATION practical and now preferred approach to dew
Two approaches can be used to determine point determination.
the hydrocarbon and moisture dew points: a cal- If the gas entering the facility is known to be
culation method using a representative gas sam- wet, i.e., contains liquids at the operating pres-
ple and extended analysis to C14, and a direct sure, then there is no need to sample or moni-
measurement using a dew point instrument. tor the gas quality. Installation of adequate liq-
The calculation method has been used with uids removal equipment, as described in
some success, but requires careful attention to “Liquids Removal System,” will remove practical-
the details required to obtain a representative ly 100% of all liquids present. At the discharge
of the separator, however, the resulting gas will
6
GER-3942
be in a saturated condition. That is, the gas tem- Sample To Sample

perature will equal the dew point temperature Shut-off Apparatus
Valve Compression Fitting
and superheating by a minimum of 50 F/28 C is (Not Swaged)
required in order to meet the GEI 41040E fuel
specification. Pipe coupling
Replace Drilled Plug
With Blank Plug After
If the incoming gas is in a dry condition, i.e., Use
the gas temperature is at an undetermined level
Full-Port
of superheat, then gas sampling or dew point
Ball Valve
monitoring is necessary in order to determine
Pipe Nipple
the gas quality.
Sample
Threadolet Probe
Gas Sampling Probe Opening
45 deg Miter
Three types of samples are commonly used
for gas analysis. A continuous sample is drawn Swaged Ferrule
constantly from the pipeline into a gas chro- FLOW

matograph to monitor btu content. A composite
Entrained Liquids
sample consists of many smaller samples, each
withdrawn at a specified time interval, to obtain GT25723
an average value over a period of several days or Figure 3. Gas sampling probe
weeks. The third type of sample is known as the
spot sample. This is the sample most often used
to determine hydrocarbon dew point. It is with- gas phase, then the calculated dew point will
drawn from the pipeline by an operator using a equal the gas flowing temperature. Note that if
sample flask. the calculations result in a dew point tempera-
Obtaining a spot gas-phase sample from dry ture above the gas flowing temperature, then
gas that is both representative and repeatable is the sample must have been contaminated with
essential for dew point calculation and is the liquids and either the gas is wet or liquids were
result of using proper sampling techniques. generated during the sampling process.
Sampling procedures can be found in GPA A diagram of a sampling probe is shown in
2166-95 (Reference 5). Figure 3. Note that the opening of the probe
Others have devised their own sampling pro- faces downstream. This assists in the elimination
cedures, e.g., Welker (Reference 6), that are of entrained liquids from the sample.
variations of those found in GPA 2166-95. The Temporary sampling probes can be installed
procedure selected will depend primarily on the and removed from a pressurized line by use of a
nature (wetness) and temperature of the gas. As packing gland seal and isolated from the line
mentioned above, however, if the gas is wet, using a high-quality ball valve. When the probe
there is no need to sample for dew point deter- and packing gland are removed, a pipe plug is
mination. A gas analysis will be required if the installed to provide a second seal in case the ball
gas fuel delivery system is to be fully analyzed. valve leaks. Figure 3 shows this arrangement and
Obtaining a representative gas sample to the incorporates an adjustable probe insertion
degree of accuracy required for calculation of depth feature that allows the probe to be
the hydrocarbon dew point is difficult, and spe- installed and removed without de-pressurizing
cial precautions must be taken to avoid genera- the pipeline. A pipe fitting is welded to the gas
tion of liquids during the sampling process. For line, which is attached to a pipe nipple, the ball
best results, the sample should be taken at or valve, a second pipe nipple and pipe plug or
close to the gas line operating temperature and pipe plug with a packing gland. Care must be
pressure to avoid cooling as a result of expan- taken when removing the probe from a pressur-
sion. ized line to avoid loss of the probe and possible
A sampling probe should always be used to operator injur y. Commercial probes have
extract the sample from the gas line. The sam- expanded sample tips or mechanical stops that
pling probe is a short piece of tubing that prevent full extraction of the probe from the
extends into the middle one-third of the gas packing gland.
stream. The sampling probe helps to minimize
contamination of the sample with liquids and Gas Analysis
particulates that may be present on the walls. If
the gas is wet and the sample consists only of the A gas chromatograph is used in the laborato-
7
GER-3942
ry or the field to analyze the gas sample and Samples must also be taken at the actual
determine the gas composition. The analysis will pipeline pressure and temperature to avoid gas
check for the presence of both hydrocarbons expansion and possible liquid condensation.
and non-hydrocarbons. Once the gas’ composi-
tion is determined, the hydrocarbon and mois- Comparison of Standard and Extended Analysis
ture dew point can be calculated using one of Consider the gas analysis shown in Table 3,
several available software packages. which was taken from an operating power plant
gas supply. In this case, an extended analysis was
Standard Gas Analysis to C6+ performed and the standard analysis mathemati-
A common method for heating value determi- cally generated by summing the C 6+ con-
nation is to use the standard analysis. The stan- stituents. The calculated dew point from the
dard analysis is performed in accordance with extended analysis is more than 23 F/12.8 C
ASTM D1945 (Reference 7) or GPA 2261-95 above that calculated from the standard analysis.
(Reference 8) and lumps together all hydrocar- In extreme cases, differences of as much as
bons above C6 and reports them as “C6+.” The 100 F/56 C have been obser ved. The results
results of the standard analysis should not be shown in Table 3 also illustrate the need for rep-
used for dew point determination unless assur- resentative gas sampling and accurate analysis
ance can be given that no hydrocarbons above due to the sensitivity of the dew point calcula-
C6 are present (i.e., C6 may be present, but no tion to small concentrations of the heavier
C6+). hydrocarbons. Where possible, the gas analysis
Small quantities of heavy hydrocarbons above should be determined to within less than 10
C 6 raise the dew point significantly. Using a ppmv.
standard analysis can result in an artificially low Use of the standard analysis for dew point cal-
dew point determination (see example below). culation could lead to falsely concluding that
Instead, an extended analysis should be used the gas has an acceptable degree of superheat,
except where no C6+ compounds are present. or the superheater could be undersized based
on these results. An exception to this generaliza-
Extended Gas Analysis to C14 tion may be made when the gas is exceptionally
This type of analysis checks for the presence dry and where no hydrocarbons above C6 are
of the heavy hydrocarbons and quantifies their detected. In this situation, a standard analysis is
amounts to the level of C14. The extended anal- acceptable for dew point calculation. Typical
ysis is more complicated and expensive than the hydrocarbon dew point values for this gas would
standard analysis, and not all laboratories can be in the -30 F to -70 F (-34 C to -57 C) range.
provide this service. It is, however, the only type Care must be taken when selecting an analytical
of analysis that will result in an accurate dew service, however, to ensure that the laboratory
point determination. An analysis procedure for has the capability to analyze beyond C6.
C1 through C14 is described in GPA 2286-95 Further information on trace constituents
(Reference 9). that may be present in natural gas can be found
When choosing a lab to perform the gas anal- in Gas Research Institute report GRI-94/0243.2
ysis, one should always seek a facility that special- (Reference 10).
izes in petroleum product testing and analysis.
They are familiar with the unique aspects of nat- Dew Point Measurement
ural gas analysis and sampling; many offer ser- A method for measuring natural gas hydro-
vices and advice that cannot be obtained else- carbon and moisture dew points has been avail-
where. able for almost 60 years. The U.S. Bureau of
Analysis to the single-digit ppmw level should Mines developed a dew point tester in 1938
be requested, but nothing less than two digits (Reference 11) that works on the principle of a
(tens of ppmw) should be accepted. It is impor- chilled mirror. The mirror is contained within a
tant to confirm that the reported laboratory val- pressure vessel and is exposed to the gas stream
ues are obtained by measurement and not at pipeline pressure. The mirror is gradually
through a simple mathematical normalization cooled until condensation droplets begin to
procedure to six decimal places. It should be appear on the surface of the mirror. Two sepa-
clear that when dealing with concentrations at rate dew points, moisture and hydrocarbon, are
this level, absolute cleanliness is essential and measured depending on the nature of the
samples can be easily contaminated in the field. droplets on the mirrored surface. This type of
8
GER-3942
Table 3
COMPARISON OF STANDARD AND EXTENDED
GAS ANALYSES ON CALCULATED HC DEW POINT
Standard Analysis to C6+ Extended Analysis to C14

Specie Name Weight % Weight %
N2 Nitrogen 2.6206 2.6206

CO2 Carbon Dioxide 21.0489 21.0489
H2O Water Vapor 0.0023 0.0023
CH4 Methane 53.4414 53.4414
C2H6 Ethane 9.4684 9.4684
C3H8 Propane 7.5156 7.5156
C4H10 i-Butane 1.8906 1.8906
C4H10 n-Butane 0.7127 0.7127
C5H12 n-Pentane 0.4612 0.4612
C6H14 n-Hexane 0.8252 0.3840
C7H16 n-Heptane — 0.3169
C8H18 n-Octane — 0.1132
C9H20 n-Nonane — 0.0102
C10H22 n-Decane — 0.0006
C11H24 u-Undane — 0.0001
C12H26 Dodecane — 0.0000
C13H28 n-Tridecane — 0.0002
C14H30 n-Tetradecane — 0.0000
Totals 100.0000 100.0000

HC Dew Point @ 465 psia 37.6 60.9
measurement provides a direct reading of dew from expansion and the risk of liquid condensa-
point without the need to apply corrections. tion. Dew point measurements complement the
Pressure within the chamber can be varied to gas samples and help with model calibration.
determine the effect on dew point. The advantages of the Bureau of Mines dew
point tester are:
Bureau of Mines Dew Point Detector • Elimination of the uncertainty associated
The simple instrument developed by the with sampling and analysis as the primary
Bureau of Mines has been commercialized by at means of dew point determination
least one manufacturer in the U.S. The princi- • Simple and easy to use
ple of operation is described above. This type of • Claimed accuracy is +/-0.2 F (+/-0.1 C) for
instrument is portable and intended for spot an experienced user
sampling, requiring an operator with some skill • Identifies moisture, hydrocarbon, glycol and
and experience to achieve repeatable results. alcohol dew points
GE has experience with this instrument and can • No electrical power required — intrinsically safe
provide a limited amount of information and
advice on its use. Automatic Dew Point Monitor
This method of determining dew point has An on-line device to automatically determine
become the preferred approach because it is a hydrocarbon dew point has many advantages
direct measurement requiring no calibration or over the difficulties involved with gas sampling
calculation and interpolation of physical proper- and extended analyses. As of August 1996, how-
ties data of complex hydrocarbon compounds. ever, only one commercial manufacturer has
For gas system modeling, however, gas samples been identified that makes this type of equip-
and subsequent analysis are still required in ment. The advantages of automatically monitor-
order to determine temperature reductions ing hydrocarbon dew point include:
9
GER-3942
• Elimination of the uncertainty associated sure drop is reached for a given volumetric flow
with sampling and analysis as the primary rate of gas.
means of dew point determination For peaking units, it is acceptable to install
• Potential for automatically adjusting gas one filter vessel, but for base loaded units, two
temperature with changes in hydrocarbon units located in a duplexed arrangement are
dew point as a result of both transient and required. The duplexed arrangement permits
long term gas composition changes isolation of one vessel for maintenance while the
• Elimination of unnecessary heat addition other is in operation. Under no circumstances
and possible decrease in overall plant effi- should a bypass line be installed with the inten-
ciency tion of using the bypass line for maintenance
• An alarm to alert plant operators that purposes.
potential damage may result if corrective Sizing of the equipment can be determined
action is not taken, e.g. increase superheat based on discussions with the vendor. In gener-
temperature al, the only considerations for sizing are dirt
GE is in the process of evaluating a monitor holding capacity and allowable pressure drop,
of this type and expects to field test a unit dur- which determine the size of the vessel and the
ing late 1996 and early 1997. number of elements. If the gas is to be heated
prior to filtration, then the filter elements must
Gas Liquids Detector meet the maximum gas temperature require-
An alternative liquids detection device has ments.
been used by Gasunie, a pipeline transportation Special considerations must be given to start-
company in the Netherlands. This device ing up a new installation or after work has been
extracts a small gas sample that is cooled to the conducted on the gas supply line. Under these
maximum allowable dew point for incoming gas. circumstances, construction debris will most
If liquids are condensed, then the gas supplier is likely be present and will be carried along with
shut off until corrective action is taken. A com- the gas as the flow rate increases. Fine mesh
mercial supplier in Europe sells a device that strainers are installed in the gas line as last
works on this principle. chance filters immediately upstream from the
control valves and the gas manifolds to protect
the fuel nozzles from plugging. The strainers at
RECOMMENDATIONS FOR the inlet to the gas manifolds are temporary and
CLEAN-UP EQUIPMENT will be removed prior to commercial operation.
Forty micron strainers will prevent short-term
AND SIZING nozzle plugging but do not fully protect against
When specifying gas clean-up equipment, it is long-term erosion problems. For this reason,
important that consideration be given not only installation of last-chance strainers should not
to equipment size and removal capabilities, but be considered a substitute for a properly design
also to the overall solids and liquids removal simplex or duplex particulate filter or filter/sep-
process. If liquid separation equipment is arator.
required, including a coalescing filter, then The strainer in the inlet supply pipe is perma-
solids removal is automatically taken care of. nently installed (removable for cleaning purpos-
If the gas is known to be dry, meets the 50 es) and protects the fuel nozzles and acts as a
F/28 C minimum superheat requirement and flag to indicate non-compliance with GEI
no liquids removal equipment is installed (e.g., 41040E. A well-designed filtration system will
some LNG meet this requirement), then a par- prevent particulate build-up on the strainer
ticulate removal filtration system will be once the initial dirt and other contaminants
required. have been removed from the system.
Particulate Removal System Liquids Removal System

The recommended particulate removal The recommended clean-up system will
equipment is a filter system that is designed with include the following equipment in the follow-
an absolute removal rating of 3 microns or less. ing order:
The equipment is normally available in a vertical • Pressure-reducing station
configuration and consists of a series of parallel • Dry scrubber
filter elements attached to a tube sheet. The ele- • Filter/separator
ments are changed once a predetermined pres- • Superheater
10
GER-3942
In special circumstances, an additional heater both liquid and solid contaminants from the gas
may be required upstream from the pressure stream. There are several ways to accomplish
reducing station if the incoming gas pressure is this, the most common being the use of cen-
unusually high, above approximately 1,000 trifugal separators, slug and mist eliminators fol-
psia/6,895 kPa, or if the gas has a high moisture lowed by gas filters and combination
content. In this situation the expansion and liquid/solid separators.
cooling downstream from the pressure-reducing The first item that is required for selecting
valve may require upstream heating to avoid the the correct equipment is a detailed analysis of
formation of hydrates and slugging of con- the available gas. This should include a gas sam-
densed hydrocarbons that would other wise ple analysis from various sources, such as after
remain in the gas phase throughout the liquids pressure reduction or compressor station, or
removal process. This heater, most likely, will another source that will be representative of the
not provide sufficient energy to meet the 50 gas just upstream from the combustion gas tur-
F/28 C minimum superheat requirement at the bine.
gas control module inlet, while at the same time, The second stage in the selection process is
may prevent collection of free liquids for the equipment sizing. Since the efficiency of the
reasons stated above. equipment in item 1 above will fall with a reduc-
Heaters are commonly found upstream from tion throughout, it is recommended that the
scrubbers and filter/separators. While this may design point of inertial separation equipment be
be acceptable for some applications, this selected at 5% to 10% below the maximum
arrangement is not recommended for gas tur- expected flow rate. Most inertial separators will
bine applications. Heating the fuel upstream maintain high efficiency up to 10% above the
from a separator will raise the gas temperature, design flow rate; check with the supplier for
possibly above the dew point, and little or no liq- details.
uids will be removed. A lack of liquids in the Equipment should be located as close as pos-
separator drain tank is no guarantee that the sible to the combustion gas turbine. This is espe-
fuel will meet GEI 41040E requirements. cially true of the superheater since liquids can
Further heating may be required in order to condense in the line downstream from the
meet the 50 F/28 C minimum superheat heater after the unit has shut down — the short-
requirement. er the line, the lower the volume of conden-
sates.
Processing Equipment
To ensure the correct equipment is specified
Processing Equipment Description
for a given gas fuel, the following should be A brief description and simplified sketches of
investigated before supplying and installing any the various types of clean-up equipment follows.
gas processing equipment to a particular site.
• For an existing power plant, an accurate gas Dry Scrubbers
sampling and analysis from the site taken Dr y scrubbers are multiple-cyclone (multi-
upstream and prior to any fuel gas treat- clones) inertial separators that remove both liq-
ment equipment, and also at the combus- uids and solid materials without the use of
tion gas turbine fuel gas manifold. scrubbing oils or liquids. A typical cross-section
For new construction, the sample should is shown in Figure 4. They are virtually mainte-
be taken from a flowing gas stream in the nance-free except for blowdown of the drain
pipeline as near as possible to the proposed tank. A multi-clone scrubber will operate with a
site high separation efficiency greater than about a
• Site reviews of in-line gas treatment equip- 4:1 turndown in volumetric flow rate. Only one
ment by manufacturers’ technical represen- gas turbine should, therefore, be placed down-
tatives stream of each dry scrubber. A dry scrubber is
• Fuel gas treatment equipment flow design not generally recommended for slugging condi-
review by the responsible engineer tions; however, a modified dry scrubber design
to handle slugs can be made available.
Dry scrubbers should be combined with coa-
DESIGN STEPS FOR SIZING lescing filters in order to provide protection
AND LOCATION over the entire operating range of the gas tur-
Fuel gas conditioning requires the removal of bine. Both vertical and horizontal configura-
tions are available. Typically, vertical units are
11
GER-3942
GT25724 GT25725
Figure 4. A vertical multi-clone dry scrubber Figure 5. Vertical gas separator (inertial vane-
type)
used for the relatively small volumetric flow inside of the tube or from the outside of the
rates for a single gas turbine; the horizontal tube. A baffle at the inlet to the filter housing
units are used to treat larger volumetric flow will deflect liquid slugs and larger particulates to
rates experienced in gas pipelines. the sump. The wet gas containing fine droplets
In some cases, a dry scrubber may be installed flows though the filter where the droplets col-
to protect a pressure-reducing station serving lide with the fibrous filter material. The droplets
multiple gas turbines. In this situation, some liq- coalesce with others and form larger droplets
uid carry-over can be expected when the gas that are then removed from the filter element
demand is low because of low load or out of ser- by gravity and collected in the sump.
vice operation that extends the turndown A sectional view of a coalescing filter is shown
beyond the manufacturers recommendations. in Figure 6. The gas enters the inside of the fil-
ter elements and flows outward. Very small liq-
Gas Separator uid droplets are coalesced into larger droplets as
A gas separator operates on a similar inertial they travel through the filter elements. These
separation principle as the multi-clone dr y large droplets then fall away from the outer sur-
scrubber. Figure 5 shows a sectional view of a face of the elements and are collected in the
typical gas separator of this type. Wet gas passes bottom of the vessel. A properly sized filter will
through an inlet baffle to remove liquid slugs prevent the re-entrainment of liquid droplets
and then through a series of angled vanes that into the gas stream, but the efficiency of this
impart inertial forces on the remaining liquid device will drop off dramatically if operated
droplets. The droplets strike the vanes and are beyond its design flow rate.
removed from the flow stream by gravity. Vane Coalescing filters should always be preceded
separators are available in either vertical or hori- by a stage 1 liquid and solid removal device to
zontal configurations and are recommended for prevent the entry of gross amounts of contami-
applications where slugging can occur. nation. Filter elements require periodic replace-
ment; duplexing may be desirable. Installation
Coalescing Filter of coalescing filters should be seriously consid-
Coalescing filters are normally used in con- ered where gas compressors are located; these
junction with a dry scrubber where removal of are the only devices capable of removing the
practically all liquid droplets is required. fine oil mists that are sometimes introduced into
Typically, coalescing filters will remove all the gas stream from the compressor.
droplets and solids larger than about 0.3
microns. The filter unit consists of a vertical Combination Separators
pressure vessel that contains a number of paral- The filter separator combines changeable fil-
lel tubular filter cartridges. Depending on the ter elements along with vane mist eliminator in
supplier, inlet gas flow can be either from the a single vessel, as illustrated in Figure 7. The gas
first passes through the filter elements, enabling
12
GER-3942
Outlet
Coalescing
Filter
Elements
Drain
Connection
Multi-Clone
Inertial
Separator
Inlet
Drain
Connection
GT25726
Figure 6. Coalescing filter
GT25728
Figure 8. Absolute separator
Inlet
Inlet
Chamber Vane
Filter Separators
Elements
Absolute Separator
The absolute separator shown in Figure 8 is a
Outlet
two-stage device similar to the filter/separator,
except the unit is configured in a vertical
arrangement and the method of separation is
reversed. Here, multi-cyclones or vanes are used
to inertially separate the larger droplets in the
first stage.
Drain Tanks The partially cleaned gas passes on to stage 2,
which consists of coalescing filters. Flow through
GT25727 the filters is from the inside out. The coalesced
Figure 7. Combined filter-separator droplets form on the outside of the filter and
are then drained by gravity to a collection tank.
There are several advantages to this type of liq-
smaller liquid particles to be coalesced while the uid removal device, including a higher removal
solids are removed. Because of the coalescing efficiency in the droplet diameter range of 0.01
effect, the vane is able to remove more free liq- microns to 4 microns. Inertial removal of solids
uid particles than either the dry scrubber or the and liquids in the primary separator section also
vertical gas separator alone. This combines the unloads the filter elements in the second sec-
efficiency of the vane separator with that of the tion, allowing fewer to be used and reducing the
coalescing filter in one vessel. overall vessel diameter.
As with the coalescing filter described above,
the filter separator maintains its guaranteed sep-
aration efficiency from 0% to 100% of its design
flow capacity. Filter separators are often used in
lieu of filters when high liquid rates are expect- Fuel Heating
ed. The filter separator also removes solids from
the gas stream, but must be taken off-line peri- Fuel heating to raise the temperature of the
odically in order to replace the dirty filter ele- gas to 50 F/28 C above the hydrocarbon dew
ments. For this reason, base-loaded units require point may be required per the GEI 41040E fuel
a duplex arrangement that permits mainte- specification. Three basic types of heater are
nance to be performed on one unit while the available; each has economic, maintenance and
other is in service. operating advantages and disadvantages.
13
GER-3942
dation. Heating elements can be easily replaced

Hot Gas
Cold Gas Inlet and no intermediate heat transfer fluid is
Discharge
required, a concern in freezing climates, which
Electrical Heating
reduces maintenance costs.
Elements
Gas- or Oil-Fired Heaters
Heaters of this type are readily available and
already in use throughout the world. Figure 10
shows a sectional view of this type of heater. An
intermediate heat transfer fluid is generally used
for safety purposes.
In cold climates, a mixture of ethylene glycol
and water or equivalent prevents freezing, ele-
vates the boiling temperature of the water and
GT25729 reduces the heat exchanger surface area. The
Figure 9. Electrical gas heater thermal efficiency of these units is reasonably
high; about 80% of the heat generated is trans-
fer to the gas and the remainder is discharged in
Electrical Heaters the flue gas. Heat added to the gas fuel, howev-
Electrical heaters are the most convenient er, reduces the quantity of fuel required by the
type of fuel heater to use and install. Figure 9 gas turbine and offsets the fuel required by the
shows a sectional view of an electrical heater. A heater to some extent.
simple control system can maintain a constant Larger foundations are required for this type
exit temperature or a constant temperature rise of heater, and several burners may be required
within the capacity limits of the equipment as in order to provide improved thermal response
fuel flow rate varies. Thermal efficiency is close and turndown capabilities. Operating costs are
to 100% in that all of the electricity used is con- significantly lower than an electrical heater, but
verted into heat and is used to raise the gas tem- maintenance and capital costs are higher.
perature, neglecting losses to the ambient sur- Difficulty in tracking rapid fuel demand changes
roundings. The electricity used to power the of the gas turbine may be an issue for peaking
equipment, however, is being produced at 30% units or during startup.
to 40% efficiency for simple-cycle machines; the
overall energy efficiency is approximately one- Waste-Heat-Fired Fuel Heaters
half, or less than that of gas- or oil-fired heaters. This an option for combined-cycle units
The capital cost is the lowest of the three where low-grade heat (hot water) may be readily
types, but the operating expense is, therefore, available. The advantage of this type of heater is
the highest, while maintenance cost are relative- that no fuel penalty is incurred and the overall
ly low. The electrical heater is simple in con- thermal efficiency of the power plant may be
struction, compact and requires a smaller foun- increased. Disadvantages are higher capital cost,
Exhaust Stack
Hot Gas
Discharge
Cold Gas Inlet

Burner Fuel
FIRETUBE Inlet
Water Filled
Burner
GT25730
Figure 10. Indirect- fired gas heater
14
GER-3942
increased maintenance and installation costs for

Hot Water
larger foundations. Hot Gas Cold Gas Inlet
Inlet from
Discharge HRSG
This type of a system is more suited for base-
loaded units because of lack of heating during
startup. Construction is of the tube and shell
type and is heavier than the indirect-fired heater
to accommodate the 400+ psia/2758+ kPa pres-
surized water supply. A typical shell and tube
heater is shown in Figure 11.
Dual-Source Heaters
These gas fuel heaters are similar to the waste-
heat-fired heater but can also be fired using a
remote gas burner. The advantage of this type of Warm Water
Discharge to HRSG
heater is that the remote burner can be used if
the gas turbine is operating in simple-cycle GT25731
mode and during startup to ensure that the gas Figure 11. Waste-heat gas fuel heater
is completely free of liquids during all phases of
the operation. Figure 12 shows a simplified If the gas is dry with ample superheat and the
schematic — less control valves — that illustrates expected daily, weekly and monthly variations
the dual heat source. are well known, then a simplex or duplex partic-
ulate filter, as shown in Figure 13, is all that may
Equipment Arrangement be required. An example of this type of applica-
tion is a site burning LNG where the supplier
For sites where the specific quality of the gas has guaranteed no hydrocarbons higher than
is unknown, a vertical gas separator followed by
C5 and where the gas temperature delivered to
either duplex multi-tube filters or filter separa-
the site is well above the hydrocarbon dew point.
tor and superheater is recommended. Each of
the duplex units must be designed for 100% of For example, a gas with a moisture and hydro-
the system flow rate so that one can stay on-line carbon dew point of less than -50 F/-46 C and a
while maintenance is being performed on the gas delivery temperature of about 55 F/13 C
other. would meet this description.
The following are six gas conditioning sys- Allowance must be made for temperature drop
tems, from the simplest scrubber to the most through the pressure-reducing station, but with a
complex skid package engineered specifically to superheat temperature of 105 F/35 C, there
meet the individual need of a customer. should be no concerns with liquid condensation.
Cold Gas Inlet Hot Gas

Auxiliary
Discharge
Heater
Exhaust
Auxiliary
Heater Return to
Heat
Auxiliary Fuel
Recovery
Steam
Generator
From I/P
Feedwater
Supply
GT25732
Figure 12. Simplified schematic for a dual-source gas fuel heater
15
GER-3942
GT25733 GT25735
Figure 13.Simple particulate filtration used for Figure 15.Dry scrubber installed to protect
dry gas filter separator against excessive
slugging conditions
There is a need for particulate removal,
regardless of the quality of the gas, since particu- ter/separator and superheater are required as
lates can be generated by spallation of rust and before. The heat input can be minimized
other corrosion products within the pipeline. upstream, heating to a level that avoids hydrate
Stainless steel piping is required downstream for mation and allowing the downstream
from the particulate filter. filter/separator to remove liquids by physical
If the gas is wet but without excessive liquids separation.
and no slugging potential upstream from the The hydrate formation temperature may be
pressure-reducing station, then single- or above or below the hydrocarbon dew point tem-
duplexed-filter/separators are recommended, perature, depending on gas composition and
followed by a heater that will provide a mini- moisture content. If it is above the hydrocarbon
mum of 50 F/28 C of superheat. Figure 14 dew point, then a re-arrangement of equipment
shows this arrangement with a single filter/sepa- may be beneficial to avoid installation of two
rator. heaters. A minimum superheat temperature of
If the pressure drop through the pressure- 50 F/28 C must be maintained at the gas mod-
reducing valve is greater than about 300 ule inlet.
psi/2,068 kPa and the temperature reduction If multiple units are present on-site, a com-
could cause slugging downstream, then a dry mon clean-up system is often used to protect the
scrubber upstream from the filter separator may pressure-reducing station, but individual
be required depending on the manufacturer’s filter/separators and heaters must then be
recommendations. Figure 15 shows this arrange- installed downstream to protect each unit.
ment. Figure 18 shows the arrangement of individual
If the gas is wet and slugging is present in the filter/separators and superheaters.
incoming gas supply, a dr y scrubber may be Figure 19 shows a typical gas compression sys-
required upstream from the pressure reducing tem used where the incoming gas supply pres-
station. Figure 16 illustrates this arrangement. A sure is too low to meet the GEI 41040E pressure
filter separator is also required to provide pro- requirements. In this situation, advantage can
tection over 100% of the flow range and to mini- be taken of the heat of compression to avoid the
mize any liquid carry-over to the heater. cost of a gas superheater. Sufficient heat is nor-
If the incoming gas has a potential for mally added to the gas stream that the gas is
hydrate formation, a dry scrubber and heater superheated, much greater than the 50 F/28 C
may be required upstream from the pressure- minimum requirement.
reducing station, as shown in Figure 17. A fil-
GT25734 GT25736
Figure 14.For wet gas with non-slugging Figure 16.Incoming wet gas with slugging
conditions upstream from pressure- potential upstream from pressure-
reducing station reducing station
16
GER-3942
GT25737 GT25739
Figure 17.Dry scrubber and heater to protect Figure 19.Two-stage gas compressor providing
pressure-reducing station from build- more than 50 F/28 C superheat
up of gas hydrates
ingly. It is not sufficient, however, to indepen-
dently select equipment based on claimed high
efficiency alone; the entire system must be evalu-
ated and preferably modeled to determine the
overall system sensitivity to changes in gas com-
position, pressure temperature and mass flow
rate. GE offers an engineering survey service
that will provide answers to these questions.
CORRECTIVE ACTIONS IF
WET GAS IS PRESENT
If wet gas is known to be present at the gas
module inlet, it is highly recommended that the
unit be shut down where practical until the
extent of the problem can be determined. A fail-
ure to take action significantly increases the risk
GT25738 of an incident that may result in hardware dam-
Figure 18.Common protection for pressure- age ranging from combustor or fuel nozzle dam-
reducing station and multiple-gas age to stage 1 nozzle and bucket damage.
turbines, each individually protected If the recommendations contained in this
report have been followed, then the problem
Attention must be paid to potential spill-over could be as simple as a tripped fuel heater. If
of compressor lubricating oil, however, and this is a pre-existing condition and clean-up
installation of a coalescing filter or absolute sep- equipment has not been installed or is inade-
arator should be provided as part of the com- quate, then one or more clean-up equipment
pressor package. If the heat loss in the gas line suppliers or GE Global Ser vices Engineering
to the turbine is excessive, then a coalescing fil- should be consulted for advice.
ter and superheater may be required down- As a minimum, if wet gas is known to be pre-
stream from the compressor station in order to sent, then free liquids must be removed and the
regain the 50 F/28 C superheat. gas superheated.
Depending on the recirculation intercooler
exit temperature, the recirculation line may be
introduced at the compressor inlet or upstream GE GAS FUEL SYSTEM
from the gas clean-up equipment. There is some ENGINEERING SURVEY
advantage to introducing the recirculation line
upstream from the clean-up equipment in that SERVICE
the volumetric flow through the separation To assist customers with the design of new gas
equipment will be closer to a constant value as fuel systems or to survey existing systems, GE
load on the gas turbine increases or decreases. offers an engineering service to evaluate pro-
The gas clean-up systems described here are posed or existing designs and to make recom-
only examples. The specific needs of each indi- mendations for upgrades to meet current fuel
vidual site must be carefully assessed, and the specifications. The sur vey may include a site
equipment and system design selected accord- visit, gas analysis and modeling of the system to
17
GER-3942
show where liquid condensation will occur and APPENDIX

calculation of the required heat input to main-
tain 50 F/28 C of superheat. A: Hydrocarbon Compounds Found
in Natural Gas
SUMMARY Continuous-Chain Saturated
Appropriate gas conditioning is critical to the Hydrocarbons
proper operation of advanced-technology low-
Table 1A shows a list of continuous-chain satu-
emission combustion equipment. It is also appli-
rated hydrocarbons through C14, known as alka-
cable to pre-DLN combustion systems in order
to fully protect the hot gas path equipment as nes (also called paraffins). These are hydrocar-
the quality of the delivered gas continues to bons that will not react with hydrogen; they can
deteriorate under the pressure of economic be readily recognized by the compound name
forces both in the U.S. and overseas. ending in -ane. Formulae for saturated hydro-
Gas fuel characteristics and quality require- carbons follow the simple rule of CnH2n+2.
ments are addressed by the GE gas fuel specifi- For isomeric saturated hydrocarbon com-
cation. This paper provides background infor- pounds, the chemical formula can be readily
mation and can be used as a guide to the determined from the name, i.e. di-methyl hep-
specification and arrangement of clean-up tane is an isomer of a hydrocarbon higher than
equipment that is necessary to meet this require- heptane (C7) that has attached two methylene
ment. Several aspects are considered, including (CH2) chains. The number of carbon atoms is
cleanup of liquids, particulates and other con- therefore 2xC +C7=C9, and since it is a saturat-
taminants, together with recommendations for ed hydrocarbon (ends in -ane), the complete
gas sampling, analysis and dew point measure- formula is C9H20.
ment. Care should be taken not to confuse isomer
Clean-up equipment is often provided to pro- structure notation, e.g. 2-methyl heptane, which
tect the pressure-reducing station, but this alone is C8H18, and is not the same as di-methyl hep-
should not be relied upon without a system eval- tane, which is C9H20.
uation to meet GEI 41040E. Prior to purchasing
equipment, it is recommended that the entire
gas fuel system from a point just upstream from Cycloalkanes (Ring Structures)
the custody transfer station to the purchaser’s Some hydrocarbons that end in -ane are ring
connection at the gas fuel module inlet be con- compounds such as cyclo-heptane C7H14, or
sidered in the evaluation over the expected cyclo-octane C8H16, and follow the general for-
range of operating conditions. Several process mula of CnH2n.
simulator programs are commercially available Combinations also exist such as:
that will assist with this task, or GE can provide dimethyl cyclo-hexane C8H16 (2xC + unsatu-
this evaluation as a service. rated C6 = C8H16)
ACKNOWLEDGEMENT
This document is the result of several discus-
sions with customers and GE personnel in the Table 1A
Power Generation division and at the Corporate SATURATED HYDROCARBON
Research and Development Center. The author COMPOUNDS TO C14
would like to acknowledge the contribution the
many people involved without whom this compi-
lation would not have been possible. CH4 Methane C8H18 Octane
C2H6 Ethane C9H20 Nonane
C3H8 Propane C10H26 Decane
C4H10 Butane C11H24 Undecane
C5H12 Pentane C12H26 Dodecane
C6H14 Hexane C13H28 Tridecane
C7H16 Heptane C14H30 Tetradecane
18
GER-3942
Unsaturated Hydrocarbon 3 microns and larger 100%

Compounds 0.5 to 3 microns 99.5%
Some reported compounds may be unsaturat- Vertical Dry Scrubber

ed, such as benzene (C6H6) or toluene (C7H8), Vertical multi-cyclone separator for removal
and can be recognized by the compound name of solids and liquids.
ending in something other than -ane.
Unsaturated hydrocarbons have hydrogen atoms Liquid Removal Efficiency
that number less than 2n+2 and are compounds 10 microns and larger 100%
that will react with hydrogen to varying degrees.
To avoid possible confusion and resulting Solids Removal Efficiency
errors in the dew point calculation, it is advis- 8 microns and larger 100%
able to request that the gas analysis include 6 to 8 microns 99%
identification of the hydrocarbon compounds 4 to 6 microns 90%
by chemical formula or carbon number and by 2 to 4 microns 85%
name. A standard convention for naming com- Turndown 4:1
pounds has been developed and is called the
IUPAC system (International Union of Pure and Vertical Absolute Separators
Applied Chemistry). For more information on Vertical single- or two-stage separator for
this subject, refer to standard texts of organic removal of solids and very fine mist.
chemistry, such as that listed in Reference 12.
Liquid removal efficiency
B: Typical Component Removal 3 microns and larger 100%
Less than 3 microns 99.98%
Efficiencies
The following information is for reference Solids removal efficiency
purposes only. The equipment manufacturer 3 microns and larger 100%
should be contacted for details of performance 0.5 to 3 microns 99.5%
characteristics, including separation efficiency Turndown 100%
variation with flow, particulate size and density.
Line Separator
Vertical Gas Separators Vertical vane type separator
Vertical vane-type separator with inlet baffle Liquid removal efficiency
for high liquid loads. 10 microns and larger 100%
Turndown 2:1
Liquid Removal Efficiency
10 microns and larger 100%
Turndown 2:1 REFERENCES
1. Federal Energy Regulator y Commission
Filter Separators (FERC) Order Number 636, Restructuring
Vertical or horizontal two-stage separator for Rule, April 8, 1992.
removal of solids and liquids. 2. “Process Specification: Fuel Gases for
Combustion In Heavy-Duty Gas Turbines,”
Liquid Removal Efficiency GEI 41040E, GE, 1994.
8 microns and larger 100% 3. “Gas Turbine Fuels,” ANSI/ASME B133.7M,
0.5 to 8 microns 99.5% 1985, reaffirmed in 1992. An American
Solids Removal Efficiency National Standard published by the
3 microns and larger 100% American Society of Mechanical Engineers,
0.5 to 3 microns 99.5% United Engineering Center, New York.
Turndown 100% 4. “Variability of Natural Gas Composition in
Select Major Metropolitan Areas of the
Multi-Tube Filter United States,” Liss, Thrasher, Steinmetz,
Vertical or horizontal single-stage filters for Chowdiah and Attari, Gas Research Institute
removal of solids. report, GRI-92/0123.
5. “Obtaining Natural Gas Samples for
Solids Removal Efficiency Analysis by Gas Chromatography,” GPA
Standard 2166-85.
19
GER-3942
6. “Gas Sampling for Accurate Btu, Specific

Gravity and Compositional Analysis
Deter mination,” Welker, Natural Gas
Quality and Energy Measurement
Symposium, Feb 5-6, 1996, published by
The Institute of Gas Technology.
7. “Method for Analysis of Natural gas by Gas
Chromatography,” ASTM method D1945-
81.
8. “GPA Method for Standard Gas Analysis,
C1-C6+,” GPA 2261-95.
9. “Method for Extended Gas Analysis C1 -
C14,” GPA 2286-95 GPA.
10. “Characterization and Measurement of
Natural Gas Trace Constituents, Vol II:
Natural Gas Survey,” Gas Research Institute
report GRI-94/0243.2.
11. “Bureau of Mines Apparatus for
Determining the Dew Point of Gases Under
Pressure,” Deaton and Frost, May 1938.
12. Fessenden, J.S. and R.J. “Organic
Chemistr y,” Brooks/Cole Publishing
Company, 1990.
© 1996 GE Company
20
GER-3942
LIST OF FIGURES
Figure 1. Equilibrium temperature lines for hydrate formation

Figure 2. Joule-Thompson cooling with pressure reduction
Figure 3. Gas sampling probe
Figure 4. Vertical multi-clone dry scrubber
Figure 5. Vertical gas separator (inertial vane type)
Figure 6. Coalescing filter
Figure 7. Combined filter-separator
Figure 8. Absolute separator
Figure 9. Electrical gas heater
Figure 10. Indirect-fired gas heater
Figure 11. Waste-heat gas fuel heater
Figure 12. Simplified schematic for a dual-source gas fuel heater
Figure 13. Simple particulate filtration used for dry gas
Figure 14. For wet gas with non-slugging conditions upstream from pressure-reducing station
Figure 15. Dry scrubber installed to protect filter separator against excessive slugging conditions
Figure 16. Incoming wet gas with slugging potential upstream from pressure-reducing station
Figure 17. Dry scrubber and heater to protect pressure-reducing station from build-up of gas hydrates
Figure 18. Common protection for pressure-reducing station and multiple-gas turbines each protected
individually
Figure 19. Two-stage gas compressor providing more than 50 F/28 C superheat
LIST OF TABLES
Table 1. Variation of heating value and C6+ for U.S. and Canadian natural gas
Table 2. Reported heating values and C6+ hydrocarbons throughout the U.S.
Table 3. Comparison of standard and extended gas analyses on Calculated HC dew point
Table 1A. Saturated hydrocarbon Compounds to C14
Servovalve Overview
Moog CONTROLS COILS
TORQUE MOTOR
TOP POLE PIECE
PERMANENT
MAGNET
ARMATURE
FLAPPER
MOTOR FLEXURE SLEEVE

SHIM BOTTOM POLE PIECE
FILTER NOZZLE
ORIFICE, INLET
FEEDBACK
SPRING
SPOOL
STOP
BUSHING
(SLEEVE)
SPOOL
(SLIDE)
ORIFICE,
RETURN
END CAP
1350 PSI
DRAIN
BODY
(HOUSING)
TO < RST > LVDT
SUPPLY PRESSURE CONTROL PORT PRESSURES
FILTERED 1st STAGE SUPPLY PRESSURE RETURN PRESSURE
MOOG2 9/97 1st STAGE CONTROL PRESSURE INTERNAL DRAIN PRESSURE

Tab 9
GEK 110542
GE Power Systems
Liquid Fuel System
GEK 110542 Liquid Fuel System
I. GENERAL
The liquid fuel (distillate oil) system filters, pressurizes, controls, and equally distributes fuel flow to the
eighteen turbine combustion chambers. Flow is regulated by controlling the position of 3-way valve VC3-1.
The entire liquid fuel system must be pressurized, with all valves in the open position, before starting the
gas turbine.
Refer to "Gas Turbine Liquid Fuel Recommendations GEI-41047H" in the FLUID SPECIFICATIONS
section of this manual for the liquid fuel system requirements.
Refer to "Leak Test and Blow-down Procedure 360A7448" in the FLUID SPECIFICATIONS section of
this manual for the liquid fuel system requirements.
Refer to "Air Venting Procedure 360A6343" in the FLUID SPECIFICATIONS section of this manual for
the liquid fuel system requirements.
For a dual fuel (gas/liquid) turbine, the liquid fuel system should be operated for a minimum of one half
hour every week to prevent binding of the components. This is best achieved by operation of the turbine
on liquid fuel for a minimum of one half hour per week.
The fuel system shown in the MLI-0424 schematic diagram located in the Reference Documents section
of this manual is comprised of the following major components:
1. Duplex low-pressure fuel filter FF1-1, -2 with transfer valve VM5-1 and thermal pressure relief valves
VR41-1, -2.
2. Fuel pump PF1-1 with driving motor 88FP-1 and motor heater 23FP-1 and discharge pressure relief
valve VR4-1.
3. Fuel flow control valve VC3-1.
4. Fuel stop valve VS1-1.
5. Thermal Relief System 96LFSP-1A, 1B, 1C; VCK6-1, VA70-1.
6. Fuel Flow Divider FD1-1.
7. Nozzle pressure selector valve VH17-1.
8. Three way liquid fuel purge valves VA19-3-1T14.
9. Fuel Nozzle assemblies.
Except for the three way liquid fuel purge valves and fuel nozzles all components are mounted in the off-
base liquid fuel/atomizing air module.
2
Liquid Fuel System GEK 110542
A. Duplex Low-Pressure Fuel Filter
Fuel oil forwarded to the liquid fuel module within specified pressure and temperature ranges enters
the low pressure filter FF1-1 or FF1-2 via transfer valve VM5-1 prior to entering the fuel pumps. The
low-pressure filter consists of multiple five micron synthetic elements with oversize contamination
capacity. These elements retain contaminants which could damage downstream components. The filter
vessels are protected from thermal overpressure by relief valves VR41-1, -2.
Differential pressure switch 63LF-5 gives a signal when the pressure drop across the filter reaches 15
psid (103 kPad). The dirty filter should then be serviced by replacing the dirty elements with clean
ones.
B. Fuel Pump
Fuel pump PF1-1 is of the axial flow, positive displacement, rotary, screw type with one power rotor
(driven screw) and two intermeshing idler rotors. The single ball bearing positions the power rotor for
proper operation of the mechanical seal. The bearing is permanently grease packed and external to the
pumped fuel.
The motor driven fuel pump 88FP/PF1-1 is rated at one hundred percent capacity of the maximum
turbine fuel requirement. The pump motor is equipped with an integral heater 23FP-1.
The pump is protected from insufficient suction pressure by permissive-to-start pressure switch 63FL-2.
During normal operation this switch functions as a low-pressure alarm. The fuel system is protected
from excessive pressure by pump discharge relief valve VR4-1 which relieves pressure back to filter
inlet.
C. Fuel Flow Control Valve
Pump discharge flow is modulated by the servocontrolled three-way control valve assembly VC3-1.
Components of this assembly include the valve body, electrohydraulic servovalve 65FP-1, hydraulic
oil filter FH3-1 and the cylinder. Refer to the Trip Oil (hydraulic control and trip) system description.
The valve controls the flow to the turbine by throttling the main port while opening the bypass port,
returning the bypass flow to pump suction.
D. Liquid Fuel Stop Valve
Hydraulically operated three-way fuel oil stop valve VS1-1 shuts off the supply of fuel to the turbine
during normal or emergency shutdowns. During normal turbine operation, the valve is held open (by-
pass closed) by high-pressure hydraulic oil that passes through a hydraulic trip relay (dump) valve
VH4-1. Refer to the Trip Oil (hydraulic control & trip) system description. This dump valve, located
between the hydraulic supply and the stop valve hydraulic cylinder, is hydraulically operated by trip
oil acting through solenoid valve 20FL-1. During a normal shutdown or emergency trip, low trip oil
pressure will cause valve VH4-1 to shift position, dumping high-pressure hydraulic oil from the stop
valve actuating cylinder, allowing the stop valve spring to close the valve. During an electrical trip,
solenoid valve 20FL-1 causes the dump valve to shift with the same results as above. The stop valve
will be fully closed within 0.5 second of the trip signal. Limit switch 33FL-1 signals stop valve closed
position.
3
GEK 110542 Liquid Fuel System
E. Thermal Pressure Relief System
Fuel pressure transducers 96LFSP-1A,1B,1C sense liquid fuel pressure during gas operation. If the
fuel trapped between the stop valve and the three way purge valves increases in pressure because of
thermal expansion, VA70-1 will open to relieve the fuel down to the 45 psig setting of VCK6-1.
F. Flow Divider
Flow divider FD1-1 equally distributes filtered fuel to the eighteen combustors. It is a continuous
flow, free wheeling device consisting of eighteen gear pump elements in a circular arrangement having
a common inlet with a single timing gear. This timing (sun) gear maintains the speed of each flow
element synchronous with all the other elements.
The speed of each flow divider gear element is directly proportional to the total flow through the flow
divider. Magnetic pickup assemblies 77FD-1, -2 and -3, fitted to the flow divider, produce a flow
feedback signal at a frequency proportional to the fuel delivered to the combustion chambers. This
signal is fed to the SPEEDTRONIC™ control panel where it is used in the fuel control system.
G. Pressure Selector Valve
An eighteen position pressure selector valve VH17-1 allows monitoring of individually selected line
pressures on a local gauge. These include: any one of the eighteen combustor fuel lines.
H. Three Way Liquid Fuel Purge Valves
Three way liquid fuel purge valves VA19-3-1 through 14 isolate the fuel nozzles from the liquid fuel
system during shutdown periods to prevent line drainage and flow communication between combustors.
The valves also act to allow purge air through the system while on gas operation.
GE Power Systems
518 • 385 • 2211 TX: 145354
4
Tab 10
GEK 110354A
Revised August 2003
GE Power Systems
Gas Turbine
Atomizing Air System Text

7FA/9FA
GEK 110354A Atomizing Air System Text
I. GENERAL
The Atomizing Air system for the MS7001FA and MS9001FA gas turbine provides compressed air for
atomization of liquid fuel in the combustion system. The Atomizing Air is introduced through supplemen-
tary orifices in the fuel nozzles. The discharge from these nozzles impinges directly upon the liquid fuel
oil spray as it enters the combustion chambers. The high velocity Atomizing Air stream shears the droplets
of fuel into very small pieces, yielding a fine mist. The fine mist of fuel burns more completely in the
combustion chamber, yielding significantly higher combustion efficiency, and lower levels of combustion
particles discharging to atmosphere through the exhaust.
In addition to supplying air for atomization of liquid fuel, the Atomizing Air system also supplies purge
air to the liquid fuel and water injection nozzles when the gas turbine is operating on gas fuel (refer to Fuel
Purge system description). Immediately following shut down, the Atomizing Air Compressor can be run to
purge and cool the Atomizing Air, Water Injection, and Liquid Fuel nozzles. Provisions can also be made
to use the Atomizing Air module to purge the Atomizing Air and Liquid Fuel piping during off-line water
washes.
The Atomizing Air system components are located in the Liquid Fuel/Atomizing Air Module (MLI A162),
which is an enclosed off-base skid. This module also houses components of the liquid fuel system (refer
to Liquid Fuel System description - MLI 0424). The components of the Atomizing Air system are shown
in the Atomizing Air Piping Schematic Diagram Drawing (MLI 0425), which is included in the reference
drawings section of this manual.
A. Components
The major Atomizing Air System components are as follows:
1. Atomizing Air Compressor/Motor assembly, with Compressor Vibration Transmitters (CA1-1,

88AK-1, 39VS-AA-1)
2. Inlet Air Heat Exchanger or Precooler, (HX1-1)
3. Cooling Water Control Valve and Electro-pneumatic Temperature Controller arrangement

(VA32-2, 90AT-1, VPR68-2) (On Cooling Water Schematic - MLI 0420)
4. Cooling Water Electro-pneumatic Temperature Controller Thermocouple (AAT-HXD-1A)
5. Dual Inlet Air Temperature Switches (26AA-1A, 26AA-1B)
6. Moisture Separators (PDS1-1, PDS1-2)
7. Air Filter and Air Filter Differential Pressure Switch (FA5-1, 63AF-1)
8. Motor Actuated Atomizing Air Compressor Bypass Valve with Limit Switches (20AA-1, 33AA-1,
33AA-2)
9. Motor Actuated Atomizing Air D/S Throttling Valve with Limit Switches (20AA-2, 33AA-3,
33AA-4)
10. Motor Actuated Atomizing Air Scavenging Valve with Limit Switches (20AA-5, 33AA-7,
33AA-8)
2
Atomizing Air System Text GEK 110354A
11. Compressor Differential Pressure Switches (63AD-1A, 63AD-1B, 63AD-1C)
12. Compressor Discharge Temperature Switch (26AA-2)
13. CDP - Atomizing Air Manifold Differential Pressure Transmitters (96AA-1A, 96AA-2B, 96AA-
1C) (See MLI 557T)
14. Cooling Water Bypass Solenoid, Control Valve and Limit Switches (20WC-50, VA34-1, 33WC-
50A, 33WC-50B) (On Cooling Water Schematic - MLI 0420).
B. Operational/Functional Description
1. General
Air is supplied to the Liquid Fuel/Atomizing Air (LF/AA) Module from an extraction manifold
at the Gas Turbine Compressor Discharge (see Cooling and Sealing Air Piping Schematic MLI
0417). This air is approximately at CDP (pressure) and CDT (temperature). The actual pres-
sures and temperatures are dependent on the Gas Turbine operating conditions. This air enters
the LF/AA Module, and passes through the Atomizing Air Precooler (HX1-1). The supply of
cooling water to the Precooler is controlled by the Cooling Water Control Valve arrangement
(VA32-2, VPR68-2, 90AT-1, AAT-HXD-1A). (see Cooling Water Piping Schematic MLI 0420).
The temperature of the air leaving the Precooler (HX1-1) is controlled to 225 F (107 C) at high
air mass flow conditions, but may be lower at part-load air flow conditions. Downstream of
the Precooler, the air passes through a Moisture Separator (PDS1-1) with a continuous blow-
down drain. This device separates out most of the entrained moisture droplets in the atomizing
air stream. Two identical temperature switches (26AA-1A, 26AA-1B) and the Cooling Water
Temperature Control Thermocouple (AAT-HXD-1A) are provided in the line downstream of the
Moisture Separator. The switches have a 275 F (135 C) set point, and are intended to signal an
alarm if the Precooler fails to adequately cool the incoming air. Further downstream of the Mois-
ture Separator, the air passes through a 2 micron Filter arrangement (FA5-1). The Filter should
be checked annually for integrity and should be replaced when the AA Filter Differential Pres-
sure Switch (63AF-1) alarms at between 3 and 4 PSID. The 0-300 PSIG Panel Mounted Pressure
Gauge downstream of the Filter (FA5-1) can also be monitored. Upstream of the Filter, the air
proceeds to the purge air "tee", where it splits into one of two paths. One path enters the atom-
izing air compressor inlets, (Atomizing Air, Liquid Fuel mode), as described in more detail in
section B2. The alternate path bypasses around the air compressor ( Purge Air, Gas Fuel mode),
described in more detail in section B3.
2. Atomizing Air Operation
When the gas turbine is operating on liquid fuel, the AA Module supplies high pressure air for
fuel atomization. Air flows to the Air Compressors/Motor arrangement. A Vibration Transmitter
(39VS-AA-1) is provided as part of the compressor assembly to signal an alarm in the event of
excessive vibration (greater than 1 Mil Peak-to-Peak shaft vibration). The compressor is supplied
with a flow of lubricant from the Turbine Lube Oil system (see MLI 0416 Lube Oil schematic).
The customer should set the AA Motor overload amperage protection based on the Motor Data
Sheets; a typical value for the 500 HP Motors is 60 amps. Triple redundant Differential Pressure
Switches (63AD-1A, 63AD-1B, 63AD-1C) monitor the differential pressure across the Atomiz-
ing Air Compressor and signal an alarm in the event of low pressure rise. While operating as
an Atomizing Air Compressor, it has a pressure ratio of approximately 1.51:1. The temperature
of the air leaving the Compressor is approximately 350 F (177 C) when its inlet temperature is
3
GEK 110354A Atomizing Air System Text
225 F (107 C) . Downstream of the AA Compressor the air flows through the fully open Atom-
izing Air D/S Throttling Valve (20AA-2). This valve is provided with Limit Switches (33AA-3,
33AA-4) to indicate its position. Downstream of the 20AA-2 valve, the air passes through the
fully open Atomizing Air Scavenging Valve (20AA-5). This valve is also provided with Limit
Switches (33AA-7, 33AA-8) to indicate its position. For liquid fuel operation, 20AA-5 (with
Limit Switches 33AA-7 and 33AA-8) will also be driven fully open in response to a signal from
the SPEEDTRONIC, and it will have a negligible pressure drop. Downstream of 20AA-2, a
temperature switch (26AA-2) is installed to monitor Atomizing Air Compressor discharge tem-
perature. This temperature switch signals an alarm if the temperature exceeds 375 F (191 C). The
air then exits the Liquid Fuel/Atomizing Air Module via connection "AAO1". Interconnecting
piping conducts the Atomizing Air to connection AAI1 at the turbine base. The air then enters
the Atomizing Air Manifold, which supplies air to the combustion chambers via 14 flexible hose
"pigtails"on 7FA’s or 18 flexible hose "pigtails" on 9FA’s. The absolute pressure at the connection
to the combustion chamber end-cover is approximately 1.35 to 1.4 times Gas Turbine Compressor
Discharge Pressure (CDP).
3. Gas Fuel Operation
For gas turbine operation with gas fuel, the system supplies moderate pressure air for purging
the liquid fuel system and cooling the Atomizing Air and Water Injection Nozzles. The system
operates as follows under these circumstances: The Atomizing Air Compressor is not running.
The air bypasses the AA Compressor via the purge "tee", located between the Moisture Separator
and the Air Filter. Before this air reaches the Moisture Separator (PDS1-1), it is cooled to about
225 Deg. F by the water flowing through the co-flow Precooler (HX1-1). Since less air flow is
required for the purge mode of operation, the water flow through the Precooler is decreased by an
air pressure operated Ball Valve (VA34-1) and bypass orifice. The actuation air for this Ball Valve
(IA) is turned on and off by a 1/2" Dia. Solenoid Valve (20WC-50) controlled by the Speedtronic
Control Panel. The normally closed Ball Valve (VA34-1) has a Limit Switch to signal fully closed
(33WC-50A) and fully open (33WC-50B) positions. (See the Cooling Water schematic MLI 0420
for the VA34-1; 20WC-50; 33WC-50A; and 33WC-50B devices). This air is at approximately
Gas Turbine Compressor Discharge Pressure (CDP) and 225 degrees F. After the air passes the
purge "tee", it then passes through fully opened Atomizing Air Bypass Valve (20AA-1), which
serves to open and close the bypass air route depending on which fuel is powering the gas turbine.
The air then splits into two paths, supplying air to the Liquid Fuel and Water Injection Purge
piping and to the Atomizing Air nozzles. The piping to the Liquid Fuel and Water Injection Purge
systems pass out of the Liquid Fuel/Atomizing Air Module via connections PA2. The purge air is
carried via interconnecting piping to the turbine base (see MLI 0477 Fuel Purge Schematic). The
Atomizing Air flow stream exits the Liquid Fuel/Atomizing Air module via connection AAO1.
Interconnecting piping conducts the air to connection AAI1 at the turbine base. The air then enters
the Atomizing Air Manifold, which supplies air to the combustion chambers via 14 flexible hose
"pigtails"on 7FA’s or 18 flexible hose "pigtails" on 9FA’s. The pressure at the connection to the
combustion chamber end-cover is approximately 0.985 times Gas Turbine Compressor Discharge
Pressure (CDP).
4. Precooler Temperature Control Function
The following is a more detailed description of the function of the HX1-1 Precooler. The Pre-
cooler is a co-flow shell and tube BEP air to liquid heat exchanger. The flow of coolant through the
Precooler is controlled by a 3-way Pneumatically Actuated Control Valve (VA32-2). The position
4
Atomizing Air System Text GEK 110354A
of this valve is regulated by an Electro-pneumatic Temperature Controller (90AT-1). The Elec-

tro-pneumatic Temperature Controller Thermocouple (AAT-HXD-1A) generates a signal that is
fed into the SPEEDTRONIC. The SPEEDTRONIC issues a 4 - 20 mA signal to the Valve Posi-
tioner. If the air temperature out of the Precooler (as measured by thermocouple AAT-HXD-1A)
exceeds 225 F, then the signal from 90AT-1 will open the VA32-2 Control Valve further, allowing
more coolant to flow through the Precooler and thus reducing the air temperature out of the Pre-
cooler. If the air temperature out of the Precooler is less than 225 F, then the signal out of 90AT-1
will close the VA32-2 Valve further, reducing the flow of coolant and thus reducing the air temper-
ature out of the Precooler. In order to protect the Precooler from damage due to over-temperature,
an orifice controlled bypass line provides a minimum flow rate of coolant through the Precooler
when the control valve is fully closed. At some operating conditions (e.g. at low air flow con-
ditions, and/or low air temperature conditions) this minimum/bypass coolant flow may cause the
Precooler air discharge temperature to fall below 225 F (107 C). Refer also to Cooling Water
schematic (MLI 0420) and system description text.
CAUTION
ISOLATION VALVES ARE PROVIDED AT THE INLET AND DISCHARGE

OF THE ATOMIZING AIR COMPRESSOR. RUNNING THE COMPRESSOR
WITH ONE OF ITS ISOLATION VALVES CLOSED MAY SERIOUSLY DAM-
AGE THE COMPRESSOR.
5
Tab 11
GEK 110522
GE Power Systems
Gas Turbine
Gas Turbine Fuel Purge System
GEK 110522 Gas Turbine Fuel Purge System
I. INTRODUCTION
When burning natural gas, the fuel purge system supplies purging air to prevent fuel accumulation and
combustion back-flow in the associated gas turbine liquid fuel and water injection passages of the dual-fuel
nozzle. When burning liquid fuel or burning gas in the pre-mix mode, the fuel purge system supplies active
high flow purge air to the diffusion gas manifold. During liquid fuel or diffusion gas operation, the fuel
gas purge system will provide a low flow continuous purge to the PM1 and PM4 gas manifolds to sweep
unused gas out of the gas piping, manifold and combustion endcover as well as to keep the gas piping hot
to prevent condensate formation in the pipes. When burning a mixture of both fuels, the purge system is
not in operation.
The liquid fuel and water injection passages of the fuel nozzle are purged with discharge from the gas
turbine compressor that has been cooled through the atomizing air precooler located on the Liquid Fuel /
Atomizing Air Module. This part of the system is covered in the Atomizing Air system text.
II. SYSTEM OVERVIEW
The MS9001FA DLN2.0+ Dual Fuel machine purges both the gas and liquid fuel passages when fuel is not
flowing through their respective fuel passages. The fuel gas passages are purged with turbine compressor
discharge air. The fuel gas purge system components are shown on the schematic diagram (ML 0477).
The liquid fuel and water injection passages are purged with turbine compressor discharge air that has been
cooled through the atomizing air precooler located on the Liquid Fuel / Atomizing Air Module. The liquid
fuel and water injection purge system components are shown on the schematic diagram (MLI 0477).
III. SYSTEM OPERATION
A. Liquid Fuel Nozzle Purging
When the gas turbine is burning natural gas, the liquid fuel purge system receives air from the dis-
charge of the gas turbine compressor after it has been cooled by the atomizing air precooler (HX1-1)
and passes through the atomizing air moisture separator (PDS1-1), purge isolation valve (20AA-1) and
manual tuning valve (VM17-1), all located within the Liquid Fuel / Atomizing Air Module (see MLI
0425 text for component functionality and description). This air flows through the liquid fuel purge
valve (VA19-1, located in the turbine compartment), whose position is controlled by a solenoid valve
(20PL-1) and quick exhaust valve (VA36-5) located within the Liquid Fuel / Atomizing Air Module.
Actuating air to the liquid fuel purge valve is regulated to the appropriate operating pressure by a reg-
ulator (VPR54-19) also located within the Liquid Fuel / Atomizing Air Module. The purge air then
continues into the purge manifold where it is split into individual lines, one per combustor. From the
manifold, the purge flow continues through tubing runs to the individual 3-way endcover isolation
valves (VA19-3-1T3-18, located in the turbine compartment) whose position is controlled by a sole-
noid valve (20PL-3) and quick exhaust valve (VA36-6) located within the Liquid Fuel / Atomizing Air
Module. Actuating air to the 3-way endcover isolation valves is regulated to the appropriate pressure by
a regulator (VPR54-15) also located within the Liquid Fuel / Atomizing Air Module. A low flow purge
valve (VA19-1L, located in the turbine compartment), whose position is controlled by a solenoid valve
(20PL-1L) located within the Liquid Fuel / Atomizing Air Module, provides a soft purge to slowly push
the liquid fuel remaining in the fuel nozzles into the turbine combustors (thus minimizing turbine load
spikes) before initiating high flow purge through VA19-1. A low point drain valve (VA19-2, located in
the turbine compartment), whose position is controlled by a solenoid valve (20PL-2) located within the
Liquid Fuel / Atomizing Air Module, completes the purge arrangement and provides a block and bleed
2
Gas Turbine Fuel Purge System GEK 110522
system. Actuating air to the drain valve is regulated to the appropriate pressure by the same regulator
(VPR54-19) utilized by purge valve VA19-1.
Triple redundant differential pressure transmitters, 96PL-1A, 1B, 1C, provide continuous monitoring
of the liquid fuel purge system pressure ratio to the turbine control system. Should the system pressure
ratio degrade to a pre-determined setpoint, the turbine control system will provide an alarm to the
turbine operator. Continued degradation of the purge system pressure ratio to the next pre-determined
setpoint would result in a turbine shutdown or trip.
B. Water Injection Nozzle Purging
When the gas turbine is burning either natural gas or operating on liquid fuel without water injection
(i.e.: while the water injection system is not being utilized), the water injection purge system receives
air from the discharge of the gas turbine compressor after it has been cooled by the atomizing air pre-
cooler (HX1-1) and passes through the atomizing air moisture separator (PDS1-1). Purge Isolation
Valve (20AA-1) and manual tuning valve (VM17-1) are all located within the Liquid Fuel / Atomizing
Air Module (see MLI 0425 text for component functionality and description). This air flows through
the water injection purge valve (VA33-1, located in the turbine compartment), whose position is con-
trolled by a solenoid valve (20WP-1) and quick exhaust valve (VA36-7) located within the Liquid Fuel
/ Atomizing Air Module. Actuating air to the water injection purge valve is regulated to the appropri-
ate operating pressure by a regulator (VPR54-14) also located within the Liquid Fuel / Atomizing Air
Module. The purge air then continues into the purge manifold where it is split into individual lines,
one per combustor. From the manifold, the purge flow continues through tubing runs to the individ-
ual endcover isolation valves (VA33-3-1T3-18) located in the turbine compartment), whose position is
controlled by a solenoid valve (20WP-3) and quick exhaust valve (VA36-8) located within the Liquid
Fuel / Atomizing Air Module. Actuating air to the endcover isolation valves is regulated to the appro-
priate pressure by a regulator (VPR54-8) also located within the Liquid Fuel / Atomizing Air Module.
A low flow purge valve (VA33-1L, located in the turbine compartment), whose position is controlled
by a solenoid valve (20WP-1L) located within the Liquid Fuel / Atomizing Air Module, provides a soft
purge to slowly push the water remaining in the water injection nozzles into the turbine combustors
(thus minimizing the risk of combustor flame out) before initiating high flow purge through VA33-1.
A low point drain valve (VA33-2, located in the turbine compartment), whose position is controlled
by a solenoid valve (20WP-2) located within the Liquid Fuel / Atomizing Air Module, completes the
purge arrangement and provides a block and bleed system. Actuating air to the drain valve is regulated
to the appropriate pressure by the same regulator (VPR54-14) utilized by purge valve VA33-1.
Triple redundant pressure transmitters, 96WP-2A, 2B, 2C, provide continuous monitoring of the water
injection purge system pressure ratio to the turbine control system. Should the system pressure ratio
degrade to a pre-determined setpoint, the turbine control system will provide an alarm to the turbine
operator. Continued degradation of the purge system pressure ratio to the next pre-determined setpoint
would result in a turbine shutdown or trip.
C. Diffusion Gas Purge
When the gas turbine is operating on liquid fuel or burning natural gas in the pre-mix mode, the diffu-
sion gas purge system receives air from the discharge of the gas turbine compressor. This purging air
flows through two fuel gas purge valves (VA13-1 & 2) to the diffusion gas primary manifold. All the
components described in this system will be located in the Accessory Module.
For the diffusion gas purge system, fuel gas purge valve VA13-1 is controlled by allowing instrument
air to flow through quick exhaust valve VA36-1. The quick exhaust valve is opened by the associated
3
GEK 110522 Gas Turbine Fuel Purge System
solenoid valve 20PG-1. When the solenoid valve is energized, instrument air pilots the gas purge valve
to the open position allowing air to flow to first the fuel gas purge valve VA13-2 and then to the natural
gas manifold.
Fuel gas purge valve VA13-2 is controlled by allowing instrument air to flow through quick exhaust
valve VA36-2. The quick exhaust valve is opened by the associated solenoid valve 20PG-2. The amount
of instrument air flowing to the actuator of gas fuel purge valve VA13-2 is regulated by a 4-20mA
electro-pneumatic positioner, 65EP-G1P. Pressure regulator VPR54-22 limits the maximum instrument
air pressure allowed to pass through 65EP-G1P.
The rate of opening of purge valve VA13-1 is manually controlled by needle metering valves located
downstream of solenoid valve 20PG-1. The turbine control panel shall control the opening of purge
valve VA13-2. The opening time of these purge valves shall be set in accordance with the requirements
on the schematic diagram (MLI 0477). Limit switches (33PG-1,2) indicate the open/closed position
of fuel gas purge valve VA13-1. Limit switch 33PG-3 indicates that valve VA13-2 is fully closed and
limit switches 33PG-4A, 4B indicate when the valve is partially open. See the device summary for the
set points of 33PG-4A, 4B.
A vent valve VA13-8 is located between these two purge valves which provides a block and bleed
system. Should the leakage past the gas purge valves in either direction become too excessive for the
vent valve to bleed off, pressure switches 63PG-1A,1B,1C will sense the cavity pressure and result
in the turbine control system taking appropriate action should the predetermined pressure set point be
reached.
Three thermocouples (dual element type), PT-G1-1A, 2A, 3A are located at the bottom of the diffusion
gas fuel manifold. While operating diffusion purge, the turbine control panel ensures that the purge air
temperature is above air saturation temperature, via these thermocouples, in order to avoid condensate
formation.
D. PM1 & PM4 Gas Purge
When the gas turbine is operating on liquid fuel or when burning natural gas in the diffusion mode, the
PM1 & PM4 gas purge system receives air from the discharge of the gas turbine compressor. This purg-
ing air flows through fuel gas purge valves VA13-3,4 (PM1) and VA13-5,6 (PM4) to the corresponding
PM1 & PM4 natural gas manifold. All the components described in this system will be located in the
Accessory Module.
For the PM1 & PM4 gas purge systems, each fuel gas purge valve is controlled by allowing instrument
air to flow through the associated actuator quick exhaust valves VA36-3,4 (PM1), VA36-9,10 (PM4).
The quick exhaust valves are opened by the associated solenoid valves 20PG-3,4 (PM1) & 20PG-5,6
(PM4). When the solenoid valves are energized, pilot air is supplied to the quick exhaust valves which
opens them and allows instrument air to flow to the gas purge valves causing them to open and allowing
air to flow to the corresponding natural gas manifold(s). Valve actuating air is supplied from customer
supplied or a separate instrument air source. The rate of opening of these purge valves is manually con-
trolled by needle metering valves located just upstream of the quick exhaust valves, VA36-3,4 (PM1)
& VA36-9,10 (PM4). The opening time of these purge valves shall be set in accordance with the re-
quirements on the schematic diagram (MLI 0477). Limit switches 33PG-5T8 (for PM1) & 33PG-9T12
(for PM4) indicate the position of each fuel gas purge valve.
4
Gas Turbine Fuel Purge System GEK 110522
A vent valve VA13-12 (for PM1) & VA13-13 (for PM4), is located between each set these purge valves
which provides a block and bleed system. Should the leakage past the gas purge valves in either direc-
tion become too excessive for the vent valve to bleed off, pressure switches 63PG-2A,2B,2C (for PM1)
& 63PG-3A,3B,3C for (PM4) will sense the cavity pressure and result in the turbine control system
taking appropriate action should the predetermined pressure set point be reached.
The PM1 & PM4 gas purge systems will functionally operate exactly the same way as the diffusion
gas purge system with the exception that a flow regulating orifice will be utilized to provide a low flow
continuous sweep of the PM1 & PM4 gas piping and manifolds during liquid fuel operation.
E. Routing of Vent Lines by Customer/Installer
PG1, PG11, and PG13 are potential Class 1 Div 1 sources of natural gas. Installer shall route these lines
separate from other vents, to a naturally ventilated area outside of any buildings or enclosures, and in
an area free from sources of ignition. The extent of the hazardous area created by PG1, PG11, and
PG13 is a 5 ft Class I, Div 1, Group D spherical radius and an area between 5 ft and 10 ft is considered
to be a Class I, Div 2, Group D spherical radius.
5
Tab 12
GEK 111025
June 2004
GE Energy
Cooling and Sealing Air System
GEK 111025 Cooling and Sealing Air System
I. GENERAL
The cooling and sealing air system provides the necessary air flow from the gas turbine compressor to
other parts of the gas turbine rotor and stator to prevent excessive heat buildup in these parts during normal
operation and to prevent compressor pulsation.
On some gas turbine models this system also provides sealing air for the turbine bearings; however, the
MS-9001FA has a vacuum-operated lubrication oil drain system. The necessary pressure differential
needed to seal the bearings is provided by lowering the bearing drain cavity pressure rather than raising
the pressure. Therefore, the bearing sealing function not similar to other turbine models.
When the gas turbine is operating, air is extracted from the 9th and 13th stages of the axial flow compressor
as well as from the compressor discharge.
Atmospheric air from off-base, centrifugal-type blowers is used to cool the turbine exhaust frame and No.
2 bearing area.
Cooling and sealing functions provided by the system are as follows:
1. Compressor pulsation protection.
2. Cooling the internal turbine parts subjected to high temperature.
3. Cooling of the turbine exhaust frame.
4. Cooling of the No. 2 bearing area.
5. Providing an operating air supply for air operated valves.
The cooling and sealing air system consists of specially designed air passages in the turbine casing, turbine
nozzles and rotating wheels, piping for the compressor extraction air, and associated components. Associ-
ated components used in the system include:
1. Turbine Exhaust Frame Cooling Blowers
2. Motors for Turbine Exhaust Frame Cooling Blowers (88TK-1, -2)
3. Pressure switches for Turbine Exhaust Frame Cooling Blowers (63TK-1, -2)
4. Backdraft damper for Turbine Exhaust Frame Cooling Blowers (VCK7-1)
5. No. 2 Bearing Area Blowers
6. Motors for No. 2 Bearing Area Blowers (88BN-1, -2)
7. Pressure switches for No. 2 Bearing Area Blowers 63BN-1, -2
8. Air filters for No 2 Bearing Area Blowers
9. Backdraft damper for No 2 Bearing Area Blowers (VCK7-3)
2
Cooling and Sealing Air System GEK 111025
10. Air Filter FA6-1 (with poro-stone element)
11. Air Extraction Valves VA2-1, -2, -3, -4
12. Limit switches for each VA2 valve 33CB-1, -2, -3, -4
13. Solenoid Valves 20CB-1, -2 (for actuation of air extraction valves)
14. Compressor Discharge Pressure Transducers 96CD-1, -1B, and -1C
The cooling air system is composed of three major subsystems:
A. Compressor bleed subsystem for pulsation protection.
B. Turbine nozzle cooling air supply subsystem.
C. Exhaust frame and No. 2 bearing area cooling fan module subsystem.
A. Compressor Bleed Subsystem For Pulsation Protection
The pressure, speed, and flow characteristics of the gas turbine axial flow compressor are such that
special equipment and sequencing of the gas turbine components are required to prevent pulsation
of the compressor when the turbine is fired and when accelerating to speed in the starting sequence.
Pulsation protection is also required in the shutdown and decelerating sequence when the turbine is
tripped. The equipment required to provide this protection is the compressor bleed valve subsystem
and the variable inlet guide vane subsystem. The operation of the inlet guide vane subsystem is covered
elsewhere in this manual.
The MS-9001FA is fitted with a pneumatically actuated compressor bleed valves (VA2-1, 2, 3, and 4)
to bleed the compressor ninth and thirteenth stages. These valves are designed to be self-opening on the
loss of actuation air supply pressure from the electrically actuated solenoid 3-way valves, 20CB-1, and
-2. The 20CB-1, and -2 three way valves are designed such that the supply port for the VA2 valves are
vented to atmosphere through the 20CB valves when the 20CB valves are in the normal de-energized
position. Only when the 20CB valves are energized, is the actuation air source connected to the supply
port for the VA2 valves. This feature is considered to be fail-safe with respect to the protection of the
compressor.
Compressor discharge air (controlled by the solenoid valves 20CB-1, 2) is used to close the compressor
bleed valves VA2-1, 2, 3, and 4. Air from the compressor discharge is routed to a porous air filter,
FA6-1, which removes dirt and water from the compressor discharge air, by means of a continuous
blowdown orifice, before the air enters solenoid valves 20CB-1, 2. The FA6-1 filter is also fitted with
a normally closed manual blowdown needle valve that can be used to manually drain the filter shell.
From the solenoid valves, the air is routed to the piston cylinder of the bleed valves. The FA6–1 filter
should be inspected periodically to ensure that the filter is not plugged or damaged. Replacement filter
elements are available. The 20CB solenoids are fitted with a breather vent which should be inspected
as well to ensure that air can freely flow from the “C” port of the solenoid to the atmosphere. If this
breather is clogged, the valves will not open in a timely manner, and the turbine may experience a trip.
From the solenoid valves, the air is routed to the piston cylinder of the bleed valves.
3
During turbine startup, the 20CB-1, 2 valves are de-energized and the ninth and thirteenth stage bleed
valves are open. This allows ninth and thirteenth stage air to be discharged into the turbine exhaust
diffuser, thereby eliminating the possibility of compressor pulsation. Limit switches, 33CB-1, 2, 3,
and 4, on the bleed valves provide permissive logic in the starting sequence and ensure that the bleed
valves are fully opened before the turbine is fired. These switches also provides an alarm if the valves
open when they should be closed. When the turbine accelerates to full speed, the 20CB-1 and -2 sole-
noid valves are energized to close the bleed valves and allow normal running operation of the turbine.
When a turbine shutdown signal is initiated, the 20CB-1 and 2 valves are de-energized, and ninth and
thirteenth stage air is again discharged into the exhaust diffuser to prevent compressor pulsation during
the turbine deceleration period.
CAUTION
Under no circumstances should attempts be made to start the turbine if all 4 bleed
valves are not fully open. Serious damage to the gas turbine may occur if all the
valves are not opened during the accelerating and decelerating cycle of the turbine.
B. Turbine Nozzle Cooling Air Supply Subsystem
The cooling circuit for the turbine components consists of both internal and external circuits. The
first and second stage buckets, the first stage nozzle, and the first stage shroud are cooled by an internal
cooling air circuit, while the second and third stage nozzles are cooled by an external cooling air circuit.
The internal circuit is supplied by 17th stage and by compressor discharge air, and the external circuit by
13th-stage extraction air. The first stage nozzle and shroud cooling air is supplied from the compressor
transition pieces. The bucket cooling is supplied by air flowing inward at the 17th-stage compressor
wheel, then through holes drilled axially through the distance piece, and then over the forward face
of the first stage turbine wheel. The bucket cooling air then flows through the bore of the first stage
turbine wheel into the chamber between the first and second stage buckets. This circuit also provides
air to heat the bores of the second- and third-stage wheels and to purge the wheel spaces.
The external circuit consists of piping between the 13th-stage bleed piping and the turbine shell. A two-
branch piping system is used to pipe the cooling air from the compressor 13th-stage to the turbine shell.
This subsystem piping is shared with the compressor bleed subsystem to minimize piping quantity. In
each piping run to the second-stage nozzle, a temporary witch hat strainer is placed in series with
the second stage nozzle to protect the small impingement cooling holes within the vanes from clogging
with dirt and scale during start-up or after maintenance. The condition of the strainer is to be monitored
by site personal using the differential pressure gauges, which will require monitoring during start-up
and after maintenance. The orifice plates in the pipe runs to each nozzle control the airflow throughout
the piping system.
C. Exhaust Frame and No. 2 Bearing Area Cooling Fan Module Subsystem
A cooling fan module consisting of four centrifugal blowers driven by four motors, 88TK-1,-2 and
88BN-1,-2, provides air to the exhaust frame cooling manifold and the No. 2 bearing area. Each
blower is sized to provide 100 percent of the required flow for its respective cooling requirement. The
motors are controlled to operate in a lead-lag arrangement so that only one blower is operating when
the gas turbine is running. The output of each blower flows through a single diverter type check valve
VCK7-1, 3 then splits into the exhaust frame cooling manifold and the No. 2 bearing area. These
valves are required for lead-lag operation; otherwise the air from the operating blower would escape
through the non-operating blower bypassing the cooling circuit.
4
Cooling and Sealing Air System GEK 111025
The air flowing into the exhaust frame cooling manifold enters the exhaust frame through nozzles on
the outer annulus of the frame where it cools the exhaust frame and third aft wheel space. The air cools
the outer diameter of the outer exhaust frame. Some of the cooling air exits the frame at the forward
joint with the third stage bucket shroud. The remainder flows aft, then turns, flowing through and
cooling the radial support struts. The air cools the inner diameter of the exhaust frame inner barrel and
exits the exhaust frame by being dumped into the third stage bucket aft wheel space. The cooling air
also prevents exhaust gas from being aspirated into the No. 2 bearing sump.
The air flowing to the No. 2 bearing area enters the bearing area through one of the three exhaust
diffuser struts. The air entering the No. 2 bearing area is filtered to remove dirt particles that would
harm the bearing Some of this cooling air is aspirated by the No. 2 bearing through the bearing seal.
This air flow is used as sealing air and is drawn into the bearing sealing air cavity by the vacuum created
in the bearing drain system. The remainder of the air entering the No. 2 bearing area cools the exhaust
frame struts before exiting into the exhaust system.
Pressure switches 63TK-1, 2 and 63BN-1, 2 on the exhaust frame and No. 2 bearing area blowers,
respectively, are used to sense the blower discharge pressure. If the operating blower or motor should
fail, the loss of discharge pressure will cause the contacts of the respective pressure switch to close,
sending a signal to the control panel to start the other motor. If a second failure should occur, the turbine
will shut down in a normal shutdown sequence.
NOTE
If one blower fails, it should be repaired or replaced as soon as possible to preclude

the possibility of shutting down the turbine by failure of the remaining blower.
The air entering the exhaust frame blowers and the bearing area blowers is filtered to remove partic-
ulates. The filter housing is periodically pulsed to free the filters from debris. The pulse sequence is
initiated by differential pressure switch 63TK-5 (exhaust frame filters) and 63BN-5 (bearing area fil-
ters). The pulse sequence may also be initiated by a timer that is field adjustable for 0-24 hours (2TK-3
and 2BN-3). The pulse sequence can also be initiated by an auto/manual switch located on the front
face of the filter house control box. Also, there is a remote pulse sequencing initiation feature that
(when field wired from the filter house control box to a remote location) can initiate pulsing.
The filter pulsing system requires instrument air to operate properly. 63TK-7 and 63BN-7 are pressure
switches that indicate the instrument air supply pressure is not adequate. 63TK-4 or 63BN-4 are pres-
sure switches to indicate an abnormal pressure difference across the filters.
For more detailed operation, see the vendor supplied manuals that are shipped with the MLIA132
blower skid.
D. Other function: Exhaust Temperature Reference Bias Substation
Turbine firing temperature limits are determined primarily by turbine parts lives. To obtain the most
cost-efficient operation of the gas turbine, in electric generation service it is customary to operate the
gas turbine at the turbine firing temperature limit. The turbine control system makes a calculation of the
actual firing temperature and controls operation of the turbine so that the firing temperature limit is not
exceeded by the calculated/actual firing temperature. The firing temperature is calculated from three
inputs: the average thermocouple measured exhaust temperature, the actual pressure ratio across the
compressor, and mechanical parameters of the turbine. If one of the three 96CD pressure transmitters
5
should fail, the remaining two transmitters will still work together to safely control turbine operation,
and an alarm is generated. If two transmitters fail, the turbine will shut down.
III. PRESSURIZED AIR SUPPLY
Compressor discharge air is used as a source of air for operating various air-operated valves in other sys-
tems. Air for this purpose is taken at the discharge of the compressor and is then piped to the various air-op-
erated valves. In addition, compressor discharge pressure is monitored by pressure transducers 96CD-1,
96CD-1B, and 96CD-1C for use in control of the gas turbine.
Compressor discharge air is also the source of air used as atomizing air if the unit has a liquid fuel system.
IV. WATER WASH PROVISIONS
When water washing the gas turbine's compressor or turbine section, it is important to keep water out
of the components that are actuated by compressor discharge air. To prevent water from entering these
components, isolation valves are provided in the main bleed lines, the lines to 20CB-1, -2, and to lines
supplying pressurized air to other systems.
During normal operation of the gas turbine, all isolation valves are to be open. Before initiating water
wash, the isolation valves must be closed and the drain and air separator blowdown valves opened. At the
conclusion of the water wash, the isolation valves must be opened and the drain and separator blowdown
valves closed to allow normal operation of the turbine.
GE Energy
www.gepower.com
6
COMPRESSOR
DISCHARGE
CASING
13th STAGE
EXTRACTION
9th STAGE
EXTRACTION
14
14
MID-COMPRESSOR 13
CASE
13
12
12
11
11
10
10
9
9
8
8
7
7
6
9FA AED 1 / 2003

TURBINE TURBINE SECTION
CASE COMPONENTS &
COOLING / SEALING AIR FLOWS
3 STAGE
TURBINE
ROTOR
VA2-2
COMPRESSOR
BLEED VALVE
3rd STAGE
NOZZLE
COOLING AIR
PIPING
RIGHT SIDE
2nd STAGE
NOZZLE
COOLING AIR
ROTATION PIPING
RIGHT SIDE
VA2-4
COMPRESSOR
ISOLATION BLEED VALVE
VALVE
9th STAGE
AIR EXTRACTION
PIPING - RIGHT SIDE
13th STAGE
AIR EXTRACTION
PIPING - RIGHT SIDE
ISOLATION
VALVE
9FA CSAV&P 1/2003
Tab 13
WI0924
January 2005
GE Energy
MS9001FA VFD CONTROLLED WATER INJECTION

SYSTEM
WI0924 MS9001FA VFD CONTROLLED WATER INJECTION SYSTEM
I. GENERAL
The water injection system provides water to the combustion system of the gas turbine to limit the levels
of nitrogen oxides (NOX) in the turbine exhaust. This limitation is required by strict local and federal
regulations. The water injection system schedules water flow to the turbine as a function of total fuel
flow, relative humidity, and ambient temperature. The required water/fuel ratio is established through field
compliance testing of the individual turbine. A final control schedule based on these tests is programmed
in the SPEEDTRONIC control, which then regulates the system.
The water injection system, shown in the reference drawings section of this manual, consists of both on-base
components and an off-base water injection skid. This skid is a factory assembled and enclosed package.
It receives water from the customer’s treatment facility, and delivers filtered water at the pressure and flow
rate required to meet the applicable emissions requirement at that operating condition.
The filtered water is introduced to the turbine combustion system through a water supply manifold. The
manifold supplies water to each of the 18 combustors on the gas turbine. The manifold inlet connection is
located on the turbine base. The water is injected through identical nozzles in each of the combustors.
The following is a listing of the on-base and off-base components, together with a brief functional descrip-
tion of the system. More detailed information on individual items is given in the manufacturer’s literature
(Equipment Publications), which follows this text.
A. On-Turbine Base
1. Air actuated Stop valve (VS2-1) with Solenoid (20WN-1), Actuation Pressure Regulator (VPR62-
11), Quick-Exhaust Valve (VQE1-1) and “Last Chance” Filter (FW3-1).
2. Water injection manifold and associated piping to carry water to the manifold. Eighteen tubing
arrangements to carry water to the connection points of each of eighteen combustion chambers.
Eighteen flow proportioning valves, one installed in each of the tubing lines supplying each of the
combustors. A low point drain is provided on the turbine base adjacent to the inlet connection
point.
3. Eighteen separate combustors, each with a set of identical water injection nozzles fed from a single
connection point per combustor.
B. Off-Base Skid
1. Inlet Water Strainer (FW1-2)
2. Inlet water pressure switch (63WN-1)
3. A high pressure centrifugal water injection pump/motor assembly with a motor space heater
(PW1-1, 88WN-1, and 23WN-1)
4. A Variable Frequency Drive unit with pump/motor speed feedback and alarm relay (97WN-1,
96WN-4, 30WN-1, and 84WN-1)
5. Water pump discharge pressure transmitter (96WP-1)
6. A duplex water filter assembly (FW1-1 and FW2-1)
2
MS9001FA VFD CONTROLLED WATER INJECTION SYSTEM WI0924
7. Water filter differential pressure switch (63WN-3)
8. A Turbine Flowmeter with three identical Pick-Ups/Transmitters (FM1-1, 96WF-1 and 96WF-2)
and downstream strainer (FW1-3).
9. Associated piping, flanges, pressure gauges, manual isolation valves, and inlet water temperature
gauge.
10. Compartment ventilation/pressurisation fan/motor, 88WN-41 (with fan motor disconnect, 8WN-
41, fan motor overload 49WN-41 and fan motor heater 23WN-41) and compartement internal pres-
sure switches 63WN-43 & 63WN-44 are provided to keep the compartment pressurized.
11. Air conditioning unit is provided to maintain the VFD at 75 degF. Control devices are installed in
the skid to switch on/off the ac unit depending on the skid inlet condition. Air is drawn from inside
the skid through the A/C unit into the VFD. The System run in ventilation mode when not cooling
where air recirculates and a minimum of outside air is used for ventilation.
12. Air filter located on the module roof which provides clean air to pressurize the skid. Pulsed air
supply to clean the filter is provided at connection “WN41”. Pulsing under voltage 27WN-41
makes Skid Air filter self cleaning system alarms with low valtage. Air filter system is provided
with pulse sequencer 34WN-41, high pressure drop alarm 63WN-41 and air filter compartment air
pressure switch 63WN-42.
13. Skid lighting consists of light switch ASW-28 and AC lights AL-58, AL-59, AL-82 and AL-86.
AL-58 has DC battery backup on AC failure. There are two AC power outlets, AR-41 and AR-42,
each with grounded receptacles.
The water injection system supplies treated and filtered water at the required flow rate and pressure to
the combustion system of the gas turbine. The customer is responsible for supplying water to the water
injection skid from the customer’s treatment and storage facility (see Customer Responsibilities).
Water enters the skid and passes through a strainer (FW1-2), which protects the system components from
damage by foreign objects. A pressure switch (63WN-1) senses pressure upstream of the pump. The
SPEEDTRONIC control system will trip the pump motor if the pressure sensed by this switch is too low.
This protects the pump from damage due to cavitation.
An electric motor (88WN-1) drives the centrifugal water injection pump (PW1-1). The speed of the elec-
tric motor is controlled by a Variable Frequency Drive unit or VFD (97WN-1). The VFD modulates the
frequency of the AC power supplied to the motor (88WN-1). By varying the frequency of the AC power,
the pump speed can be precisely controlled. By varying the pump speed, the pump discharge pressure, and
hence the discharge flow rate are controlled. The VFD controls the pump speed in response to a 4-20 mA
demand signal from the SPEEDTRONIC. A 0-10 V speed feedback signal (96WN-4) from the VFD is fed
back to the SPEEDTRONIC for monitoring and fault detection purposes.
The minimum and maximum flow rates for this Gas Turbine are specified in the Water Injection System
Piping Schematic included in this Manual.
A discharge pressure transmitter (96WP-1) is located downstream of the pump. The signal from this trans-
mitter is fed back to the SPEEDTRONIC for monitoring and fault detection.
3
The flow then passes through a high-pressure duplex filter assembly (FW1-1 and FW2-1). The filter ele-
ments are contained in a high-pressure filter housing, with a vent and drain. A differential pressure gauge
indicates the pressure drop across the filter. A differential pressure switch (63WN-3) also senses the dif-
ferential pressure across the filter, and signals an alarm in the SPEEDTRONIC control if the pressure
differential exceeds the pressure specified in the device summary. It is assumed that the filter elements
will be replaced at this time. Filter elements should be replaced in accordance with the manufacturer’s
instructions.
Downstream of the filter, the flow is split into a main line to the turbine, and a recirculation line which
returns to the pump inlet upstream of the inlet strainer via the “cascade” recirculation orifice. The recir-
culation flow allows the pump to run in a stable and safe condition when there is little or no flow being
delivered to the turbine. It is important that the pump is not run only on recirculation flow for an extended
period of time (see Diag. Schematic PP- Water Injection Unit). Extended running on pump recirculation
only may cause overheating of the pump, or damage to the pump seals
The water flow in the main line next passes through a turbine flowmeter (FM1-1), with triple pick-ups, each
with its own Flow Transmitter (96WF-1, 96WF-2). The flowmeter provides a signal to the SPEEDTRONIC
control system. A strainer (FW1-3) is installed downstream of the flowmeter, to protect the other system
components in the event of a flowmeter failure. The flow meter is to be removed from the piping and a
spool piece to be put in its place during flushing to prevent damage of the flow meter.
Downstream of the flowmeter is a manual isolation valve, followed by the skid discharge connection
(“WJ2”).
Interconnecting piping (provided by the customer) carries the water flow from the skid discharge to the
on turbine base connection (“WI2”). The flow passes through an Air actuated stop valve (VS2-1), with
solenoid control valve (20WN-1), located on the turbine base which shuts off water flow in response to
a command from the control system. The manifold following the Stop valve distributes flow equally to
eighteen flow proportioning valves (VWP1-1 to 18). These valves have a 15 psid cracking pressure, and
provide a graduated flow restriction such that the flow resistance is relatively high at low flows. The pur-
pose of the flow proportioning valves is to provide an even flow distribution at start-up and at low flows.
The discharge from each of these valves is connected to tubing which carries the flow of water to one of
the combustors.
III. CONTROL AND MONITORING
Total water flow to the turbine is scheduled as a function of fuel flow to the turbine. A control schedule
must be established during field compliance tests to meet emissions limits specified by the applicable local
or federal standards. The compliance curve, determined as a result of these tests, is programmed into the
SPEEDTRONIC control system. It is used as a reference for comparison to the actual water flow, in order
to verify that emissions regulations are being met.
The electronic controllers (micro-computers R, S, and T) in the SPEEDTRONIC, control the flow of water
in accordance with the control schedule and compliance control curve. The controllers generate a 4 to 20
mA demand signal to the Variable Frequency Drive, which accurately modulates pump speed to obtain
the required flow. The control signal is generated in accordance with the control schedule, to achieve the
required emissions levels at that particular operating condition. The skid flowmeter (FM1-1) generates a
4-20 mA output proportional to flow rate, which the SPEEDTRONIC uses in the flow control loop as a
feedback signal.
4
For a more detailed description of the control system and the operation of the water injection system, refer
to the Control and Protection text in this manual.
IV. SYSTEM REQUIREMENTS
A. Customer Responsibilities
The customer must supply water meeting the requirements of Table 1.
The fluid must be water, and not water/glycol mixture. The customer must provide a storage tank of
suitable size, and the necessary piping from the tank to the skid. Water must be supplied to the skid
within the specified temperature and pressure ranges shown on the water injection system schematic
diagram. The storage tank and related piping should be designed and positioned to deliver water to the
skid within this pressure range.
The customer must provide stainless steel piping, flanges, valves, etc., to and from the water injection
skid. The water storage tank must be stainless or suitably coated. The piping from the skid to the gas
turbine base must be designed for a maximum pressure drop at the maximum water flow as shown on
the water injection system schematic diagram.
The storage tank, and all piping must be completely clean before the system is operated. As there are no
water filters or strainers on the turbine base, this is particularly important for the piping from the skid
to the turbine base. In order to ensure clean piping, the system must be flushed. For system flushing
instructions, refer to long-term Shutdown Checks herein.
B. Operation
1. Long Term Shutdown Checks
Before operating the skid for the first time, following an overhaul, or following a period of ex-
tended shutdown, it is important that the following checks be made.
a. Verify that the water-injection pump gear-box and/or bearing housing is supplied with lubri-
cant. The lubricant color and level should be checked. Refer to the pump manufacturer’s
instructions in the Skid Manufacturer’s Service Manual/Equipment Publications.
b. Check all manual valves (isolation valves etc.) for operability.
c. Verify tightness of all flanges, bolted joints etc. to ensure against leaks.
d. Check alignment of pump and motor in accordance with the pump or skid manufacturers
recommendations. Check motor mount and pump mount bolts and tighten if required.
e. Check water filter elements to ensure that they are properly seated. When replacing the fil-
ter head it is important to ensure elements remain correctly aligned, and to tighten all studs
evenly. This will ensure against any leaks on startup.
f. Remove and inspect strainer baskets. Clean if necessary.
g. Verify all gauges are zeroed
5
h. Verify that all the settings programmed in the VFD unit are in accordance with the as-shipped
values supplied by the Skid Manufacturer (refer to the Skid Manufacturer’s Service Man-
ual/Equipment Publications for these settings).
CAUTION
The variable frequency drive has been factory set and tested. Alteration of the factory settings may
cause system malfunction or failure. Do not change these settings unless such a change has been
approved by the manufacturer of this skid. A list of the factory settings is included in the skid
service manual.
i. Jog the pump in accordance with the pump manufacturer’s operating instructions.
CAUTION
Do not operate or jog the pump until the water supply has been connected to the system. Even
brief operation of the pump without water can cause failure of the shaft seal.
j. The water injection skid and the piping from the skid to the turbine should be flushed on site
using water of the same quality as will be used in operation. The flush should be of at least
one-half hour in duration. The water discharged during flushing should not be supplied to the
turbine combustors but should be drained, or reclaimed. The flushing strainer should then be
checked for visual debris. If any debris is found, the strainer should be cleaned, re-assembled,
and the skid should be flushed once again for the same time period. The strainer should then
be checked again. This process should be repeated until the strainer is found to remain clean.
The system should be checked for leaks during and after this flush and any leaks should
be corrected. When the flush is complete, the skid filter elements should be checked for
cleanliness, and replaced if necessary before continuing with system operation.
If maintainence has been done that could have resulted in contamination inside the on skid
piping then, prior to flushing, the flowmeter should be removed. The skid should be isolated
and the entire flowmeter assembly removed from the piping and replaced with a spool piece.
The flushing procedure described above should be carried out and upon completion the skid
should be drained and the flowmeter replaced. During commissioning and initial startup, if
all upstream piping and tanks are properly flushed before skid connection, flushing of the
downstream piping should be completed with the flowmeter inline.
CAUTION
Ensure that the system is vented of air prior to allowing flow. Do not exceed the maximum flow
rating for the flowmeter. Failure to comply may cause flowmeter damage.
2. Pre-Operation Checks
All manual isolation valves in the system delivery flow line should be open. All isolation/snub-
bing valves in the sensing lines to pressure gauges should be open. The valve on the filter vent
line should be closed.
6
CAUTION
To prevent damage to the pump seals, the pump seal drain must be open to the atmosphere at
all times that the pump is in operation. Do not install any kind of plug in the pump seal drain
discharge. A small amount of water weepage from this drain is normal and does not indicate a seal
failure. Refer to the pump manufacturers instructions. Failure to comply with this caution may
cause severe damage to the pump seals.
3. Startup
When the system is started, the valve on the filter vent line should be opened slightly to bleed off
any trapped air. When a steady stream of water comes out of the vent, the valve should be tightly
closed.
V. MAINTENANCE
A. Periodic Maintenance
1. During the first week of operation, the system should be checked periodically for leaks or other
problems. After this it should be checked at monthly intervals. Check the pump seal drain for
leakage (an occasional drop of water from this drain is normal).
2. The pump, motor, and VFD should be maintained in accordance with instructions from their re-
spective manufacturers in the section following this text.
3. Replace flowmeter bearings and re-calibrate at intervals of 8000 hours of operation, or 3 years
(whichever is shorter)
4. The inlet strainer should be checked and its basket cleaned or replaced if necessary when the system
is shut down.
5. The filter elements should be replaced when the filter differential pressure reaches 15 psid . Replace
the filter elements in accordance with the manufacturer’s instructions.
6. All manually operated valves should be cycled once per month to verify freedom of movement.
They should be returned to their normal running position following this check.
B. Troubleshooting
If the water injection system fails to provide water to the turbine at the required flow rate or pressure,
the following possible causes should be investigated.
1. Water supply exhausted: Verify adequate water supply
2. Insufficient supply pressure to water injection skid: Verify 5 psig minimum supply pressure at inlet
pressure gauge.
3. Loss of pump suction: Check for air leaks in pump inlet piping. Check condition of gaskets.
Tighten all joint connections.
7
4. Excessive inlet strainer differential (FW1-2): Verify 6 psid or less from skid inlet to pump inlet.
Remove and clean strainer basket if necessary.
5. Excessive filter pressure differential: Verify 15 psid or less indicated on filter differential pressure
gauge at design flow rate. Replace elements if dirty.
6. Variable Frequency Drive (97WN-1) not responding: Verify correct power supply and control sig-
nal to the VFD. Verify motor/pump are running at correct speed in response to control signal. Refer
to VFD manufacturer’s instructions in the Skid Manufacturer’s Service Manual/Equipment Publi-
cations. Refer also to Turbine Control specification.
7. Stop valve (VS2-1) closed: Verify correct porting and power supply to 20WN-1 solenoid valve.
Check for blockage in control pressure supply line to solenoid valve. Check for correct operation
of stop valve.
8. Strainer (FW1-3) blocked: Remove and inspect. Clean if necessary. Replace and tighten all bolts.
9. Skid inlet or discharge lines blocked: Check for blockage. Verify lines are not frozen if exposed
to cold temperatures.
10. Pump discharge inadequate: Verify pump to motor coupling, drive shaft, or pump impeller key has
not sheared. Disassemble pump and inspect if necessary. Check pump gearbox. Verify pump is
rotating in correct direction. Refer to pump manufacturer’s instructions in the section following
this text for further pump troubleshooting guidance.
11. Pump motor failed: Verify motor is not single-phased. Verify motor operable. Refer to motor man-
ufacturer’s instructions in the section following this text for further motor troubleshooting guidance
12. Incorrect pressure gauge or flowmeter readings: Verify calibration. Check flowmeter to ensure
it is generating an output signal to the SPEEDTRONIC controller, and that the correct “K” factor
(recorded on a tag attached to the flowmeter) is set for the flow transmitter. Check SPEEDTRONIC
to ensure correct calibration is programmed.
C. Long-Term Storage
The water injection skid is an enclosed structure designed to maintain the system from freezing. If the
skid will not be operated for an extended period of time, the operator may choose to drain the system.
However, it is still recommended that the power to the skid space heater and motor space heaters (if
provided) be left connected in order to protect the skid from freezing damage and to minimize the
condensation of moisture in the skid. The following procedure may be used to prepare the skid for
storage
1. Close the skid inlet isolation valve.
2. Open the filter drains.
3. Open the filter vent line valves.
4. Open the pump drain (e.g. by removing the plug in the lower half of the pump casing).
5. Remove the plugged tap on the line from the pump outlet.
8
6. Close the manual isolation valve at the skid discharge.
7. Open strainer drain to evacuate as much water as possible from the skid piping.
8. Open all low point drains in the skid piping. Allow any water present to drain fully before replacing
low point drains.
When returning the skid to service, the above steps should be reversed.
Table 1. Properties of Water for Injection system
Total of Sodium (Na) + Potassium (K) + Lead (Pb) +

Vanadium (V) + Lithium (Li) = 0.5 ppm maximum
Total of dissolved plus undissolved solids = 5 ppm maximum
pH = 6.5 to 7.5
Note: Refer also to paragraph “Non-Fuel Contaminants” in “Gas Turbine Fuel Recommendations”
under FLUID SPECIFICATIONS tab.
Note: Refer also to GEK 101944 for water injection water quality criteria
9
Tab 14
GEK 110422a
Revised July 2002
GE Power Systems
Gas Turbine
9FA Dual Fuel Cooling Water Systems
GEK 110422a 9FA Dual Fuel Cooling Water Systems
I. GENERAL
The cooling water system is designed to accommodate the heat dissipation requirements of the lubricating
oil system, atomizing air pre-cooler, turbine supports and flame detector mounts, generator gas coolers,
and if required, the dual tower hydrogen gas dryer and the LCI cooler. The components of the cooling
water system are located on the accessory module, the liquid fuel/atomizing air module, the gas turbine
base, the generator base, and where applicable, the LCI base and gas dryer module. Components include
heat exchangers (Plate and Frame/Shell and Tube), butterfly valves, orifices, ball valves, and temperature
regulating valves. Refer to the cooling water schematic (MLI 0420) for further details.
All devices are set to give proper temperature, pressure, and flow. The settings for these devices can be
found in the device summary for the corresponding system.
Customer supplied pipe and flow control means must be provided for interconnection of the subsystems.
Refer to GEI 41004 (Latest Revision) for cooling water recommendations for closed cooling systems and
GEK 28170 (Latest Revision) for open cooling systems.
A. Accessory Module
Lubricating Oil System
The lubricating oil cooling system components consist of two heat exchangers (LOHX1 & LOHX2),
a temperature regulating valve (VA32-1) and butterfly valves. Two heat exchangers are provided so
that one is in operation cooling the lubricating oil while the other one is being maintained. Only one
of the heat exchangers is to be in service during operation. The exchanger not in service must have the
coolant return isolation butterfly valve closed. Both supply and return isolation valves should not be
closed for an extended period of time on the inactive heat exchanger as this will then be an enclosed
volume. In an enclosed volume, any thermal fluid expansion could result in an external leak.
To change from one heat exchanger to the other while the gas turbine is operating the following steps
are to be followed: 1) Open the lubricating oil fill valve and allow the heat exchanger to fill with oil
until flow is observed in the sight glass. 2) Open the closed coolant isolation valve on the exchanger
currently not in service. Coolant is now being circulated through both heat exchangers. 3) Operate the
oil transfer valve to direct the total oil flow to the heat exchanger that will now be in service. 4) Close
the coolant return isolation valve on the exchanger with no oil flow.
The temperature-regulating valve (VA32-1) is provided to control the lubricating oil header tempera-
ture. The three-way valve bypasses coolant around the heat exchanger allowing the correct coolant flow
to maintain the oil within the temperature control range. An Electro-pneumatic Temperature Controller
(90LT-1) regulates the valve. If the oil temperature outside of the heat exchanger exceeds the setpoint
temperature, then the signal from 90LT-1 will open the control valve further in the B-L position, al-
lowing more coolant to flow through the heat exchanger and thus reducing the oil temperature. If the
oil temperature out of the heat exchanger is less than the setpoint, then the signal out of 90LT-1 will
open the VA32-1 valve further in the B-R position, reducing the flow of coolant to the heat exchanger
and thus reducing the oil temperature. On start up of the gas turbine, the valve is usually closed to
the heat exchanger and will open as the oil temperature reaches the control temperature range. The
Cooling Water Control Valve arrangement also includes a Pneumatic Pressure Regulator (VPR64-2).
An override crank is also provided on the valve to allow manual control.
2
9FA Dual Fuel Cooling Water Systems GEK 110422a
NOTE
At high ambient temperatures, valve VA32-1 may open to full flow to the heat ex-
changer. At this point the maximum coolant flow rate exists and the oil tempera-
ture may rise above the temperature control range of the valve. This is acceptable
as the heat exchangers and the system are designed to keep the oil temperature
from exceeding the high oil temperature limit under any site ambient condition.
B. Atomizing Air Cooler
This system contains a heat exchanger, a 3-way regulating valve (VA32-2), a 2-way air operated stop
valve (VA34-1), and a pressure relief valve (VR64-4). Coolant is circulated through the Atomizing Air
Pre-cooler to lower the temperature of the air entering the atomizing air compressor. An Electro-pneu-
matic Temperature Controller (90AT-1) regulates the 3-way valve. If the air temperature outside of the
Pre-cooler exceeds the setpoint temperature, then the signal from the 90AT-1 will open the control valve
further in the L-B position, allowing more coolant to flow through the Pre-cooler and thus reducing the
air temperature. If the air temperature out of the heat exchanger is less than the setpoint, then the signal
out of 90AT-1 will open the VA32-2 valve further in the R-B position, reducing the flow of coolant to
the heat exchanger and thus reducing the air temperature. The 3-Way Control Valve arrangement also
includes a Pneumatic Pressure Regulator (VPR68-2). Instrument Air is supplied from the Purge Air
control system. The Instrument Air path continues from the 3-way regulating valve to the solenoid op-
erated stop valve. The stop valve shall be open during liquid fuel operation and closed during gas fuel
operation. When closed, the minimum cooling water flow rate will be reduced to avoid overcooling
of the air exiting the atomizing air pre-cooler during purge mode. A vent line located at the outlet end
of the heat exchanger provides a constant minimum flow through the heat exchanger to remove any
air bubbles that might otherwise become trapped around the upper tubes of the bundle. Three valves
are installed to allow the heat exchanger to be isolated for maintenance. Two 4" butterfly valves are
provided at the inlet and outlet of the heat exchanger, and a 1" ball valve is located in the vent line at
the outlet end of the heat exchanger. To prevent thermal expansion of an enclosed fluid the isolation
valves should always be open except during maintenance. The pressure relief valve is provided in case
the system is heated while the isolation valves are closed. If this accidentally occurs, the relief valve
will blow off the hot coolant before the vessel is ruptured.
C. Gas Turbine Base
The piping on the gas turbine base distributes coolant to the turbine supports and flame detector mounts.
The turbine supports are cooled so that thermal expansion is minimized thereby keeping rotor shaft
misalignment to a minimum. If the turbine supports were not cooled, the turbine end would expand
upward at a greater rate and to a greater extent than the compressor end of the gas turbine, creating
misalignment at the rotor shaft coupling flange. The effect of greater coupling flange misalignment is
a potential increase in vibration at the rotor shaft system bearings.
The piping on the gas turbine base distributes coolant to the flame detector mounts. The flame detector
mounts are cooled to extend the life of the flame detectors. The coolant jackets on the flame detector
mounts provided a thermal break in heat transfer conduction between the combustion can housing and
the flame detector instrument.
No temperature regulation is necessary for the turbine supports or flame detector mounts. The flow
rates of cooling water designed into the piping system provide excess cooling, assuring negligible im-
pact on cooling water temperature.
3
GEK 110422a 9FA Dual Fuel Cooling Water Systems
D. Generator
The generator has four simplex hydrogen gas coolers mounted in the vertical position. Heat from
the closed circuit gas stream is transferred to the coolant through them. Isolation butterfly valves are
provided on the coolant inlet and outlet of each gas cooler to allow servicing of the coolers without
draining the entire cooling water system. Under normal operation, all four coolers must be valved into
the cooling water system. Refer to the generator operating instructions for cooler servicing during unit
operation.
E. LCI
If the LCI cooler requires water for cooling during unit start up, then the cooling water is also sup-
plied to the LCI cooler (Load Commutated Inverter). The recommended piping arrangement is for the
cooling water to the LCI cooler to be piped in parallel with the Generator coolers. If the LCIs are
cross-connected the piping arrangement shall be in such a way that the LCI that starts the unit gets the
water for cooling.
F. Dual Tower Gas Dryer
The dual tower gas dryer contains a simple heat exchanger for use during the reactivation cycle of the
off-service tower. Refer to MLI G2SME for more detailed information on the dual tower gas dryer.
The heat exchanger lowers the temperature of the hydrogen being used to reactivate the desiccant in
the tower below its dew point, allowing moisture to be removed by the dryer unit’s moisture separator.
There are no isolation valves or instrumentation on the cooling water side of this subsystem. The flow
rate defined in the system schematic will provide the necessary cooling regardless of cooling water
temperature. Cooling water is not required for gas dryers employing a single tower design.
GE Power Systems
518 • 385 • 2211 TX: 145354
4
Tab 15
GEK 110220b
Revised March 2004
GE Energy
Gas Turbine Compressor Water Wash System
GEK 110220b Gas Turbine Compressor Water Wash System
I. GENERAL
Gas turbines can experience a loss of performance during operation as result of deposits of contaminants
on internal components. This loss is indicated by a decrease in power output and an increase in heat rate.
The deposits of atmospheric contaminants on compressor parts occurs with the ingestion of air.
The ingested air may contain dirt, dust, insects, and hydrocarbon fumes. A large portion of these can be
removed before they get to the compressor by inlet air filtration. The dry contaminants that pass through the
filters as well as wet contaminants, such as hydrocarbon fumes, have to be removed from the compressor
by washing with a water-detergent solution followed by a water rinse.
A. On-Base Supplied Equipment
The on-base turbine equipment supplied with this compressor wash system consists of piping from
the purchaser's connection on the base, air operated water injection valve(s), and the appropriate spray
manifold(s). Drains from the inlet plenum, combustion area, exhaust frame, and the exhaust plenum
are also provided.
The new false drain system includes a pneumatically operated FSD valves with limit switches for po-
sition detection. These new valves shall use customer supplied instrument air and therefore require
solenoid activation. The system also utilizes an RTD (Resistive Thermal Device) for measuring tem-
peratures inside the FSD piping arrangement. This same piping serves dual functions of removal of
fuel oil during false starts and/or removal of water during off-line water washes.
The schematic for this on-base water wash equipment is located in the Reference Drawing sections of
this manual.
B. Off-Base Equipment
The off-base portion of the water wash system, known as the water wash skid, contains both a water
tank and a detergent tank. The water tank is equipped with temperature sensors and electric heaters
to maintain proper water temperatures. The skid is equipped with a centrifugal water pump motor
(88TW-1) and a venturi used with the water pump to mix detergent solution. Also included on the skid
are the various control panels to initiate wash and to manually start/stop the appropriate devices. All
equipment is made of corrosion resistant material. The schematic for the water wash skid is included
in the Reference Drawings section of this manual.
All devices are set to give proper temperature, pressure, and flow. The settings for these devices can
be found in the device summary for the corresponding system.
C. Functional Description
During the washing operation, water or wash solution is delivered through customer piping to the gas
turbine in the proper mix ratio. The wash water solution is delivered to the turbine unit at the proper
pressure, temperature, and flow rate to wash the gas turbine compressor. Refer to the system schematic
in the Reference Drawing section for proper pressure(s), temperature(s), and flow rate(s) for this gas
turbine.
1. Water used for washing turbine parts should be reasonably clean so that it does not cause fouling
or corrosion in itself. Distilled or deionized water is recommended. Water quality requirements
are listed in Table 1 of GEK-107122 (Latest Revision). Oily or varnished oil deposits on internal
2
Gas Turbine Compressor Water Wash System GEK 110220b
gas turbine parts require that a detergent solution be used during the washing operation. The
detergent shall meet the requirements of GEK-107122 (Latest Revision), Appendix 1.
2. Compressor Washing Frequency
The frequency of compressor washing depends upon the severity and type of atmospheric con-
tamination that fouls the compressor and reduces performance. The recommended method for
establishing the frequency is to monitor gas turbine performance, comparing the routine perfor-
mance with the baseline performance to observe the performance trends.
If the performance has fallen significantly, and compressor fouling is suspected, it must be verified
by visual inspection. This visual inspection should include the compressor inlet, bellmouth, inlet
guide vanes and the first and, possibly, the second stage of the compressor blades.
NOTE
Inspection should be made for the source of the oily deposits. If possible, correc-
tive action should be taken.
D. Washing System Operation
1. General
a. Off-line Water Wash
Off-line water washing should be scheduled during a normal shutdown, if possible. This will
allow enough time for the internal machine temperature to drop to the required levels for the
washing. The time required to cool the machine can be shortened by maintaining the unit at
crank speed. During this cooling of the turbine, the wash water may be heated to the proper
level.
Refer to GEK-107122 (Latest Revision) for gas turbine compressor liquid washing recom-
mendations
b. On-line Water Wash
The period between off-line water washes can be extended via frequent on-line washing.
When the compressor is suspected of being heavily fouled, an off-line wash should be per-
formed.
The on-line compressor wash system allows an operator to water wash the turbine compres-
sor without having to shut down the turbine. The method of washing is similar in many ways
to the off-line system. Both systems use the same pump, 88TW-1, and piping to supply high
quality wash solution to the compressor. When the supply pipe reaches the vicinity of the
turbine base, it splits into two branches, one for the off-line system and one for the on-line
system. Each branch contains a stop valve, flow control orifice, manifold(s) and spray noz-
zles.
There are significant differences, though, between the two systems. GE recommends against
the use of detergents during on-line washing, while the use of detergents during off-line wash-
ing are encouraged. The on-line wash water requirements differ from that of off-line wash
3
GEK 110220b Gas Turbine Compressor Water Wash System
solution and must meet the requirements of Table 1 of GEK-107122 (Latest Revision) for
on-line washing. Finally, the on-line system proceeds automatically after it is manually initi-
ated; whereas, the off-line system requires operator intervention before and after the wash.
NOTE
When using a detergent solution for on-line washing, it is recommended that the
wash be followed by enough rinse water to remove the detergent residue from the
wash nozzles at the spray manifold. This will prevent the detergent solutions from
drying and clogging the nozzles.
2. Mandatory Precautions
Before water washing of the compressor begins, the turbine blading temperature must be low
enough so that the water does not cause thermal shock.
CAUTION
The differential temperature between the wash water and the interstage wheelspace
temperature must not be greater than 120°F (67°C) to prevent thermal shock to the
hot gas parts. The maximum wheelspace temperature as per TIL 1196–1 must be
no greater than 150°F (65.5°C) as measured by the digital thermocouple readout
system on the turbine control panel.
To reduce this difference, the wash water may be heated and the turbine kept on crank until the
wheelspace temperatures drop to an acceptable level. The wheelspace temperatures are read in
the control room.
CAUTION
If, during operation, there has been an increase in exhaust temperature spread
above the normal 15°F to 30°F (8.3°C to 16.6°C), the thermocouples in the ex-
haust plenum should be examined. If they are coated with ash, the ash should be
removed.
Radiation shields should also be checked. If they are not radially oriented relative to the turbine,
they should be repositioned per the appropriate drawing. If the thermocouples are coated with
ash, or if the radiation shields are not properly oriented, a correct temperature reading will not be
obtained.
If neither of the above conditions exists and there is no other explanation for the temperature
spread, consult the General Electric Service Engineering representative.
4
Gas Turbine Compressor Water Wash System GEK 110220b
***WARNING***
THE WATER WASH OPERATION INVOLVES WATER UNDER

HIGH-PRESSURE. CAUTION MUST BE EXERCISED TO EN-
SURE THE PROPER POSITIONING OF ALL VALVES DURING
THIS OPERATION. SINCE THE WATER MAY ALSO BE HOT,
NECESSARY PRECAUTIONS SHOULD BE TAKEN IN HAN-
DLING VALVES, PIPES, AND POTENTIALLY HOT SURFACES.
NOTE
Before water washing the compressor, inspect the inlet plenum and gas turbine
bellmouth for large accumulations of atmospheric contaminants that could be
washed into the compressor. The deposits can be removed by washing with a
garden hose.
II. FALSE START DRAIN SYSTEM
The false start drain system shall be designed in accordance with the latest version of GEK 110885 and
GEK 110886. After a failure to fire on liquid fuel, the liquid fuel must be completely drained from the
system. TIL 1424-1R2 shall be followed after a failure to fire on liquid fuel. The false start drain valves are
instrument air operated with a open and closed limit switch. The liquid fuel from the combustion cans will
drain from a common header for the lower combustion cans through the false start drain valve (VA17-1A).
The position of this valve is controlled by a solenoid valve (20TFD-1). The limit switches (33TFD-1 and
33TFD-2) are used to verify valve position and take action if required.
5
GEK 107122B
New Information, April 1999
Revised, January 2001
GE Power Systems
Gas Turbine
F-Class Gas Turbine Compressor Washing

Liquid Washing Recommendations for Gas Turbines with Pulsed
Water Wash Systems
GEK 107122B F-Class Gas Turbine Compressor Washing
TABLE OF CONTENTS
I. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
III. TYPES OF FOULING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
IV. METHODS OF DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

A. Visual Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
B. Performance Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
V. WATER AND WATER AND DETERGENT WASHING METHOD . . . . . . . . . . . . . . . . . . . . . . . 4
VI. ALLOWABLE CONDITIONS FOR WATER WASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
VII. TECHNICAL REQUIREMENTS FOR WATER WASH SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
VIII. WASHING AND RESTORATION OF PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

A. Off-Line Compressor Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
B. On-Line Compressor Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
C. Results of Washing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
LIST OF TABLES
Table 1 Quality Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Table A1 Chemical Content of Washing Detergent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2
I. SCOPE
The scope of this document is to present the methods of compressor washing approved by General Electric.
Two methods of liquid washing are employed – on–line and off–line. On–line washing is the process of in-
jecting water into the compressor while the unit is running near base load with open IGV’s. Off–line washing
is the process of injecting cleaning solution into the compressor while the unit is rotating at part speed. The
advantage of on–line washing is that it can be done without having to shut down the machine. On–line wash-
ing, however, is not as effective as off–line washing; therefore, on–line washing is used to supplement off–
line washing, not replace it.
This document applies to all gas turbine models offered by Gas Turbine Division which have the capability
to perform a pulse mode off–line water washing.
NOTE
It is recommended that a unit-specific procedure and checklist be created by each

customer. The procedure and checklist should include configuring the unit for wa-
ter wash, performing the wash and restoration following the wash. These proce-
dures should conform to the enclosed general guidelines. It is recommended that
the customer include a specific valve line–up before, during, and after the wash in
their procedure. General Electric can provide technical assistance in preparing the
unit specific procedures and checklists.
II. INTRODUCTION
A loss in gas turbine performance is detected by a decrease in power output and an increase in both heat rate
and fuel consumption. The loss of performance is a direct result of fouling of the axial flow compressor.
Fouled compressors result in reduced airflow, lower compressor efficiency and a lower compressor pressure
ratio.
Compressor washing will assist in removing the fouling deposits and restoring performance. It should be
noted that full power may not always be regained if significant fouling has occurred. Regular compressor
washing will help maintain performance as well as allowing each wash to be more effective. Specific inter-
vals shall be determined based on customer performance and site conditions. Compressor washing may also
slow the progress of corrosion, thereby increasing blade life and reducing the contribution of corrosion prod-
ucts to the formation of fouling deposits.
III. TYPES OF FOULING
The type and rate of fouling of an axial compressor depends on the environment in which it operates and the
inlet filtration present. Experience has shown that fouling deposits consist of varying amounts of moisture,
oil, soot, water-soluble constituents, insoluble dirt and corrosion products of the compressor blading materi-
al. Fouling deposits are typically held together by moisture and oil. If corrosion of the blading is occurring,
the corrosion products will promote and stabilize the deposit.
It is important to minimize fouling deposits by reducing oil leaks and the ingestion of oily constituents (lube
oil fumes). Good filtration may greatly reduce fouling. Moisture formation cannot be reduced in humid envi-
ronments. Moisture is formed in the compressor inlet when humid air is cooled below its dew point as a result
of being accelerated to about Mach = 0.5. GER 3601, “Gas Turbine Compressor Operating Environment and
Material Evaluation,” discusses the factors influencing compressor fouling and corrosion.
3
GEK 107122B Gas Turbine Compressor Washing
IV. METHODS OF DETECTION
There are two basic methods for determining the cleanliness of the compressor. Visual inspection and perfor-
mance monitoring. Both of these are described below.
A. Visual Inspection
Visual inspection involves shutting the unit down, removing the inlet plenum inspection hatch, and visu-
ally inspecting the compressor inlet, bellmouth, inlet guide vanes and early stage blading.
If any deposits, including dust or filmy deposits, can be wiped or scraped off these areas, the compressor
is fouled sufficiently to affect performance. The initial inspection also reveals whether the deposits are
oily or dry. For oily deposits, a water-detergent wash is required. Location of the source of the oil and
correction should be accomplished before washing to prevent recurrence of the fouling.
If only dry deposits are found, water alone may be sufficient.
B. Performance Monitoring
A second method for detecting a fouled compressor is performance monitoring. Performance monitor-
ing involves obtaining gas turbine data on a routine basis, which in turn is compared to base line data
to monitor trends in the performance of the gas turbine.
The performance data is obtained by running the unit at steady-state BASE load and recording output,
exhaust temperature, inlet air temperature, barometric pressure, compressor discharge pressure and tem-
perature, and fuel consumption. The data should be taken carefully with the unit warmed up and running
under normal operating conditions.
GEK 28166, “Field Performance Testing Procedure,” can be used as a guide for assessing machine per-
formance both before and after cleaning the compressor. The purpose of this particular document is to
establish the performance of generator drive machines. The appropriate portions can, however, also be
used for assessing cleaning effectiveness for other applications.
Output and heat rate can be corrected to a standard condition using the turbine performance curves, and
an analysis may be made of compressor pressure ratio and efficiency. The current performance levels
can be compared to base line data and will aid in determining the problem area.
If performance analysis indicates compressor fouling, it should be verified by a visual inspection.
V. WATER AND WATER AND DETERGENT WASHING METHOD
It is recommended that on-line water washing be addressed in the facility’s operating air permit. Regulators
may interpret this as an additional short-term emissions source, requiring an exemption similar to that pro-
vided for start-up, shutdown and transient conditions.
General Electric does not recommend the use of detergents during on-line washing. For off-line washing,
GE does recommend and encourages the use of detergents. The detergent effectiveness during an on-line
wash is limited since there is no soak period as with the off-line wash. As the on-line washing practice has
been found to be most effective when carried out daily, the specification on the liquid must be more restrictive
for on-line washing than off-line washing. The duration of an on-line wash is limited to 30 minutes per day
to minimize the potential for water erosion of the forward section of the compressor. The water specifications
for on-line washing are given in Table 1. Likewise, the water or detergent solution being used during off-line
4
washing shall also meet the specifications in Table 1. The concentrated detergent which may be used for off-
line washing must adhere to the Compressor Washing Detergent Specification in Appendix 1 of this docu-
ment. Additional restrictions are required to ensure no harm will result to turbine components.
With the exception of the pH, the restrictions in these specifications are concerned with deposits and corro-
sion of the hot gas path. The pH restriction is concerned with corrosion in the water-handling system. High-
purity demineralized water after contact with air will have a pH in the range of 5.0 to 6.0. Thus, allowance
has been made in the pH level provided that this is the reason for the low pH.
In general, deposits will contain some water-soluble material and oils. The latter will be more amenable to
removal by detergent, but the deposit may be removable by water washing alone, depending on the amount
of water-soluble material present. Hot water at 150 to 200°F (66-93°C) is generally more effective than cold
water, but is not required.
There are a number of detergents commercially available for the purpose of cleaning the compressor, some
of which, along with the deposits that have been removed, may constitute a hazardous solid waste (as defined
by the United States Environmental Protection Agency) when used for an off-line wash. Because of this pos-
sibility, local regulations should be considered for storing, handling and treating of the water wash effluent
when the drain and containment system is designed.
VI. ALLOWABLE CONDITIONS FOR WATER WASH
For an on-line wash the compressor inlet temperature, CTIM from the Turbine Control Panel, must be greater
than 50°F (10°C). This prevents the formation of ice at the inlet guide vanes and compressor inlet. CTIM
must be measured with inlet bleed heat off.
On-line water washing shall not be performed while inlet bleed heat is operating for any reason. Do not force
inlet bleed heat off to satisfy this restriction. If inlet bleed heat turns on for any reason while washing, the
water wash procedure should be suspended.
For off-line water wash the operator must take appropriate precautions to prevent freezing in the compressor
inlet, gas turbine, exhaust and drain system. Off-line water washing shall not be performed at compressor
inlet temperatures, CTIM, less than 40°F (4°C), measured while cranking.
VII. TECHNICAL REQUIREMENTS FOR WATER WASH SKID
The following minimum technical requirements must be met in order for the water wash skid to interface
with the turbine control panel for off-line pulse mode water wash applications:
A. Water Wash Skid outlet shall meet the flow, pressure, and temperature requirements defined in the Piping
Schematic Diagram (MLI 0442).
B. The Turbine Control Panel shall cycle valve VA16–1, via solenoid driver 20TW–4, open and closed dur-
ing the off-line water wash during the wash and rinse cycles. The valve shall not be open greater than
one minute when sending water to the off-line manifold. In addition, the valve shall be closed for a mini-
mum of 3 minutes and a maximum of 20 minutes between on/off cycles, depending on the wash mode.
C. Interface points:
1. Piping connection to PC WW1 on MLI 0442.
5
2. Contact output from turbine control panel to water wash skid identifying start/stop of pump during
wash/rinse cycles.
3. Contact output from water wash skid to turbine control panel indicating water flow to turbine.
4. Control output from water wask skid to turbine control panel indicating trouble.
If a customer or AE provides the water wash skid, then the party providing the skid shall be responsible
for the proper function and operability of the water wash skid.
VIII. WASHING AND RESTORATION OF PERFORMANCE
A. Off-Line Compressor Wash
The intention of this portion of this recommendation is to isolate all air extraction points and drain all
low points to prevent water wash effluent from entering the piping systems. General Electric recom-
mends that all piping, which may come in contact with water, have a continuous slope to a drainable low
point without traps. It is recognized that additional isolations and drains may be required depending on
specific systems, equipment and customer supplied equipment and interconnect piping. It should be fur-
ther recognized that valve and control logic nomenclature may vary. It is recommended that the customer
develop a customized checklist for the preparation and restoration of the gas turbine for an off-line water
wash, especially a valve line-up before, during and after a wash. The approximate volume of drain water
collected during a complete off–line wash cycle can be found in Table 2.
Off-line compressor water wash is recommended if compressor performance due to fouling degrades
10% or greater.
1. Preparation1.
a. Off-line washing solution must meet the requirements of Table 1 and the detergent concentrate
must meet the requirements of Appendix 1.
b. The cooldown procedure must be continued until the second stage wheelspace temperature has
been lowered to at least 150°F (65.6°C) when measured at 30 RPM or less. See TIL 1236-2 for
details.
CAUTION
To prevent thermal shock, the average wheelspace temperature must be no

more than 120°F (67°C) greater than the water wash temperature.
c. If the unit is equipped with off-base atomizing air compressor(s), the operating compressor
should be de-energized during the pulse mode water wash cycle.
d. If necessary, close flame detector valves or blank-off, based on both the type of flame detector
and gas turbine model. Water may foul the flame scanners and make start-up difficult.
e. Fuel manifold low point drains are to remain closed during the pulse mode wash cycle. Open at the
end of the rinse cycle, prior to the start of the drying cycle to ensure that no water is present in the
manifold(s).
f. Manually isolate systems, open drains and divert drains as follows:
6
• The flow through the false start drain valves (VA17) must be diverted from the sludge tank
to a water wash effluent tank on turbines that operate on liquid fuel or have the capability
to do so. On gas-only machines there may be no false start drain valves, only manual water
wash drain valves.
NOTE
The false start drain flow or any flow that goes normally to the sludge tank must
be diverted from its “normal” path into the sludge tank to the water wash effluent
drain system to prevent an overflow of the sludge tank. In addition, the false start
drain effluent should be visible to evaluate the effectiveness of the wash cycle.
• Open the inlet plenum water wash drain valve at or near the bottom of the inlet plenum.
• Open the water wash drain valve(s) in the combustion chamber water wash drain header as
well as the water wash drain valve in the manway cover.
• Close the isolation valve in the gas vent line off of the false start drain header, if applicable.
• For gas-only machines, open the main water wash drain valves in the turbine shell and ex-
haust frame drains.
• Close valve installed in the AD–2 lines (MLI 0417) supplying compressor discharge air to
the false start drain valves, if applicable, and open downstream drain.
• Switch motor controller for the turbine exhaust frame cooling fan motors, 88TK–1 and
88TK–2 in the manual “ON” position (if provided).
• Open the exhaust plenum water wash drain valve at or near the bottom of the exhaust ple-
num.
NOTE
This step is necessary to prevent wash water from entering the exhaust frame cool-
ing system during the wash cycle.
g. The atomizing air system (refer to MLI 0425), if provided, is to be isolated in the following man-
ner:
• Close isolation valve on the inlet side of the atomizing air system from AD–8 line.
• Open atomizing air separator drain valve (if provided).
h. The cooling and sealing air circuitry (refer to MLI 0417) is isolated in the following manner:
• Close isolation valves in AE–9 and AE–13 lines. Open all low point drains just upstream
of these isolation valves (CA52 and CA53).
• Close valves in all compressor discharge pressure transducer supply lines (AD–4).
• Close isolation valve upstream of AD–6. Open low point drain (CA54) on inlet side of
AD–6.
7
• Close isolation valves to AD–1, 3 and if provided, AD–5, AD–7, AD–10, AD–11 lines.
• Close isolation valve on the inlet side of the gas purge system from PA3 line, if provided.
• Close valve in bearing sealing air supply line AE–5 from air extraction (if provided).
i. The inlet heating system (refer to MLI 0432), if provided, is isolated in the following manner:
• Close VM15–1 manually, or if motorized valve is provided, ensure it is closed.
• Open low point drain (CA20) in interconnecting piping.
2. Washing Procedure
Prior to installing the on–line and off-line nozzles and using the water wash system for the first time
in the field, a preliminary flushing procedure shall be performed on the water wash supply lines to
free the system of burs, dust, weld fragments, etc. The flushing recommendations may be found in
363A4220, “Water Washing Flushing Procedure.”
Prior to initiating the wash, the bellmouth, struts, and IGV’s should first be hand cleaned to prevent
these deposits from being washed into the compressor during the cleaning. Refer to procedure
361A6297, “Water Washing Hand Cleaning Procedure.”
The off-line water wash flow rate is specified by the off line flow tag located on the on-base water
wash system schematic (MLI 0442).
NOTE
The orifice upstream of the pneumatic injection valve VA16–1 shall be sized by
the customer in order to supply the proper pressure, and thus flow, to the off-line
spray nozzles. Verification that this orifice has been resized should be performed
prior to washing.
The following steps shall be performed on the water wash skid (if provided by General Electric)
prior to initiating the pulse mode water wash:IX.A.1.
a. Turn on the skid breaker panels.
b. Set the HANDS/OFF/AUTO switch in the AUTO position in order to enable starting of the skid
pump 88TW–1 via the PLC.
c. PLC on the skid will check skids required parameters.
Utilize the detergent pulse mode water wash procedure which follows:X.A.1.
a. On the Turbine Main Control Display Screen, place the Master Select Switch in the CRANK
position. Select the Water Wash Control User Defined Display on the turbine control panel CRT.
Select OFF-LINE WATER WASH ON (L43Bwon_CPB).
At this time, the turbine is prohibited from firing.
8
b. From the Main Control Display, initiate a turbine START signal. This command will crank the
turbine to water wash speed via the LCI once the temperature permissives (wheelspace and inlet
temperatures) have been met.
c. When cranking speed and no flame detection signals are detected, IGV’s will go to full open
position. The IGV’s will remain in the full open position throughout the wash cycle. The se-
quencing will now initiate the pre-wash cycle.
A pre-wash will be initiated in order to flush all the loose contaminates such as dust and dirt from
the compressor prior to applying detergent during the detergent cycle. This is a water only applica-
tion which reduces the amount of dirt particles which may become entrained in the detergent foam.
NOTE
The pulse mode sequencing shall operate 3-way solenoid valve 20TW–4 such that
the 2-way air actuated VA16–1 is open during the pre-wash pulse(s) and all other
pulses that follow. Likewise, 20TW–4 shall close VA16–1 between pulses.
At the conclusion of the pre-wash cycle, the water wash pump will fill the supply piping with a wa-
ter/detergent mixture in preparation for the detergent cycle.
d. Place the 3-way customer supplied (if applicable) valve upstream of PC WW1 to the drain posi-
tion.
e. On the water wash skid, place the normally closed ball valve upstream of the venturi, in deter-
gent line, to the open position.
f. Set the HANDS/OFF/AUTO switch in the HANDS position which shall manually start the
wash skid motor/pump. Allow the pump to run for the appropriate time required for flushing
(each site may have a different time based on the pump flow and piping arrangement).
g. When a consistent water/detergent mixture is present at the drain port of the 3-way valve or at
the nozzle per visual inspection, return the HANDS/OFF/AUTO switch in the AUTO position.
h. Return the 3-way valve to the normal position.
Steps d through h in this procedure ensure that both water and detergent are present in the line up-
stream of VA16–1 prior to initiating the washing cycle.
i. The water wash control logic will be in a hold position. After the previous step has been com-
pleted, select CONTINUE WASH push–button (L43DET_CPB).
j. The detergent/water solution will be injected into the unit during the wash cycle(s) followed
by the appropriate soaking period between the wash cycle(s).
At the conclusion of the soaking period, the customer supplied piping shall be flushed with water
prior to rinsing via steps k through o which follow.
k. Place the 3-way customer supplied (if applicable) valve upstream of PC WW1 to the drain posi-
tion.
9
l. On the water wash skid, place the normally closed detergent ball valve upstream of the venturi
in the closed position.
NOTE
Step k is important in preventing detergent from entering the off-line manifold dur-
ing the rinse cycle.
m. Set the HANDS/OFF/AUTO switch in the HANDS position which shall manually start the
wash skid motor/pump. Allow the pump to run for the appropriate time required for flushing
(each site may have a different time based on the pump flow and piping arrangement).
n. When only water without detergent is present in the off-line water wash supply line, return the
HANDS/OFF/AUTO switch in the AUTO position.
o. Return the 3-way valve to the normal position.
The previous steps k through o ensure that only water is allowed to enter the unit during the rinse
cycle. The object of the rinse cycle is to remove detergent from the surface areas of the compressor
blades and to rinse the remainder of the unit.
p. The rinse cycle will begin when the operator selects the RINSE Push-Button
(L43RINSE_CPB).
q. After completing the initial rinse cycle, the operator will have the choice to select an additional
rinse cycle via PULSE Push-Button (LOFL_XTR_CPB) or END RINSE CYCLE Push But-
ton (LOFL_END_CPB). If the operator elects to choose additional rinse cycles, the choice still
exists to add a rinse cycle to make sure that the unit is free of detergent/contaminants. The Rinse
Mode will be terminated when the operator selects the END RINSE CYCLE Push-Button
(LOFL_END_CPB).
r. After completing the rinse cycle(s), an operator will stop the unit by selecting the STOP push-
button off of the Turbine Control Panel interface display. This will allow the unit to coast down
to turning gear speed to drain any remaining water in the unit.
s. The WATER WASH OFF Push Button (L43BWOFF_CPB) should be selected at this time
from the Turbine Control Panel interface display.
t. Open the Gas Fuel manifold low point drains.
u. Start the unit back up for the drying cycle. The drying cycle is designed to remove any residual
water left in the unit that has yet to drain out. A Master Reset may be required before selecting
START again.
v. At the end of the 20 minute drying cycle, an operator will have to visually check the various
off-line water wash drain ports on the gas turbine to ensure that no water wash effluent is flow-
ing out of the unit. All water wash low point drains should be open at this time including all low
point drains in the gas fuel, atomizing air system, inlet bleed heat and purge systems to ensure
that no water has entered these systems. Once it has been confirmed that no water is draining
from the unit, the drying cycle can be brought to a close by initializing a turbine STOP signal.
10
NOTE
In the event of an aborted water wash, the unit shall not be re–started until the full
rinse and drying cycle is completed.
w. To end the off-line water wash drying cycle, select the OFF Push-Button from the turbine con-
trol panel interface display. This step terminates your Off-line Water Wash.
3. RestorationXI.A.1.
a. Open the hand valves or remove blank-off plates on flame detectors, if applicable.
b. If applicable, set off-base atomizing air compressor motor to AUTO.
c. Return the following manual valves to their previous position in the order listed:
• The flow through the false start drain valves (VA17) must be diverted back from water wash
effluent tank to the sludge tank on turbines that operate on liquid fuel or have the capability
to do so (not applicable to gas-only machines).
CAUTION
It is important that the line that allows waste fuel to drain to the sludge tank be
kept open after water washing and during normal turbine startup and operation,
so that fuel or water which may accumulate in the exhaust plenum can continu-
ously drain out of the plenum. Accumulation of waste fuel in the exhaust ple-
num is potentially hazardous.
• Close the inlet plenum water wash drain valve at or near the bottom of the inlet plenum.
NOTE
This step is important in preventing the intake of dirt, etc., into the compressor.
• Close the water wash drain valve(s) in the combustion chamber water wash drain header
as well as the water wash drain valve in the manway cover.
• Open the isolation valve in the gas vent line off of the false start drain header, if applicable.
• For gas-only machines, close the main water wash drain valves in the turbine shell and ex-
haust frame drains.
• Open valve installed in the AD–2 lines (MLI 0417) supplying compressor discharge air to
the false start drain valves, if applicable, and close downstream drain.
• Switch motor controller for the turbine exhaust frame cooling fan motors, 88TK–1 and
88TK–2 in the manual “AUTO” position (if provided).
• Close the exhaust plenum water wash drain valve at or near the bottom of the exhaust ple-
num.
11
d. The atomizing air system (if provided) is to be restored to the normal start-up and running mode
in the following manner:
• Close all low point drains in the atomizing air lines.
• Open isolation valve on the inlet side of the atomizing air system from AD–8 line.
CAUTION
It is critical that this valve be opened to prevent damage to the turbine.
• Close atomizing air separator drain valve, if provided.
• Open isolation valve on the inlet side of the gas purge system from PA3 line, if provided.
CAUTION
e. The cooling and sealing air circuitry is reengaged in the following manner:
• Open manual isolation valves in AE–9 and AE–13 lines.
CAUTION
It is critical that the 9th and 13th stage extraction valves are open prior to firing
the unit in order to prevent damage to the turbine.
• Close all low point drains just upstream of these isolation valves in lines AE–9 and AE–13
(CA52 and CA53).
• Open valves in all compressor discharge pressure transducer supply lines (AD–4).
CAUTION
It is critical that these valves be completely opened to prevent damage to the

turbine.
• Open isolation valve upstream of AD–6.
CAUTION
In configurations where AD–6 is used to supply gas purge, it is critical that this
valve be completely opened to prevent damage to the turbine.
• Close low point drain (CA54) on inlet side of AD–6.
• Open isolation valves to AD–1, 3 and if provided, AD–5, AD–7, AD–10, AD–11 lines.
• Close valve in bearing sealing air supply line AE–5 from air extraction (if provided).
12
CAUTION
f. The inlet heating system (if provided) is restored to the normal start-up and running mode in
the following manner:
• Open VM15–1 manually, or if motorized valve is provided, ensure it is opened.
• Close low point drain (CA20) in interconnecting piping.
• Close all manifold low point drains opened during drying cycle.
• Close all low point drains in purge, atomizing air, and inlet bleed heat systems if opened
during drying cycle.
NOTE
When the OFF-LINE WATER WASH OFF is selected, the permissive is in place
to allow the unit to fire and the permissive is removed to allow the VA16–1 valve
to be opened.
NOTE
Within 24 hours of completing an off–line water wash and restoring the unit to the
normal firing configuration, the unit should run at FSNL for 5 minutes.
B. On-Line Compressor Wash
The intent of on-line washing is to extend the period between off-line washes through frequent washings
of short duration. When the compressor is suspected of being heavily fouled, an off-line wash should
be performed.
In the past, on-line water washing may have resulted in a fogging over of flame detector lenses, based
on the type of flame detector, gas turbine model, and combustion system. Operating experience has
shown that this is not a problem with DLN 2.0, 2.0+, and 2.6 combustion systems. It is noted that the
on-line wash may result in unacceptable emission output levels during the washing cycle.
Adding water for wash will increase the compressor pressure ratio and thus reduce the surge margin.
Under normal circumstances, there is ample surge margin to allow for washing and steam or water injec-
tion for NOx control or power augmentation. However, the following steps are recommended prior to
performing an on-line wash.XII.
1. PreparationA.1.
a. On-line washing solution must meet the requirements of both Table 1 and Appendix 1.
b. Turbine must be running at full speed and not in the process of shutting down.
13
c. Compressor inlet temperature, CTIM, must be greater than 50°F (10°C). Refer to TIL1153–3
for information on cold weather on-line water wash. On-line water washing should not be per-
formed while inlet bleed heat is operating for any reason. Do not force inlet bleed heat off to
satisfy this on-line wash requirement.
d. For units operating with water or steam injection for NOx control or power augmentation, the
water or steam injection should be selected off or reduced to 3% maximum of compressor inlet
flow.
2. Washing ProcedureXIII.A.1.
a. The unit should be operating at base load.
b. Once the permissives have been satisfied, the operator is to select ON-LINE WATER WASH
ON push button (L83WWON_CPB). The unit should be unloaded (approximately 3%), slight-
ly off base load, transitioning from temperature control to speed control. This will prohibit the
unit from “peaking” during the wash cycle.
NOTE
Selection of On-Line wash is not sealed in if the permissives are not met at any
time. On-Line Water Wash On will have to be reselected once the fault or permis-
sive is clear.
c. The unit controller will then open the on-line water wash inlet valve VA16–3 and signal the wa-
ter wash pump to start.
d. If all permissives are met, the on-line wash cycle will begin and continue for approximately 30
minutes.
e. The operator can abort the on-line wash at any time by selecting ON-LINE WATER WASH
OFF (L83WWOFF_CPB).
f. At the end of the cycle the on-line wash will automatically select off.
g. At the conclusion of the on-line wash, the operator is to select BASE LOAD or some other de-
sired load target to return the unit to normal service.XIV.A.B.
C. Results of Washing
After cleaning, there should be a noticeable increase in performance based on the site conditions and
gas turbine models. Increase in performance is a function of how fouled the compressor was initially.
An increase in BASE load power of 10% is not uncommon following an off-line wash. This can be con-
firmed by comparing restored performance data to levels of performance before washing, utilizing the
procedure in GEK 28166 for generator drive machines and the appropriate procedure for other applica-
tions as previously described under Performance Monitoring. It should be noted that full power may not
always be regained once significant fouling occurs. Regular compressor washing will help maintain per-
formance. Specific intervals must be determined based on customer performance.
14
TABLE 1
QUALITY SPECIFICATION
OFF-LINE WASHING (for water only or detergent and water applications)

TOTAL SOLIDS (dissolved and undissolved) 100 ppm
TOTAL ALKALI METAL 25 ppm
OTHER METALS WHICH MAY PROMOTE 1.0 ppm

HOT CORROSION (i.e. lead, vanadium)
pH (determined by glass electrode) 6.5 to 7.5

See Table A1 in Appendix 1 for chemical specifications.
ON–LINE WASHING (for water only applications)
TOTAL SOLIDS (dissolved and undissolved) 5 ppm
TOTAL ALKALI AND OTHER METALS WHICH 0.5 ppm
MAY PROMOTE HOT CORROSION
pH (determined by glass electrode) 6.5 to 7.5
TABLE 2
APPROXIMATE WATER USAGE DURING AN OFF–LINE COMPRESSOR WASH
Gas Turbine Total Volume Volume of Five Additional Rinse Pulses
MS7001FA+e 1650 250

MS9001FA+e 2400 300
Total volume represents the minimum volume of water that may be used during a
complete off–line compressor wash. Total volume will vary based on the operator’s
decision to perform or bypass additional rinse pulses following the rinse sequencing.
15
APPENDIX
COMPRESSOR WASHING DETERGENT SPECIFICATION
I. SCOPE
A. This specification is for cleaning compounds for use in compressor washing. It is required that these
compounds will not cause harm to gas turbine components. Thus, their purity and composition must be
such that they do not cause aqueous corrosion or stress corrosion of compressor materials. Also, it is
required that they do not cause hot corrosion in the turbine. Furthermore, they must not lead to compres-
sor fouling. With regard to the cleaning agents themselves, they must be chemically stable in themselves
and in their mixtures with water. Also, they must not form combustible mixtures and they should satisfy
all local codes relative to health and safety requirements. Compliance with this specification does not
imply a cleaning compound improves the cleaning of a compressor over and above what can be obtained
from water alone.
II. REQUIREMENTS
A. The cleaning compound when mixed with water in the manufacturer’s prescribed concentration shall
satisfy the water washing specifications for on-line and off-line water quality given in Table 1. In the
pure state it shall satisfy the specification given in Table A1.
B. The residue or ash content of the cleaning compound shall not exceed 0.01%. See test IV A.
C. The storage stability of the cleaning compound shall show no marked color change, shall not separate
and shall not corrode or stain the steel specimen when tested as specified in test 4.5.16 of
MIL–C–85704A. This test is given in IV B.
D. The cleaner and its mixtures with water shall not form gums under compressor conditions.
E. The Pensky-Martens flash point of the cleaning compound shall be above 140°F (60°C) (ASTM D93).
III. MATERIAL COMPATIBILITY
A. Use of the cleaning compound shall not have adverse effects on engine system materials such as com-
pressor or turbine materials.
IV. TESTS
A. Ash content: preparation of test samples
Approximately 10 g of cleaning compound shall be weighed to the nearest 0.1 mg in a tared porcelain
crucible. The crucible shall be heated at 221° ± 2°F (105° ± 1°C) for 24 hours, then heated at 464° ± 4°F
(240° ± 2°C) for the next 24 hours. Following this, the crucible and its contents shall be carefully ignited
over a Bunsen-type gas burner. The crucible shall then be placed in a muffle furnace at 1,900°F
(1,040°C) for 2 hours. The crucible shall be transferred to a desiccator, cooled and weighed until constant
weight. The ash content shall be calculated as the percentage of the initial weight of cleaning compound.
16
B. Accelerated storage stability (from MIL–C–85704A)
1. Preparation of test sample
A 150-ml portion of a well-shaken cleaning compound shall be poured into each of two chemically
clean 250-ml pressure-resistant clear glass bottles which shall be approximately 9.5 inches (24.1
cm) in height and 2.5 inches (6.4 cm) in outside diameter. One bottle shall be capped and stored in
the dark for at least six days at room temperature. A strip of steel 6 by 0.5 by 0.02 inches (15.2 x
1.3 x 0.05 cm) conforming to MIL–S–7952 shall be polished to remove surface contamination and
then cleaned by boiling for one minute in chemically pure isopropyl alcohol and one minute in min-
eral spirits. The steel strip shall be placed in the other test bottle and the bottle shall be capped. The
capped bottle containing the steel strip shall be thoroughly shaken for one minute.
2. Procedure
The capped bottle containing the steel strip shall be placed in a water bath and heated at a uniform
rate to a temperature of 140° ± 4°F (60° ± 2°C) over a period of five hours. It shall be held at this
temperature for three hours. No heat shall be applied to the bath overnight. The above heating proce-
dure shall be repeated each day for five days. (This test need not necessarily be attended if an interval
time is used to regulate the temperature automatically. The test may be started on a Wednesday,
Thursday or Friday and still have the pressure bottle removed on a normal workday.) On the morning
of the sixth day, the bottle shall be removed from the bath, uncapped, examined for separation and
the steel strip carefully withdrawn from the cleaning compound. Separation into layers shall be
cause for rejection. The portion of the steel strip which had been immersed in the compound shall
be examined for evidence of pitting, corrosion and uneven darkening. The open bottle shall be
capped and the two bottles shall be thoroughly shaken for one minute, then allowed to remain undis-
turbed for one hour at room temperature and then examined. Any marked change in the color and
uniformity of the aged sample shall be considered as showing unsatisfactory stability properties.
TABLE A1
CHEMICAL CONTENT OF WASHING DETERGENT
Total alkali metals 25 ppm max
Magnesium + calcium 5 ppm max
Vanadium 0.1 ppm max
Lead 0.1 ppm max
Tin + copper 10 ppm max
Sulfur 50 ppm max
Chlorine 40 ppm max
17
GEK 28166A
Revised January 1997
GE Power Systems
Gas Turbine
Field Performance Testing Procedure
GEK 28166A Field Performance Testing Procedure
TABLE OF CONTENTS
I. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. PURPOSE OF TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
III. TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

A. Fuel Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
IV. EVALUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
V. CONCLUSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
GAS TURBINE PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–11
FIGURE
Figure 1. Gas Flow Measurement Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2
Field Performance Testing Procedure GEK 28166A
I. GENERAL
This instruction specifies the methods and equipment to be used during field performance tests of heavy-duty
gas turbines using station instrumentation. It applies only to turbine generator power plants.
II. PURPOSE OF TEST
The primary purpose of the test shall be the measurement of turbine or generator output and fuel heat con-
sumption at one or more load conditions.
Sufficient supporting data shall be recorded to enable the “as tested” performance to be corrected to the stan-
dard conditions so that an accurate comparison may be made between tested and base line machine capability
and heat rate at specified conditions.
The attached data sheets should be used to record the test data. They are designed to provide the information
required to evaluate the aero-thermodynamic performance of the gas turbine only. Any other operating data
should be taken separately to prevent interference with the timing required for the performance test.
III. TEST PROCEDURE
These testing procedures are patterned after those specified and described by the American Society of Me-
chanical Engineers Power Test Code PTC-22-1966, “Gas Turbine Power Plants,” with the following addi-
tions and/or exceptions. Figures in parentheses refer to the relevant paragraph in the code. Past experience
has shown that a gas turbine operator and four (4) test assistants are required for testing. One day of setup
time and one day of testing are usually needed per machine.
A test point will consist of four sets of instrument readings taken at 10-minute intervals over a 30-minute
time span after steady-state conditions have been established (3.12).
The machine will be considered to be in a steady-state condition when turbine wheelspace temperatures do
not change more than 5°F (2.77°C) in 15 minutes prior to the test point.
Past experience has shown that test points for gas turbines that cover longer than a half-hour time span are
apt to experience changes in inlet air temperatures, which change the operating characteristics of the power
plant and make the test less accurate.
Speed measurements may not be required when a single-shaft generator drive unit is connected into a large
power system. When the power system is small or frequency variations of more than 0.5% occur, then turbine
speed (or frequency) must be measured by an electronic tachometer or equivalent.
Average generator output must be measured by a polyphase watt-hour meter (4.24).
Load is to be calculated by carefully timing, with stopwatch or equivalent, a fixed number of disc revolutions
throughout the test point, averaging those times and calculating the resulting average power output by apply-
ing the appropriate factor (pri. Kh) stamped on the face of the meter.
Power Ouput n revolutions Pri K h (3, 600/1, 000)

Sec. for n rev.
where;
3
Pri K h PTR CTR meter K
PTR Potential Instrument Transformer Ratio
CTR Current Instrument Transformer Ratio
Ideally, the total number of disc revolutions should be counted for the entire test point. This is, however, a
tedious task and seldom worthwhile. Instead, a count of 20 revolutions should be made continuously
throughout the point with the only interruption being the recording of the elapsed time for each group of
revolutions.
Gas turbine exhaust temperature will be measured by the unit control thermocouples mounted in the exhaust
plenum (4.56).
It is essential that the temperature-indicating system be adjusted and calibrated in place with a known milli-
volt source prior to the test so that it reports reliable data. If more than 25% of the control thermocouples
are inoperative, the performance test should not be conducted.
When liquid-in-glass manometers are used, bores of smaller than 5/16 inch (0.079 cm) will be permitted
(4.59).
Barometric pressure at the gas turbine site shall be measured with a mercury or aneroid barometer. A mini-
mum reading accuracy of 0.01 inch (0.03 cm) Hg is required (4.65).
As stated in paragraph 5.33 of the code, inlet air relative humidity has negligible effects on power output and
heat consumption. It will therefore be ignored for performance evaluation.
A. Fuel Consumption
For units designed to burn more than one type of fuel, liquid fuel generally yields higher test accuracy
and repeatability and should therefore be preferred. If there is a choice of liquid fuels, lighter fuels yield
more accurate test results.
1. Liquid Fuel
Liquid fuel flow is to be measured by a positive displacement meter which has been calibrated. The
total fuel consumed during the exact 30-minute test as measured with a stopwatch must be recorded.
The fuel temperature at the meter must also be measured.
A sample of the fuel consumed during the test must be taken for laboratory measurement of higher
heating value (HHV) and specific gravity. The lower heating value (LHV) will be determined by
the method specified in paragraph 4.45 of PTC 22-1966.
If the fuel is drawn from a large storage tank, a single sample will suffice for several test points;
however, if variations in fuel characteristics are suspected, a fuel sample should be taken for each
test point. Fuel samples of one pint are sufficient for HHV and specific gravity measurement.
4
The heat consumption will be calculated using

Heat Consumption (Btu/hr) gal/min 8.33 lb/gal (H 2O)
Specific Gravity (Oil) at metering temp.
Heating Value * Btu/lb 60 min/hr.
2. Gas Fuel
Gas fuel is to be measured with a flat-plate orifice installed in accordance with ASME or AGA stan-
dards. See Figure 1. The upstream pressure will be measured with a precision test gauge, the pres-
sure drop with a manometer, the gas temperature with a thermometer or thermocouple.
A gas sample must be taken from the fuel system during the test for laboratory measurement of high-
er heating value and specific gravity. A ratio (HHV/LHV) of 1.11 will be used to calculate the lower
heating value.
Calculation of gas flow will be done in accordance with ASME or AGA standards as described in
ASME PTC 19.5; 4-1959 or AGA Report #3.
Inlet air temperature will be measured with at least two thermometers or thermocouples installed
in the inlet plenum near the gas turbine compressor inlet. The compressor inlet air temperature must
be measured with an accuracy of ±1.0°F (.5°C) (4.55).
5 to 10 D
Gas
D d
Flow
Thermometer well
D. Pipe inside diameter
d. Orifice diameter
Pressure connections shown Indicate manometer type

as flange taps. List tap and fluid used for ∆ P
∆P measurement; mercury,
location on front of sheet.
Give dimensions if not water, or mercury with scale
flange taps. in water.
Figure 1. Gas Flow Measurement Instrumentation.

*Use HHV or LHV as specified by rating.
5
If waste heat recovery equipment is used, turbine exhaust static pressure at or near the gas turbine
flange must be measured using at least four-disc type static pressure probes.
When the tests are performed at “Base” and “Peak” mode, the gas turbine control system must be
adjusted to operate at the correct average gas turbine exhaust temperature for the test conditions,
as defined by the appropriate control curve.
IV. EVALUATION
Test results are based on the averaged data taken during the test. The averaged results are corrected to
the standard conditions using the appropriate correction curves for the installation. Performance as indi-
cated by determining the heat rate based on the test results is defined by:
Heat Consumption
Heat Rate
Power Output
When decisions are required based on test results, one should recognize the tolerance due to measure-
ment uncertainties associated with each particular test result.
The tolerances around the test results are defined as twice the estimated standard deviation (2 Σ), com-
puted from the tolerances associated with each measured test parameter and the influence of that parame-
ter on the calculation of the corrected test results.
The resulting performance tolerances of a single unit station instrumentation test, when performed as
described in this document are
Power output: ± 3.01%
Heat rate (oil fuel): ± 2.09%
Heat rate (gas fuel): ± 2.32%
V. CONCLUSION
This procedure may be used to periodically measure unit performance in order to establish trends and
to determine the effectiveness of compressor cleaning. This data should be retained for historical refer-
ence.
6
GAS TURBINE PERFORMANCE DATA
CUSTOMER___________________________________________________
STATION______________________________________________________
Unit ID Date
Gas Turbine S/N Operating Mode
Generator S/N Data Page
Fired Hours Test Number
Fired Starts
Reading Number 1 2 3 4
Starting Time of Reading ______ ______ ______ ______
Ambient Condition
Compressor Inlet Temp. °F ______ ______ ______ ______
______ ______ ______ ______
______ ______ ______ ______
______ ______ ______ ______
______ ______ ______ ______
______ ______ ______ ______
Barometric Pressure
Inches of Mercury ______ ______ ______ ______
Compressor Discharge
Pressure PSIG
Unit Gauge ______ ______ ______ ______
Precision Gauge ______ ______ ______ ______
Fuel Measurement - Oil*
Fuel Meter Reading - Gal. ______ ______ ______ ______
Elapsed Time - Min. ______ ______ ______ ______
Fuel Temperature °F ______ ______ ______ ______
Fuel Meter Type & S/N______________________________________
Lube Oil
Turbine Header Temp. °F. ______ ______ ______ ______
Lube Oil Tank Temp. °F ______ ______ ______ ______
Recorded By ______________________________________
*For Gas Fuel use data under Fuel Consumption
7

CUSTOMER___________________________________________________
STATION______________________________________________________
Unit ID Date
Test Number
Wheelspace Temperatures °F
Comp. Disch. Left ______ ______ ______ ______
Comp. Disch. Right ______ ______ ______ ______
1st Stage Forward ______ ______ ______ ______
1st Stage Forward ______ ______ ______ ______
1st Stage Aft ______ ______ ______ ______
1st Stage Aft ______ ______ ______ ______
2nd Stage Forward ______ ______ ______ ______
2nd Stage Forward ______ ______ ______ ______
2nd Stage Aft ______ ______ ______ ______
2nd Stage Aft ______ ______ ______ ______
3rd Stage Aft ______ ______ ______ ______
3rd Stage Aft When ______ ______ ______ ______
3rd Stage Forward Applicable ______ ______ ______ ______
3rd Stage Forward ______ ______ ______ ______
Exhaust Temperatures - Control T/C °F
1. ______ ______ ______ ______
2. ______ ______ ______ ______
3. ______ ______ ______ ______
4. ______ ______ ______ ______
5. ______ ______ ______ ______
6. ______ ______ ______ ______
7. ______ ______ ______ ______
8. ______ ______ ______ ______
9. ______ ______ ______ ______
10. ______ ______ ______ ______
11. ______ ______ ______ ______
12. ______ ______ ______ ______
Exhaust Average
Electrical ______ ______ ______ ______
Calculated ______ ______ ______ ______
Recorded By ______________________________________
8
CUSTOMER___________________________________________________
STATION______________________________________________________
Unit ID Date
Test Number
Turbine Panel Board

Set Point ______ ______ ______ ______
VCE ______ ______ ______ ______
Generator Panel Board

Megawatts ______ ______ ______ ______
Record WHM Time on Pg. 10
WHM (sec/20 rev) ______ ______ ______ ______
Megavars ______ ______ ______ ______
Generator Voltage, KV
Phase 1-2 ______ ______ ______ ______
Phase 2-3 ______ ______ ______ ______
Phase 3-1 ______ ______ ______ ______
Generator Amperes, KA
Phase 1 ______ ______ ______ ______
Phase 2 ______ ______ ______ ______
Phase 3 ______ ______ ______ ______
Excitation Voltage ______ ______ ______ ______
Excitation Amperes ______ ______ ______ ______
Frequency, Hertz ______ ______ ______ ______
Recorded By ______________________________________
9
CUSTOMER___________________________________________________
STATION______________________________________________________
Unit ID Date
Test Number
Power Measurement (Cont’d)

WHM (Sec/20 Revs.) Begin Test
End Test
Repeatedly Time 20 Revolutions of Watt Hour Meter Disc

During Entire Test Period Pri Kh Factor
1) ______ 2) _______ 3) _______ 4) _______

5) _______ 6) _______ 7) _______ 8) _______
Auxiliary WHM (Sec/Rev.)

1) _______ 2) _______ 3) _______ 4) _______
Pri Kh Factor
Comment/Calculations
Recorded By ______________________________________
10
CUSTOMER___________________________________________________
STATION______________________________________________________
Unit ID Date
Generator S/N Test Number
Data Page
Fuel Gas Flow (Record data every two minutes)
Time Pressure ∆P Temp

__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
__________ __________ __________ __________
Pipe Size Pressure Tap Location
Orifice Size Pressure Measured Upstream or

Downstream of Orifice
Fuel Heating Value
Specific Gravity
*See Figure 1, Gas Flow Measurement Instrumentation
Recorded By ______________________________________
11
Tab 16
GEK106910
April 1998
Replaces VARIGV00
GE Power Systems
Gas Turbine
Variable Inlet Guide Vane System
I. GENERAL
Variable compressor inlet guide vanes (VIGV) are installed on the turbine to provide compressor pulsation
protection during startup and shutdown and also to be used during operation under partial load conditions.
The variable inlet guide vane actuator is a hydraulically actuated assembly having a closed feedback control
loop to control the guide vanes angle. The vanes are automatically positioned within their operating range
in response either to the control system exhaust temperature limits for normal loaded operation, or to the
control system pulsation protection limits during the start-up and shutdown sequences. On DLN units, the
IGV angle is modulated to control air flow to the combustors for DLN operation modes.
II. GUIDE VANE ACTUATION
The modulated inlet guide vane actuating system includes the following components: servo valve 90TV,
position sensors (LVDT) 96TV-1 and 96TV-2, and hydraulic dump valve VH3. These are shown on the trip
oil and IGV schematic diagrams in Volume III. When the inlet guide vane dump solenoid valve 20TV in the
trip oil circuit is energized, its drain ports are blocked thus allowing the trip oil to operate the dump valve
VH3. Actuation of the dump valve allows hydraulic oil to flow through servo valve 90TV. Control of 90TV
will port hydraulic oil through the dump valve to operate the variable inlet guide vane actuator.
For normal shutdown, inlet guide vane actuation is the reverse of the startup sequence; the compressor bleed
valves will open when the generator breaker is opened. The inlet guide vanes will ramp to the full closed
position as a function of temperature corrected speed.
In the event of a turbine trip, the compressor bleed valves will open and the inlet guide vanes will ramp to
the closed position as a function of temperature corrected speed.
III. PULSATION PROTECTION CONTROL
The inlet guide vanes are automatically positioned during a start-up and a shutdown sequence to avoid gas
turbine compressor pulsation. The pulsation limit is expressed as a function of IGV angle and corrected
speed, shown by the broken line on Figure 1. Corrected speed is a compressor design parameter that is a func-
tion of the actual running speed of the compressor and the inlet air temperature. The control system utilizes
the measured variables of turbine speed and ambient temperature to determine the IGV angle and automati-
cally modulate them to that position.
GEK106910 Variable Inlet Guide Vane System
Full Open (Max. Angle)

IGV Angle Degrees (CSRVPS)
Minimum Full Speed Angle
Rotating
Stall
Region
Corrected Speed % 100

(TNHCOR) 0 Load 100
%
Figure 1. IGV Angle vs Corrected Speed and Load.
2
Variable Inlet Guide Vane System GEK106910
IV. EXHAUST TEMPERATURE CONTROL
For applications such as a regenerative cycle or where there is a steam generator (boiler) in the gas turbine
exhaust, it is desirable to maximize the exhaust temperature. The control program for such turbines includes
an exhaust temperature control which automatically holds the IGV at a minimum angle during part-load op-
erations. A switch is provided to permit the operator to select this mode of operation.
V. OPERATION
During a normal start-up, the inlet guide vanes are held in the full-closed position (see the Control Specifica-
tions in this service manual for settings) until the proper temperature-corrected speed is reached. At this time,
the guide vanes will begin to open. A graphic representation of this action is shown in Figure 1. The compres-
sor bleed valves, which must operate in conjunction with the VIGVs to maintain compressor surge margin
during startup, will close when the generator breaker is closed.
When the VIGV temperature control mode is not activated, the guide vanes are held at the minimum full-
speed angle until the simple cycle VIGV exhaust temperature is reached. This temperature is the constant
CSKGVSSR. As the exhaust temperature rises, a value computed as the product of constant CSKGVTPG
times the difference between the actual exhaust temperature TTXM and CSKGVSSR is added to the mini-
mum angle, causing the VIGVs to open until they reach the maximum angle. This sets a minimum load which
the unit must reach before the VIGVs are allowed to open. This is necessary to avoid combustion resonance
and must not be changed.
For applications which require part load exhaust temperature control operation, the guide vanes are switched
to the “IGV temp control On” with a soft switch. In this mode the VIGVs remain at the minimum full operat-
ing position until the base exhaust temperature limit is reached. At this point, they begin to open to hold the
exhaust temperature at this limit until they are full open when the exhaust temoerature control reverts to fuel
modulation. In order to keep the fuel control and IGV control from trying to act simultaneously, a fuel control
bias is added to keep the fuel line slightly above the VIGV line. This bias is the product of constant
CSKGVBG times the difference between the maximum VIGV angle (constant CSKGVMAX) and the VIGV
reference CSRGV. This bias becomes zero when the VIGVs are fully open and the fuel temperature control
takes over.
The operator can activate or deactivate the VIGV temperature control mode at any time via the panel soft
switches. The control system will automatically reprogram the VIGVs to the correct position at a controlled
rate. Manual open/close soft switches are provided to allow the operator to manually position the VIGVs
between the minimum full speed angle and full Open. This control should only be used in special circum-
stances to limit the travel (amount opened). The manual control is limited to command an angle only when
less than that being called for by the automatic control system. In normal operation, the manual control is
set at full open. For applications requiring steam turbine warmup, the operator can select a desired exhaust
temperature and the IGV’s will modulate to achieve the setpoint. Refer to the control sequence program for
a detailed representation of the VIGV software.
VI. FAULT PROTECTION
The guide vane protection system will trip solenoid valve 20TV, initiate a fast normal shutdown and annunci-
ate if there is low hydraulic supply pressure, or the LVDT feedback is different from command, or IGV posi-
tion trouble is indicated. Should the inlet guide vane system be tripped under and one of the above conditions,
the SPEEDTRONIC sequencing logic generates a signal which is used in the start check circuit to prevent
any attempt to restart the turbine prior to eliminating the cause for the trip.
3
GEK 106910 Variable Inlet Guide Vane System
The primary IGV fault signal is generated by the “IGV not following CSRGV” algorithm, L86GVT. This
algorithm compares the difference between the VIGV position feedback CSGV and the reference signal
CSRGV to generate alarm signal, L86GVA if the IGV is not following the reference within the value of
LK86GVA1 given in the Control Specifications Settings. The alarm signal is annunciated if the difference
persists for time LK86GVA2 specified in the Control Specifications Settings. During part speed operation,
a trip signal L86GVT is generated if the VIGV position feedback CSGV does not agree with the speed refer-
ence CSRGV within the value of LK86GVT1 and for a time of LK86GVT2 given in the Control Specifica-
tions Settings. Trip signal L86GVT will deenergize 20TV, trip the turbine and annunciate an alarm. During
full-speed operation, trip logic L4GVTX will alarm and trip the turbine if the VIGV feedback CSGV falls
below a minimum allowable full-speed value LK4IGVTX.
GE Power Systems

518 • 385 • 2211 TX: 145354
Tab 17
GEK 111058
July 2004
GE Energy
Ventilation and Heating System
GEK 111058 Ventilation and Heating System
I. COMPARTMENT HEATING AND VENTILATION SYSTEM
This document applies to a 9FA frame size unit with the following features:
• Dual Fuel
• Outdoor Installation
• Humidity Control Heating Only
• Dual Pressurizing Fans for the following Compartments:

• Gas Turbine Compartment
• Load Compartment
• Accessory Compartment – Gas Fuel Region
• Accessory Compartment – Lube/Hydraulic Oil Region
• Liquid Fuel/Atomizing Air Module
II. GENERAL
A pressurized ventilation system is incorporated into the turbine compartment, accessory compartment gas
fuel region, accessory compartment lube oil and hydraulic oil region, liquid fuel/atomizing air module, and
load shaft compartment. The pressurizing system is used to dissipate heat from these areas maintaining a
positive pressure relative to atmosphere. The intent of pressurized compartments is specifically to prevent
foreign matter such as sand from entering the enclosures during the ventilation process. Heaters for humid-
ity control are also installed in the turbine compartment; accessory compartment gas fuel region and the
accessory compartment lube oil and hydraulic oil region. Filtered supply air is delivered by motor driven
fans to the compartments. The supply air is distributed through overhead ductwork. The supply air system
and its ducting arrangement are shown in the schematic diagram in the Outlines and Diagrams section of
this service manual.
Gravity actuated inlet air dampers and CO2-latched outlet dampers, as shown on the referenced schematic,
are used in the system to automatically provide a tight enclosure when the fire protection system is acti-
vated. The gravity closing outlet dampers are normally held open by CO2 pressure-operated latches that
must be manually reset after damper release. Upon activation of the fire suppression system, CO2 pressure
releases the latch allowing the damper to close. A gravity-actuated damper is stacked with the CO2 damper
at the compartment discharge for the accessory and turbine compartments. These dampers close automat-
ically whenever the pressurizing fan is de-energized to isolate the compartments during normal shutdown.
III. FUNCTIONAL DESCRIPTION
A. Pressurizing Supply Fans
Each compartment utilizes thermally insulated panels and roofs. The compartments are both pressur-
ized and cooled with air circulated by two centrifugal fans driven by AC motors 88PF-1 and 88PF-2.
The two fans are mounted on top of the turbine compartment in a skid arrangement with separate air
inlet connections. The pressurizing fans discharge to a common supply air plenum containing three
separate connections for air distribution to the various enclosures served.
The pressurizing fans are equipped with gravity-actuated dampers at their respective inlets. During
normal operation, the lead fan starts automatically when the gas turbine initiates startup sequence.
2
Ventilation and Heating System GEK 111058
The fans are operated in a lead–lag configuration. One fan is selected and operated as the “lead" fan.
The second fan is sequenced as the “standby” fan. If the selected “lead" fan fails to operate as sensed
by pressure differential switch 63AT–1 or 63AT–2, the “standby" fan will start. Following a shutdown,
temperature switch 26BT-1, which is located in the turbine compartment, controls the operation of the
lead fan, causing it to start when the temperature exceeds 115°F (46°C) and causing it to stop when
the compartment temperature is below 95°F (35°C). Temperature switch 26BT-2, also located in the
turbine compartment, will cause an alarm to occur if the turbine compartment temperature exceeds
350°F (177°C).
For humidity control during periods of shutdown, the pressurizing fan motors are equipped with heaters
23PF-1 and 23PF–2.
B. Supply Air Inlet Filter
This unit is provided with an automatic, self-cleaning, high efficiency, air intake filtration system.
This inlet filter house is sized to filter the total volume airflow required for all compartments included
within the scope of this ventilation system. The filter house is provided with 100PSIG compressed
air for automatic pulse cleaning of the filter modules. The pulse-cleaning operation is engaged by
use of a fixed timer (34CPF-1) located within the filter house control panel. The filters may also be
pulse-cleaned automatically anytime the differential pressure across the filters reaches the setpoint of
2.5”WG. The pulse-cleaning sequence would stop when the differential pressure reduces to 2.0”WG.
The filter house is provided with internal lighting and light switch as well as a 120V convenience outlet
(Devices ASWCPF-27, ASWCPF-10, and ARCPF-20 respectively).
The air inlet filter house is provided with several alarm signals for enhanced monitoring and safety.
An undervoltage alarm (27CPF-1) is provided to notify user that the control panel voltage is outside
operating parameters. A low pulse air pressure alarm is provided to notify the user that pulse-cleaning
compressed air supply pressure is outside operating parameters. Alarm warning signal (63CPF-1) is
set to warn the user if the pressure differential across the filter modules reach 6.0”WG. If the pressure
differential across the filter modules reach 8.0”WG, the ventilation system will de-energize.
C. Pressure Control Stations
A Pressure Control Station is a combination of a flow measurement pitot tube array, differential pres-
sure transmitter with built in controller, and modulating air flow control damper. The Pressure Control
Station is duct-mounted outdoors and incorporates a heated enclosure to protect the damper and con-
trols from the elements.
A pressure control station is provided in the supply air duct branches for the Load Compartment,
Liquid Fuel/Atomizing Air module, and each of the two regions of the Accessory module. The pressure
control station senses supply airflow to each compartment. If any personnel opens an enclosure access
door and creates an upset condition in the compartment pressurization system, the integrated control
damper modulates to maintain the volume airflow setpoint. Upon stabilization of the system airflow,
the control damper reverts to steady-state position for normal supply airflow. If high volume airflow is
sensed and the control damper must modulate, a hi-flow alarm is sent to the Mark VI control system.
3
GEK 111058 Ventilation and Heating System
D. Accessory Compartment
The accessory compartment is divided into two regions: the gas fuel module region and the lube oil
and hydraulic oil region. In order to preclude the possibility of gas escaping from the gas fuel module
region and entering the lube oil and hydraulic oil region, the two regions are separated by two gas–tight
walls. The space between the two gas-tight walls has ventilation openings to atmosphere. Therefore,
should any gas from the gas fuel module region escape past the first gas-tight wall, it will be unable to
flow past the second gas-tight wall and into the pressurized lube oil and hydraulic oil region since it
will be vented to atmosphere in the space between the two walls. The gas fuel module region is also
separated from the turbine compartment by a gas-tight wall.
Pressurized cooling air is ducted from the main overhead ducting and brought through a gravity-actu-
ated damper into the gas fuel module region of the accessory compartment. The air picks up heat as
it flows through the compartment and is discharged to atmosphere through the stacked CO2 and grav-
ity-actuated dampers at the aft end of the compartment as described above.
Heater 23VL–3 is provided for humidity control in the gas fuel module region of the accessory com-
partment when the unit is not operating. The heater is energized when the temperature drops below the
setting of 26VL–3.
As stated above, the lube oil and hydraulic oil region of the accessory compartment is separated from
the gas fuel module region by two gas-tight barrier walls with the space between the walls open to
atmospheric pressure. As with the gas fuel module region, pressurized cooling air is ducted from the
main overhead ducting and brought through a gravity-actuated damper into the lube oil and hydraulic
oil region of the accessory compartment. The air picks up heat as it flows through the compartment
and is discharged to atmosphere through the stacked CO2 and gravity-actuated dampers at the aft end
of the compartment as described above.
Heater 23HL–3 is provided for humidity control in the lube oil and hydraulic oil region of the accessory
compartment when the unit is not operating. The heater is energized when the temperature drops below
the setting of 26HL–3.
E. Turbine Compartment
A flow of pressurized cooling air enters the turbine compartment and exits in the same manner as was
described above for the accessory compartment. A supply air diffusion baffle is provided inside the
Turbine enclosure inlet to evenly disperse the incoming supply air. A fire protection system involving
gravity and CO2 dampers similar to the system described above is also provided, except that there are
two discharge outlet ducts for the air leaving the turbine compartment.
Heaters 23HT–3A and 23HT–3B are provided for humidity control in the turbine compartment when
the unit is not operating. The heaters are energized when the temperature drops below the setting of
26HT–3.
A differential pressure switch (63AT-5) across the enclosure has been provided to signal the Mark VI
control system is positive compartment pressure is lost.
F. Load Shaft Compartment
The load shaft compartment has its own enclosure and is located between the inlet plenum and the gen-
erator. This separate compartment has its own roof section, side panels, and an access door. As in the
4
Ventilation and Heating System GEK 111058
accessory and turbine compartments, pressurized cooling air is delivered to the load shaft compartment
via an overhead duct and enters the compartment through a gravity-actuated damper.
The air picks up heat as it circulates through the compartment and is discharged through a gravity-
actuated damper. Since fire protection is not required for the load shaft compartment, a CO2-actuated
damper is not provided at the air discharge.
G. Liquid Fuel/Atomizing Air Compartment (LF/AA)
This module has its own enclosure and is located beside the accessory module. This separate com-
partment has its own roof section, side panels, and an access doors. As in the accessory and turbine
compartments, pressurized cooling air is delivered to the load shaft compartment via an overhead duct
and enters the compartment through a gravity-actuated damper. The air picks up heat as it circulates
through the compartment and is discharged through a gravity-actuated damper. Fire protection is re-
quired for the LF/AA compartment, and a CO2-actuated damper is provided at the air discharge.
5
Tab 18
GEK 110523A
Revised August 2003
GE Power Systems
Gas Turbine
Gas Turbine Fire Protection System
GEK 110523A Gas Turbine Fire Protection System
I. GENERAL INFORMATION
The carbon dioxide fire protection system used for the gas turbine unit extinguishes fires by reducing the
oxygen content of the air in the compartment from an atmospheric normal of 21% to below the level nec-
essary to support combustion (normally 15%). To reduce the oxygen content, a quantity of carbon dioxide
(CO2) equal to or greater than 34% of the compartment volume is discharged into the compartment in one
minute and, recognizing the re-flash potential of combustibles exposed to high temperature metal, an ex-
tended discharge is provided to maintain an extinguishing concentration for a prolonged period to minimize
potential re-flash conditions.
The fire protection system design conforms to the requirements specified in NFPA Pamphlet 12- Standard
on Carbon Dioxide Extinguishing Systems.
II. FUNCTIONAL DESCRIPTION AND SYSTEM OPERATION
To gain a better understanding of the fire protection system, a brief description of its operation and distinc-
tive features is provided in the following paragraphs. Refer to the fire protection system schematic diagram
(MLI 0426) located in the Reference Drawings section of the Service Manuals.
The fire protection system is comprised of a distribution system of piping for the delivery of CO2 from a
low pressure storage tank to the required gas turbine compartments in the event of a fire. This low pressure
storage tank is usually located on an off-base skid and maintains saturated liquid carbon dioxide at a storage
pressure of 300 psig (21.09kg/cm2 or 2069 kPa) at 0 F (-18 C) by means of a refrigeration compressor. The
fire protection system control panel is usually mounted on the off-base skid (or in the turbine control room
if customer requested). The interconnecting field piping, which is usually supplied by the installer, delivers
the CO2 from the off-base skid to the gas turbine compartments, where it connects to the on-base piping
that distributes the CO2 into the compartments through nozzle orifices.
Two separate distribution systems are used: an initial discharge and an extended discharge. Within a few
seconds after actuation, sufficient CO2 flows from the initial discharge system into the gas turbine compart-
ments to rapidly build up an extinguishing concentration (normally 34%). A CO2 concentration (usually
30%) is then maintained by the gradual addition of more CO2 from the extended discharge system com-
pensating for compartment leakage. Carbon dioxide flow rate is controlled by the size of the orifices in
the discharge nozzles in each compartment for both the initial and extended discharge systems. The ori-
fices for the initial discharge system are large, permitting the rapid discharge of CO2 to quickly obtain the
extinguishing concentration mentioned above. Orifices for the extended discharge system are smaller and
permit a relatively slow discharge rate to maintain the extinguishing concentration over a prolonged period
of time (based on the turbine frame size’s emergency roll down and cool down periods) to minimize the
likelihood of a fire re-igniting.
Each standard gas turbine unit has four zones of fire protection, with each zone consisting of an initial and
an extended discharge. This four-zone fire protection system allows each zone to act independently of the
other; a fire in zone 1 will not initiate a discharge of CO2 in zones 2, 3, or 4, a fire in zone 2 will not initiate
a discharge of CO2 in zones 1, 3, or 4, a fire in zone 3 will not initiate a discharge of CO2 in zones 1, 2, or
4, nor will a fire in zone 4 initiate a discharge of CO2 in zones 1, 2, or 3. This zone protection/detection is
achieved by using separate "A" and "B" loops of heat-sensitive fire detectors. Each fire detector is wired
into the fire protection control panel in such a way that both an "A" and "B" detector in that particular zone
must be tripped in order for CO2 to be discharged. Strobes and horns, as well as CO2 warning signs, are
strategically positioned on the outside and/or inside of the appropriate compartments to warn personnel of
CO2 discharge. Because there is no access to the #2 bearing tunnel, strobe and horns are not provided for
2
Gas Turbine Fire Protection System GEK 110523A
this zone. If CO2 is going to release into this zone, the strobe and horns located at the doors to zone 1
(turbine compartment) will energize.
Should a fire occur in one of the protected gas turbine compartments, the contacts of the heat-sensitive fire
detectors will close and complete an electrical circuit that energizes and opens solenoid valves 45CR-1A
and -2A (zone 1 initial and extended discharge), solenoid valves 45CR-3A and -4A (zone 2 initial and
extended discharge), solenoid valves 45CR-5A and -6A (zone 3 initial and extended discharge), solenoid
valves 45CR-7A and -8A (zone 4 initial and extended discharge), which are all located in the Pilot Control
Cabinet. Actuation of the solenoid valves allows CO2 from the storage tank to pressurize the pistons of that
particular zones’ initial and extended discharge pilot operated selector valves located on the CO2 discharge
manifold. Carbon dioxide then flows from the storage tank, through the initial and extended discharge
selector valves into the piping distribution system and into the compartments of the particular zone.
The system may also be manually actuated by means of the manual toggle switches (43CP-1A for zone 1,
43CP-2A for zone 2, 43CP-3A for zone 3, and 43CP-4A for zone 4) located on the outside of the Electrical
Control Cabinet or by the manual pilot valves located in the Pilot Control Cabinet. If customer requested,
there may also be manual release switches mounted on the enclosure external walls of the protected zones.
These devices, which will normally have 43MRT-1A, -1B, -1C, -1D, and 43MRLC-1A, 1B for zone 1,
43MRA-3A, -3B, -3C for zone 3, and 43MRAA-1A, -4A, -4B for zone 4 nomenclature (refer to the system
schematic), are equipped with a pin which must be pulled before the push button can be depressed to activate
the system and discharge the CO2. Actuation of the system, either automatically or manually, will trip the
turbine to shut off, shut down the ventilation system, and cause the discharge of CO2.
For the purposes of maintenance on the fire protection system or the gas turbine itself, the accidental dis-
charge of CO2 can be prevented by either closing the main shut off valve located on top of the storage
tank or by closing the ball valve/limit switches (33CL-1A & 33CL-2A) located in the Pilot Control Cabi-
net. If customer requested, there may also be manual lockout switches mounted on the enclosure external
walls of the protected zones. These devices, which will normally have 86MRT-1A, -1B, -1C, -1D, and
86MRLC-1A, 1B (zone 1), 86MRA-3A, -3B, -3C (zone 3), and 86MRAA-1A, -4A, -4B (zone 4) nomen-
clature (refer to the system schematic), are for remote lockout of CO2 discharge.
Initial and extended discharge timers, 2CP-1A, -2A (zone 1), 2CP-3A, -4A (zone 2), 2CP-5A, -6A (zone 3),
and 2CP-7A, -8A (zone 4) are located on the control panel in the Electrical Control Cabinet and control the
length of time the solenoid valves are energized and thus the CO2 discharge time (these times are factory set-
refer to MLI A068 for the specific times). After CO2 discharge, these timers should be reset by depressing
the timer reset buttons ( 86FP-1A (zone 1), 86FP-2A (zone 2), 86FP-3A (zone 3), and 86FP-4A (zone 4)
located on the outside of the Electrical Control Cabinet (this will also serve to shut off the alarms). Pre-
discharge timers (which are usually factory set for a suggested 30 seconds to allow personnel to evacuate
the compartments, but can be changed in the field if required) are also located on the control panel and
control the time between the detection of the fire and the activation of the solenoid valves.
CAUTION
If the carbon dioxide system is to be effective, the compartment panels must be in

place and the compartment doors closed. There is sufficient CO2 in the system to
compensate for leakage through ventilation openings which are closed by gravity
dampers or CO2 pressure operated dampers (which must be manually reset) and
unavoidable cracks in the package lagging. There is not enough to allow for un-
controlled escape of CO2 through open panels or doors.
3
GEK 110523A Gas Turbine Fire Protection System
***WARNING***
CARBON DIOXIDE, IN A CONCENTRATION SUFFICIENT TO

EXTINGUISH FIRE, CREATES AN ATMOSPHERE THAT WILL
NOT SUPPORT LIFE. IT IS EXTREMELY HAZARDOUS TO
ENTER THE COMPARTMENTS AFTER THE CO2 SYSTEM HAS
BEEN DISCHARGED. ANYONE RENDERED UNCONSCIOUS
BY CO2 MUST BE RESCUED AS QUICKLY AS POSSIBLE
AND RESUSCITATED IMMEDIATELY. IT IS ESSENTIAL THAT
PERSONNEL BE ADEQUATELY TRAINED AS TO THE PROPER
ACTION TO TAKE IN CASE OF SUCH AN EMERGENCY.
To put the turbine in a safe condition upon detection of a fire, the following contacts provide signals to the
turbine Motor Control Centers and Turbine control panel to trip the unit prior to CO2 discharge.
Each protected zone is equipped with a contact 94F-1A, -2A, -3A, etc. that is wired to the MCC to trip
the ventilation system prior to CO2 dischage. Each zone is also equipped with a contact 94F-1B, -2B,
-3B, etc that is wired to the Turbine Control Panel to trip the turbine prior to CO2 discharge. Finally,
a pressure switch is located in the discharge manifold for each zone (45CP-1A, -2A, -3A, etc). These
switches make when CO2 pressure is introduced to the dischage piping, and they send a signal to the MCC
to trip the ventillation and turbine operation upon CO2 release. This would be considered a backup to the
other contacts listed above.
III. INSTALLATION, MAINTENANCE, AND TESTING
For installation, inspection, and maintenance of the fire protection system, refer to the vendor instructions
following this text. For fire protection/detection system testing instructions, refer to MLI 0113, and the
CO2 Concentration Test instructions following this text.
CO2 CONCENTRATION TEST INSTRUCTIONS
This test involves running a full CO2 concentration test consisting of both the initial and extended discharges
for each zone of protection. The initial discharge runs for 1 minute following the release of the CO2; while
the extended discharge runs simultaneously, but continues for at least 30 minutes or more depending upon
the discharge times required. Due to varying site conditions, differing locations of the off-base supply of
CO2 from the turbine, and potential leaks in the lagging and piping, a CO2 concentration test, though not
required, is highly recommended to ensure the integrity of the fire protection system design and compli-
ance with NFPA 12 (a simple "Puff Test" is not satisfactory to ensure the system functions and is designed
properly). In order to perform the concentration test, a qualified technician must be present to make sure
the test is run properly. The vendor, whose instruction manual follows this text, should be contacted in
order to locate and schedule a technician to come to the particular site and oversee the concentration test.
The CO2 concentration test should be conducted as follows:
1. Inspect the ventilation dampers in the accessory, turbine, load, and/or any additional compartments
that are being protected by CO2. They should all be attached in the OPEN position for the dampers
that have CO2 operated latches.
4
Gas Turbine Fire Protection System GEK 110523A
2. Check to make sure the pre-discharge timers that are located in the control panel are set for the sug-
gested 30 second time delay to allow personnel time to evacuate the compartment before CO2 is
released. The pre-discharge timers can be changed in the field if a different time delay is required.
3. Check to make sure all compartments protected by CO2 (except the #2 bearing area where applicable)
have a minimum of two external CO2 warning signs applied, one on of each side of each compartment
for personnel warning.
4. Clear all personnel from the compartments and close all compartment doors. At this time, any obvious
cracks or leaks in the lagging should be sealed to ensure compartment integrity.
5. Initiate the release of the CO2 by electrical means within the fire protection control panel: for LP CO2
systems, toggle the control panel release switches (43CP devices where applicable) to begin release
of the CO2; and for HP CO2 systems, pull the operating pin on the pressure switch (45CP devices
where applicable) to activate the pilot cylinder solenoids to release the CO2. Each zone should be
tested separately for both the initial and extended discharge. Upon initiating release of the CO2, the
fire alarm strobes and horns in the accessory compartment and in any other compartments should be
activated and be clearly heard. During the test, inspect the outside of each compartment to see if
quantities of CO2 are leaking out of cracks in the lagging, meaning compartment integrity has not yet
been achieved.
6. After the CO2 discharge has stopped, the applicable switches should be reset. A compartment inspec-
tion should be carried out to verify that all ventilation dampers have functioned properly. Once this
operation has been performed, the dampers should be reset to the OPEN position.
***WARNING***
PERSONNEL SHOULD NOT ENTER COMPARTMENTS TESTED

UNTIL CO2 CONCENTRATIONS HAVE DISSIPATED.
7. For High Pressure CO2 systems, which are normally designed for one full discharge only, the dis-
charged cylinders should be removed and recharged to full capacity. These cylinders should be re-
turned to their respective rack locations and secured. For Low Pressure CO2 systems, which are
normally designed for two full discharges, the LP CO2 tank should be refilled to 90-95% capacity as
soon as a CO2 refill is possible.
8. Upon successful completion of the CO2 concentration test, G.E. Design Engineering should be con-
sulted and the results of the concentration test should be sent to the appropriate design engineer for
design documentation purposes.
5
FPTEST
August 1995
GE Power Systems
Gas Turbine
C02 Concentration Test Instructions
This test involves running a full C02 concentration test consisting of both the initial and extended discharges
for each zone of protection. The initial discharge runs for 1 minute following the release of the C02; while
the extended discharge runs simultaneously, but continues for at least 30 minutes or more depending upon
the discharge times required. Due to varying site conditions, differing locations of the off–base supply of C02
from the turbine, and potential leaks in the lagging and piping, a C02 concentration test, though not required,
is highly recommended to ensure the integrity of the fire protection system design and compliance with
NFPA 12 (a simple “Puff Test” is not really satisfactory to ensure the system functions and is designed prop-
erly). In order to perform the concentration test, a qualified technician must be present to make sure the test
is run properly. The vendor, whose instruction manual follows this text, should be contacted in order to locate
and schedule a technician to come to the particular site and oversee the concentration test.
The C02 concentration test should be conducted as follows:
1. Inspect the ventilation dampers in the accessory, turbine, load, and/or any additional compartments
that are being protected by C02. They should all be latched in the OPEN position for the dampers
that have C02 operated latches.
2. Check to make sure the predischarge timers that are located in the control panel are set for the sug-
gested 30 second time delay to allow personnel time to evacuate the compartment before C02 is re-
leased. The predischarge timers can be changed in the field if a different time delay is required.
3. Check to make sure all compartments protected by C02 (except the #2 bearing area where applica-
ble) have a minimum of two external C02 warning signs applied, one on of each side of each
compartment for personnel warning.
4. Clear all personnel from the compartments and close all compartment doors. At this time, any ob-
vious cracks or leaks in the lagging should be sealed to ensure compartment integrity.
5. Initiate the release of the C02 by electrical means within the fire protection control panel: for LP
C02 systems, toggle the control panel release switches (43CP devices where applicable) to begin
release of the C02; and for HP C02 systems, pull the operating pin on the pressure switch (45CP de-
vices where applicable) to activate the pilot cylinder solenoids to release the C02. Each zone should
be tested separately for both the initial and extended discharge. Upon initiating release of the C02,
the fire alarm strobes and horns in the accessory compartment and in any other compartments should
be activated and be clearly heard. During the test, inspect the outside of each compartment to see
Gas Turbine System Description
if quantities of C02 are leaking out of cracks in the lagging, meaning compartment integrity has not
yet been achieved.
6. After the C02 discharge has stopped, the applicable switches should be reset. A compartment inspec-
tion should be carried out to verify that all ventilation dampers have functioned properly. Once this
operation has been performed, the dampers should be reset to the OPEN position.
* * * WARNING * * *
PERSONNEL SHOULD NOT ENTER COMPARTMENTS

TESTED UNTIL C02 CONCENTRATIONS HAVE DISSIPATED.
7. For High Pressure C02 systems, which are normally designed for one full discharge only, the dis-
charged cylinders should be removed and recharged to full capacity. These cylinders should be re-
turned to their respective rack locations and secured. For Low Pressure C02 systems, which are nor-
mally designed for two full discharges, the LP C02 tank should be refilled to 90–95% capacity as
soon as a C02 refill is possible.
8. Upon successful completion of the C02 concentration test, GE Design Engineering should be con-
sulted and the results of the concentration test should be sent to the appropriate design engineer for
design documentation purposes.
2
GEK 110303B
Revised May 2003
GE Power Systems
Gas Turbine
Hazardous Gas Protection System

9FA+E GAS TURBINE
GEK 110303B Hazardous Gas Protection System9FA+E GAS TURBINE
I. GENERAL
All Gas Turbine units operating on natural gas are equipped with a Hazardous Gas Protection System in the
areas where natural gas can collect in the event of a leak. For the 9FA+E the Protection system is supplied
in the areas of fuel delivery and staging. These areas would include the Gas Module, Accessory Module,
Gas Turbine Compartment Enclosure, Generator Terminal Enclosure & Generator Collector Cab.
Actions such as alarms are annunciated with detection of combustible gas "Lower Explosive Limits" (LEL)
exceeding acceptable levels so that appropriate action can be taken by the operator. Gas turbine applica-
tions with high hydrogen and/or carbon monoxide as fuel constituents are supplied with the same standard
hazardous gas and fire protection systems as a natural gas applications.
II. EQUIPMENT
Twenty two (20) hazardous gas detectors are mounted as follows:
• 45HA-7 -Combustible Gas Detector Off Accessory Compartment
• 45HA-8 -Combustible Gas Detector Accessory Gas Compartment
• 45HA-9A,9B,9C -Combustible Gas Detector Off Base Gas Accessory Gas Compartment
• 45HT-1,2 - Hazardous Gas Detector - Turbine Compartment
• 45HT-5A,5B,5C, 5D - Hazardous Gas Detector - Turbine Compartment Ventilation Duct
• 45HT-6A,6B,6C, 6D - Hazardous Gas Detector - Turbine Compartment Ventilation Duct
(Additional for outdoor unit)
• 45HGT-1 - Hazardous Gas Detector - Generator Terminal Enclosure
• 45HGT-2 - Hazardous Gas Detector - Generator Terminal Enclosure
• 45HGT-7A,7B,7C - Hazardous Gas Detector - Generator Collector Cab
The hazardous gas monitor, MLI A139, consists of multiple channels, each one reading the analog signal
from one detector. For each channel, a high and a high LEL setting is configured, and relay contacts are
provided for communication of this logic to the control system. In addition, each module outputs a detector
trouble contact. Figure 1 illustrates the communication of logical signals from the hazardous gas monitor
to the control system.
2
Hazardous Gas Protection System9FA+E GAS TURBINE GEK 110303B
Figure 1. Interface between Hazardous Gas Monitor and Control System
3
4 Figure 2. Interface between Hazardous Gas Monitor and Control System

Hazardous Gas Protection System9FA+E GAS TURBINE GEK 110303B
III. OPERATION
A. Turbine Compartment Hazardous Gas Detection
The gas turbine compartment enclosure Hazardous Gas System is comprised of two (2) parts. The
first part of this protection is the detection of a gas fuel leak resulting in gas accumulation low in the
compartment. The second part would include the detection of high combustible gas (LEL) levels in the
ventilation extraction duct located at the top of the enclosure that vents to the outside of the compart-
ment.
There are two(2) detectors in the stagnant zone (45HT-1,2). Any of these four (4) detectors will an-
nunciate an alarm at the turbine controller in the event a hazardous gas is present in the zone. There are
two (2) High Alarm levels which will become active after a specified time delay. A "Fault Alarm" will
also be annunciated in the turbine control system in the event that any detector is malfunctioning or
out of calibration. There are four (4) detectors in the turbine compartment ventilation duct extraction
(45HT-5A,B,C,D) for an indoor unit. An additional four (4) detectors (45HT-6A,B,C,D) are mounted
in the turbine compartment ventilation duct extraction if the unit is mounted outdoors. Any of these
eight (8) detectors will annunciate an alarm at the turbine controller in the event a hazardous gas is
present in the zone. There are two (2) High Alarm levels which will become active after a specified
time delay.
Additionally, the unit will be tripped if 2 out of 4 detectors indicate a High (Level 2) after a specified
time delay. A "Fault Alarm" will also be annunciated in the turbine control system in the event that any
detector is malfunctioning or out of calibration. If a detector signal low fault alarm is combined with a
High (Level 1) for a specified time delay the unit will be shutdown. If a detector signal low fault alarm
is combined with a High (Level 2) for a specified time delay the unit will trip.
B. Gas Module Hazardous Gas Detection
There are two (2) detectors in the stagnant zone (45HA-7,8) of the gas module located at the top of the
gas module. One of the detectors is located close to the ventilation extraction duct and the other in the
forward of the compartment. Any of these two (2) detectors will annunciate an alarm at the turbine
controller in the event a hazardous gas is present in the zone. There are two (2) High Alarm levels,
which will become active after a specified time delay. A "Fault Alarm" will also be annunciated in the
turbine control system in the event that any detector is malfunctioning or out of calibration.
There are three (3) detectors in the ventilation duct (45HA-9A) of the gas module. Any of these (3)
three detectors will annunciate an alarm in the event a hazardous gas is present in the zone. There are
two (2) High Alarm levels, which will become active after a specified time delay. The unit will be
tripped in the event two out of three detectors indicate a High (Level 2) after a specified time delay. A
"Fault Alarm" will also be annunciated in the turbine control system in the event that any detector is
malfunctioning or out of calibration.
C. Generator Terminal Compartment
There are two detectors in the stagnant zone (45HGT-1, 2) of the Generator Terminal Compartment.
Any of these two (2) will annunciate an alarm in the event a hazardous gas is present in the zone. There
are two (2) High Alarm levels which will become active after a specified time delay (refer to control
specification for detailed settings). A "Fault Alarm" will also be annunciated in the turbine control
system in the event that any detector is malfunctioning or out of calibration.
5
D. Generator Collector Cab
There are three detectors in the ventilation duct (45HGT-7A, 7B, 7C) of the Generator Collector Cab.
Any of these three detectors will annunciate an alarm in the event a hazardous gas is present in the
zone. There are two (2) High Alarm levels which will become active after a specified time delay (refer
to control specification for detailed settings). Additionally, the unit will be tripped if 2 out of 3 detectors
indicate a High (Level 2) after a specified time delay. A "Fault Alarm" will also be annunciated in the
turbine control system in the event that any detector is malfunctioning or out of calibration.
IV. PROTECTION
Alarms and Trips are initiated to ensure the safety of personnel as a result of a leak in the on-base gas fuel
system. The following table illustrates these protective features.
Table 1. Protective levels and actions for the Hazardous Gas System.
Signal High (Level 2) High (Level 1) Fault Delay

Gas Module (Stagnant Zone) A A A YES
Gas Module (Extraction Duct) A, TP A A YES
Gen Terminal Compt. A A A YES
Gen Collector Cab A, TP A A YES
Turbine Compt. (Stagnant Zone) A A A YES
Turbine Compt. (Extraction Duct) A, TP A A YES
Key:
A = Alarm
TP = Unit Trip
NOTE
Consult the Control Specification for Detailed Protection Settings.
GE Power Systems
518 • 385 • 2211 TX: 145354
6
Tab 19
GE Power Systems
FUNDAMENTALS OF SPEEDTRONIC
MARK VI CONTROL SYSTEM
SPEEDTRONIC Mark VI Control contains a celeration, speed, temperature, shutdown, and

number of control, protection and sequencing sys- manual control functions illustrated in Figure 1.
tems designed for reliable and safe operation of the Sensors monitor turbine speed, exhaust tempera-
gas turbine. It is the objective of this chapter to de- ture, compressor discharge pressure, and other pa-
scribe how the gas turbine control requirements are rameters to determine the operating conditions of
met, using simplified block diagrams and one–line the unit. When it is necessary to alter the turbine op-
diagrams of the SPEEDTRONIC Mark VI 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
Fund_Mk_VI 1 FUNDAMENTALS OF SPEEDTRONIC
GE Power Systems
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
TTUR
VTUR
TNH
77NH PR/D FSRN
LOGIC TNR
TNR
LOGIC TNRI ISOCHRONOUS

TNRI ONLY
TEMPERATURE CONTROL
LOGIC TTRX
TBAI
VAIC <R><S><T>
96CD A/D
TTRX FSRT
FSR
LOGIC
<R><S><T>
FSR
TBTC TTXM
VTCC
TTXD <R><S><T> TTXM
TTXD A/D
MEDIAN
id0038V
Figure 2 Block Diagram – Control Schematic
FUNDAMENTALS OF SPEEDTRONIC 2 Fund_Mk_VI

GE Power Systems
control loops is allowed to pass through the gate to The following speed detectors and speed relays are
the fuel control system as the controlling FSR. The typically used:
controlling FSR will establish the fuel input to the
–L14HR Zero–Speed (approx. 0% speed)
turbine at the rate required by the system which is in
control. Only one control loop will be in control at –L14HM Minimum Speed (approx. 16%
any particular time and the control loop which is speed)
controlling FSR will be displayed on the <HMI>.
–L14HA Accelerating Speed (approx. 50%
Figure 2 shows a more detailed schematic of the speed)
control loops. This can be referenced during the ex- –L14HS Operating Speed (approx. 95%
planation of each loop to show the interfacing. speed)
The zero–speed detector, L14HR, provides the sig-
Start–up/Shutdown Sequence and Control nal when the turbine shaft starts or stops rotating.
When the shaft speed is below 14HR, or at zero–
Start–up control brings the gas turbine from zero speed, L14HR picks–up (fail safe) and the permis-
speed up to operating speed safely by providing sive logic initiates turning gear or slow–roll
proper fuel to establish flame, accelerate the turbine, operation during the automatic start–up sequence of
and to do it in such a manner as to minimize the low the turbine.
cycle fatigue of the hot gas path parts during the se- The minimum speed detector L14HM indicates that
quence. This involves proper sequencing of com- the turbine has reached the minimum firing speed
mand signals to the accessories, starting device and and initiates the purge cycle prior to the introduction
fuel control system. Since a safe and successful of fuel and ignition. The dropout of the L14HM
start–up depends on proper functioning of the gas minimum speed relay provides several permissive
turbine equipment, it is important to verify the state functions in the restarting of the gas turbine after
of selected devices in the sequence. Much of the shutdown.
control logic circuitry is associated not only with ac-
The accelerating speed relay L14HA pickup indi-
tuating control devices, but enabling protective cir-
cates when the turbine has reached approximately
cuits and obtaining permissive conditions before
50 percent speed; this indicates that turbine start–up
proceeding.
is progressing and keys certain protective features.
The gas turbine uses a static start system whereby The high–speed sensor L14HS pickup indicates
the generator serves as a starting motor. A turning when the turbine is at speed and that the accelerating
gear is used for rotor breakaway. 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
under–frequency 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 start–up/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.
GE Power Systems
The actual settings of the speed relays are listed in OR LOWER” allows manual adjustment of FSR
the Control Specification and are programmed in the setting between FSRMIN and FSRMAX.
<RST> processors as EEPROM control constants.
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,
START–UP CONTROL “SHUTDOWN STATUS” will be displayed on the
<HMI>. Activating the Master Operation Switch
The start–up control operates as an open loop con- (L43) from “OFF” to an operating mode will acti-
trol using preset levels of the fuel command signal vate the ready circuit. If all protective circuits and
FSR. The levels are: “ZERO”, “FIRE”, “WARM– trip latches are reset, the “STARTUP STATUS” and
UP”, “ACCELERATE” and “MAX”. The Control “READY TO START” messages will be displayed,
Specifications provide proper settings calculated for indicating that the turbine will accept a start signal.
the fuel anticipated at the site. The FSR levels are set Clicking on the “START” Master Control Switch
as Control Constants in the SPEEDTRONIC Mark (L1S) and “EXECUTE” will introduce the start sig-
VI start–up control. nal to the logic sequence.
Start–up control FSR signals operate through the The start signal energizes the Master Control and
minimum value gate to ensure that other control Protection circuit (the “L4” circuit) and starts the
functions can limit FSR as required. necessary auxiliary equipment. The “L4” circuit
permits pressurization of the trip oil system. With
The fuel command signals are generated by the the “L4” circuit permissive and starting clutch auto-
SPEEDTRONIC control start–up software. In addi- matically engaged, the starting device starts turning.
tion to the three active start–up levels, the software Startup status message “STARTING” will be dis-
sets maximum and minimum FSR and provides for played on the <HMI>. See point “A” on the Typical
manual control of FSR. Clicking on the targets for Start–up Curve Figure
“MAN FSR CONTROL” and “FSR GAG RAISE 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 VI Start-up Curve

GE Power Systems
The starting clutch is a positive tooth type overrun- eration. This is done by programming a slow rise in
ning clutch which is self–engagifng in the break- FSR. See point “C” on Figure 3. As fuel is increased,
away mode and overruns whenever the turbine rotor the turbine begins the acceleration phase of start–up.
exceeds the turning gear speed. The clutch is held in as long as the turning gear pro-
vides torque to the gas turbine. When the turbine
When the turbine ‘breaks away’ the turning gear will overruns the turning gear, the clutch will disengage,
rotate the turbine rotor from 5 to 7 rpm. As the static shutting down the turning gear. Speed relay L14HA
starter begins it’s sequence, and accelerates the rotor indicates the turbine is accelerating.
the starting clutch will automatically disengage the
turning gear from the turbine rotor. The turbine The start–up phase ends when the unit attains full–
speed relay L14HM indicates that the turbine is turn- speed–no–load (see point “D” on Figure 3). FSR is
ing at the speed required for proper purging and igni- then controlled by the speed loop and the auxiliary
tion in the combustors. Gas fired units that have systems are automatically shut down.
exhaust configurations which can trap gas leakage
The start–up control software establishes the maxi-
(i.e., boilers) have a purge timer, L2TV, which is ini-
mum allowable levels of FSR signals during start–
tiated with the L14HM signal. The purge time is set
up. As stated before, other control circuits are able to
to allow three to four changes of air through the unit
reduce and modulate FSR to perform their control
to ensure that any combustible mixture has been
functions. In the acceleration phase of the start–up,
purged from the system. The starting means will
FSR control usually passes to acceleration control,
hold speed until L2TV has completed its cycle.
which monitors the rate of rotor acceleration. It is
Units which do not have extensive exhaust systems
possible, but not normal, to reach the temperature
may not have a purge timer, but rely on the starting
control limit. The <HMI> display will show which
cycle and natural draft to purge the system.
parameter is limiting or controlling FSR.
The L14HM signal or completion of the purge cycle
(L2TVX) ‘enables’ fuel flow, ignition, sets firing Fired Shutdown
level FSR, and initiates the firing timer L2F. See
point “B” on Figure 3. When the flame detector out- A normal shutdown is initiated by clicking on the
put signals indicate flame has been established in the “STOP” target (L1STOP) and “EXECUTE”; this
combustors (L28FD), the warm–up timer L2W will produce the L94X signal. If the generator break-
starts and the fuel command signal is reduced to the er is closed when the stop signal is initiated, the Tur-
“WARM–UP” FSR level. The warm–up time is pro- bine Speed Reference (TNR) counts down to reduce
vided to minimize the thermal stresses of the hot gas load at the normal loading rate until the reverse pow-
path parts during the initial part of the start–up. er relay operates to open the generator breaker; TNR
then continues to count down to reduce speed. When
If flame is not established by the time the L2F timer the STOP signal is given, shutdown Fuel Stroke Ref-
times out, typically 60 seconds, fuel flow is halted. erence FSRSD is set equal to FSR.
The unit can be given another start signal, but firing
will be delayed by the L2TV timer to avoid fuel ac- When the generator breaker opens, FSRSD ramps
cumulation in successive attempts. This sequence from existing FSR down to a value equal to
occurs even on units not requiring initial L2TV FSRMIN, the minimum fuel required to keep the
purge. turbine fired. FSRSD latches onto FSRMIN and de-
creases with corrected speed. When turbine speed
At the completion of the warm–up period (L2WX), drops below a defined threshold (Control Constant
the start–up control ramps FSR at a predetermined K60RB) FSRSD ramps to a blowout of one flame
rate to the setting for “ACCELERATE LIMIT”. The detector. The sequencing logic remembers which
start–up cycle has been designed to moderate the flame detectors were functional when the breaker
highest firing temperature produced during accel- opened. When any of the functional flame detectors
GE Power Systems
senses a loss of flame, FSRMIN/FSRSD decreases Speed/Load Reference

at a higher rate until flame–out occurs, after which
fuel flow is stopped. The speed control software will change FSR in pro-
Fired shut down is an improvement over the former portion to the difference between the actual turbine–
fuel shut off at L14HS drop out. By maintaining generator speed (TNH) and the called–for speed
flame down to a lower speed there is significant re- reference (TNR).
duction in the strain developed on the hot gas path The called–for–speed, TNR, determines the load of
parts at the time of fuel shut off. the turbine. The range for generator drive turbines is
normally from 95% (min.) to 107% (max.) speed.
The start–up speed reference is 100.3% and is preset
SPEED CONTROL when a “START” signal is given.
The Speed Control System controls the speed and TNR MAX. HIGH SPEED STOP
107
load of the gas turbine generator in response to the
actual turbine speed signal and the called–for speed
reference. While on speed control the control mode 104
message “SPEED CTRL”will be displayed.
Speed Signal
REFERENCE % (TNR)
SPEED
“FSNL”
Three magnetic sensors are used to measure the 100
speed of the turbine. These magnetic pickup sensors

FULL SPEED NO LOAD FSR
RATED FSR
(77NH–1,–2,–3) are high output devices consisting
of a permanent magnet surrounded by a hermetically
MINIMUM FSR
sealed case. The pickups are mounted in a ring
MAX FSR
around a 60–toothed wheel on the gas turbine com-
pressor rotor. With the 60–tooth wheel, the frequen-
LOW SPEED STOP
cy of the voltage output in Hertz is exactly equal to 95
TNR MIN.
the speed of the turbine in revolutions per minute. FUEL STROKE REFERENCE (LOAD)
(FSR)
id0044
The voltage output is affected by the clearance be- Figure 4 Droop Control Curve
tween the teeth of the wheel and the tip of the mag-
netic pickup. Clearance between the outside
diameter of the toothed wheel and the tip of the mag- The turbine follows to 100.3% TNH for synchro-
netic pickup should be kept within the limits speci- nization. At this point the operator can raise or lower
fied in the Control Specifications (approx. 0.05 inch TNR, in turn raising or lowering TNH, via the
or 1.27 mm). If the clearance is not maintained with- 70R4CS switch on the generator control panel or by
in the specified limits, the pulse signal can be dis- clicking on the targets on the <HMI>, if required.
torted. Turbine speed control would then operate in Refer to Figure 4. Once the generator breaker is
response to the incorrect speed feedback signal. closed onto the power grid, the speed is held
constant by the grid frequency. Fuel flow in excess
The signal from the magnetic pickups is brought into of that necessary to maintain full speed no load will
the Mark VI panel, one mag pickup to each control- result in increased power produced by the generator.
ler <RST>, where it is monitored by the speed con- Thus the speed control loop becomes a load control
trol software. loop and the speed reference is a convenient control
GE Power Systems
of the desired amount of load to be applied to the tur- units have the same droop, all will share a load in-
bine–generator unit. crease equally. Load sharing and system stability are
the main advantages of this method of speed control.
Droop speed control is a proportional control,
changing FSR in proportion to the difference be- Normally 4% droop is selected and the setpoint is
tween actual turbine speed and the speed reference. calibrated such that 104% setpoint will generate a
Any change in actual speed (grid frequency) will speed reference which will produce an FSR result-
cause a proportional change in unit load. This pro- ing in base load at design ambient temperature.
portionality is adjustable to the desired regulation or
When operating on droop control, the full–speed–
“Droop”. The speed vs. FSR relationship is shown
no–load FSR setting calls for a fuel flow which is
on Figure 4.
sufficient to maintain full speed with no generator
If the entire grid system tends to be overloaded, grid load. By closing the generator breaker and raising
frequency (or speed) will decrease and cause an FSR TNR via raise/lower, the error between speed and
increase in proportion to the droop setting. If all reference is increased. This error is multiplied by a
<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

GE Power Systems
gain constant dependent on the desired droop setting start–up control can drive FSR to zero and are not in-
and added to the FSNL FSR setting to produce the fluenced by FSRMIN.
required FSR to take more load and thus assist in
holding the system frequency. Refer to Figures 4 and
5. Synchronizing
The minimum FSR limit (FSRMIN) in the SPEED- Automatic synchronizing is accomplished using
TRONIC Mark VI system prevents the speed con- synchronizing algorithms programmed into <RST>
trol circuits from driving the FSR below the value and <VPRO> software. Bus and generator voltage
which would cause flameout during a transient signals are input to the <VPRO> core which con-
condition. For example, with a sudden rejection of tains isolation transformers, and are then paralleled
load on the turbine, the speed control system loop to <RST>. <RST> software drives the synch check
would want to drive the FSR signal to zero, but the and synch permissive relays, while <VPRO> pro-
minimum FSR setting establishes the minimum fuel vides the actual breaker close command. See Figure
level that prevents a flameout. Temperature and/or 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 For synchronizing, the unit is brought to 100.3%
may be selected from external contacts, i.e., genera- speed to keep the generator “faster” than the grid, as-
tor panel selector switch, or from the SPEEDTRON- suring load pick–up upon breaker closure. If the sys-
IC Mark VI <HMI>. tem frequency has varied enough to cause an
unacceptable slip frequency (difference between
1. OFF – Breaker will not be closed by SPEED- generator frequency and grid frequency), the speed
TRONIC Mark VI control matching circuit adjusts TNR to maintain turbine
speed 0.20% to 0.40% faster than the grid to assure
2. MANUAL – Operator initiated breaker closure
the correct slip frequency and permit synchronizing.
when permissive synch check relay 25X is satis-
fied
For added protection a synchronizing check relay is
3. AUTO – System will automatically match volt- provided in the generator panel. It is used in series
age and speed and then close the breaker at the with both the auto synchronizing relay and the
appropriate time to hit top dead center on the manual breaker close switch to prevent large out–
synchroscope of–phase breaker closures.
GE Power Systems
ACCELERATION CONTROL turbine occurs in the flame zone of the combustion

chambers. The combustion gas in that zone is di-
Acceleration control compares the present value of luted by cooling air and flows into the turbine sec-
the speed signal with the value at the last sample tion through the first stage nozzle. The temperature
time. The difference between these two numbers is a of that gas as it exits the first stage nozzle is known as
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
start–up 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 warm–up 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 pick–up, 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 unit’s 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 thermo–dy-
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
back–up to the primary CPD–biased 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
Chromel–Alumel exhaust temperature thermocou-
The Temperature Control System will limit fuel ples are used and, typically 27 in number. These
flow to the gas turbine to maintain internal operating thermocouples circumferentially inside the exhaust
temperatures within design limitations of turbine diffuser. They have individual radiation shields that
hot gas path parts. The highest temperature in the gas allow the radial outward diffuser flow to pass over
GE Power Systems
tive exhaust temperature value, compares this value

with the setpoint, and then generates a fuel com-
mand signal to the analog control system to limit ex-
haust temperature.
ISOTHERMAL
Temperature Control Command Program

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>. The
temperature control command program in <RST>
FUEL STROKE REFERENCE (FSR) (Figure 9) reads the exhaust thermocouple tempera-
id0046
ture values and sorts them from the highest to the
Figure 8 Exhaust Temperature vs. Fuel lowest. This array (TTXD2) is used in the combus-
Control Command Signal
tion monitor program as well as in the Temperature
these 1/16” diameter (1.6mm) stainless steel Control Program. In the Temperature Control Pro-
sheathed thermocouples at high velocity, minimiz- gram all exhaust thermocouple inputs are monitored
ing the cooling effect of the longer time constant, and if any are reading too low as compared to a
cooler plenum walls. The signals from these individ- constant, they will be rejected. The highest and low-
ual, ungrounded detectors are sent to the SPEED- est values are then rejected and the remaining values
TRONIC Mark VI control panel through shielded are averaged, that average being the TTXM signal.
thermocouple cables and are divided amongst con- If a Controller should fail, this program will ignore
trollers <RST>. the readings from the failed Controller. The TTXM
signal will be based on the remaining Controllers’
Exhaust Temperature Control Software thermocouples and an alarm will be generated.
The TTXM value is used as the feedback for the ex-
The software contains a series of application pro- haust temperature comparator because the value is
grams written to perform the exhaust temperature not affected by extremes that may be the result of
control and monitoring functions such as digital and faulty instrumentation. The temperature–control–
analog input scan. A major function is the exhaust command program in <RST> compares the exhaust
temperature control, which consists of the following temperature control setpoint (calculated in the tem-
programs: perature–control–bias program and stored in the
computer memory) TTRXB to the TTXM value to
1. Temperature control command determine the temperature error. The software pro-
2. Temperature control bias calculations gram converts the temperature error to a fuel stroke
reference signal, FSRT.
3. Temperature reference selection
The temperature control software determines the Temperature Control Bias Program
cold junction compensated thermocouple readings,
selects the temperature control setpoint, calculates Gas turbine firing temperature is determined by the
the control setpoint value, calculates the representa- measured parameters of exhaust temperature and
GE Power Systems
<RST>
.
TO
COMBUSTION
TTXDR TTXD2 MONITOR
TTXDS SORT
HIGHEST
TO
TTXDT LOWEST
REJECT REJECT
HIGH AVERAGE TTXM
LOW
TC’s AND REMAINING
QUANTITY LOW
OF TC’s 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
id0032V
Figure 9 Temperature Control Schematic
compressor discharge pressure (CPD) or exhaust

temperature and fuel consumption (proportional to DIGITAL
COMPUTER
INPUT
FSR). In the computer, firing temperature is limited DATA MEMORY
by a linearized function of exhaust temperature and

CPD backed up by a linearized function of exhaust
temperature and FSR (See Figure 8). The tempera- SELECTED TEMPERATURE
ture control bias program (Figure 10) calculates the TEMPERATURE CONTROL COMPUTER
REFERENCE BIAS MEMORY
TABLE
exhaust temperature control setpoint TTRXB based PROGRAM
on the CPD data stored in computer memory and

constants from the selected temperature–reference
table. The program calculates another setpoint based CONSTANT
STORAGE
on FSR and constants from another temperature–
id0023
reference table.
Figure 10 Temperature Control Bias
Figure 11 is a graphical illustration of the control set- perature setpoint. The constants TTKn_K (FSR 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
GE Power Systems
given in the Control Specifications–Control System Temperature Reference Select Program

Settings drawing. The temperature–control–bias
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 temperature–refer-
During normal operation with gas or light distillate ence–select 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. A typical digital signal is “BASE SELECT”,
will be selected to minimize the effect of turbine selected by clicking on the appropriate target on the
nozzle plugging on firing temperature. The FSR bias operator interface <HMI>.
setpoint will then be compared with the CPD bias
setpoint and an alarm will occur when the FSR set-
point exceeds the CPD setpoint. A ramp function is FUEL CONTROL SYSTEM
provided in the program to limit the rate at which the
setpoint can change. The maximum and minimum The gas turbine fuel control system will change fuel
change in ramp rates (slope) are programmed in flow to the combustors in response to the fuel stroke
constants TTKRXR1 and TTKRXR2. Consult the reference signal (FSR). FSR actually consists of two
Control Sequence Program (CSP) and the Control separate signals added together, FSR1 being the
Specifications drawing for the block diagram il- called–for liquid fuel flow and FSR2 being the
lustration of this function and the value of the called–for gas fuel flow; normally, FSR1 + FSR2 =
constants. Typical rate change limit is 1.5°F per se- FSR. Standard fuel systems are designed for opera-
cond. The output of the ramp function is the exhaust tion with liquid fuel and/or gas fuel. This chapter
temperature control setpoint which is stored in the will describe a dual fuel system. It starts with the ser-
computer memory. vo drive system, where the setpoint is compared
with the feedback signal and converted to a valve
position. It will describe liquid, gas and dual fuel op-
eration and how the FSR from the control systems
previously described is conditioned and sent as a set
point to the servo system.
EXHAUST TEMPERATURE
TTKn_K
TTKn_I ISOTHERMAL
TTKn_C
TEMPERATURE SELECTED
DIGITAL REFERENCE TEMPERATURE
INPUT DATA SELECT REFERENCE
TABLE
CONSTANT
CPD STORAGE
FSR
id0054
id0106
Figure 11 Exhaust Temperature Control Setpoints
Figure 12 Temperature Reference Select Program

GE Power Systems
Servo Drive System actuator. If the hydraulic actuator has spring return,
hydraulic oil will be ported to one side of the cylin-
The heart of the fuel system is a three coil electro– der and the other to drain. A feedback signal pro-
hydraulic servovalve (servo) as shown in Figure 13. vided by a linear variable differential transformer
The servovalve is the interface between the electri- (LVDT, Figure 13) will tell the control whether or
cal and mechanical systems and controls the direc- not it is in the required position. The LVDT outputs
tion and rate of motion of a hydraulic actuator based an AC voltage which is proportional to the position
on the input current to the servo. of the core of the LVDT. This core in turn is con-
nected to the valve whose position is being con-
3-COIL TORQUE MOTOR
trolled; as the valve moves, the feedback voltage
TORQUE changes. The LVDT requires an exciter voltage
MOTOR TORQUE
ARMATURE MOTOR which is provided by the VSVO card.
N N
Figure 14 shows the major components of the servo

JET TUBE
FORCE
positioning loops. The digital (microprocessor sig-
FEEDBACK
SPRING
S S
nal) to analog conversion is done on the VSVO card;
FAIL
this represents called–for fuel flow. The called–for
SAFE
BIAS fuel flow signal is then compared to a feedback rep-
SPRING
resenting actual fuel flow. The difference is ampli-
fied on the VSVO card and sent through the TSVO
Â
P R P card to the servo. This output to the servos is moni-
1 2 tored and there will be an alarm on loss of any one of
the three signals from <RST>.
SPOOL VALVE FILTER
DRAIN PS
1350 PSI Liquid Fuel Control
HYDRAULIC
The liquid fuel system consists of fuel handling
ACTUATOR
components and electrical control components.
Some of the fuel handling components are: primary
TO <RST> LVDT
fuel oil filter, fuel oil stop valve, three fuel pumps,
ABEX Servovalve id0029 fuel bypass valve, fuel pump pressure relief valve,
Figure 13 Electrohydraulic Servovalve flow divider, combined selector valve/pressure
The servovalve contains three electrically isolated gauge assembly, false start drain valve, fuel lines,
coils on the torque motor. Each coil is connected to and fuel nozzles. The electrical control components
one of the three Controllers <RST>. This provides are: liquid fuel pressure switch (upstream) 63FL–2,
redundancy should one of the Controllers or coils fuel oil stop valve limit switch 33FL, liquid fuel
fail. There is a null–bias spring which positions the pump bypass valve servovalve 65FP, flow divider
servo so that the actuator will go to the fail safe posi- magnetic speed pickups 77FD–1, –2, –3 and
tion should ALL power and/or control signals be SPEEDTRONIC control cards TSVO and VSVO. A
lost. diagram of the system showing major components is
shown in Figure 15.
If the hydraulic actuator is a double–action piston,
the control signal positions the servovalve so that it The fuel bypass valve is a hydraulically actuated
ports high–pressure oil to either side of the hydraulic valve with a linear flow characteristic. Located

FUNDAMENTALS OF SPEEDTRONIC
POSTION FEEDBACK
LVDT
<R>
TSVO VSVO TSVO

3.2KHZ
EXCITATION
REF
D/A
Figure 14 Servo Positioning Loops
FUEL
<S>
SERVO
VSVO 3.2KHZ VALVE
REF
D/A TORQUE
MOTOR
14
HYDRAULIC
ACTUATOR
HIGH
<T> PRESSURE
OIL
VSVO 3.2KHZ
EXCITATION
REF
D/A
GE Power Systems
POSTION FEEDBACK
LVDT
Fund_Mk_VI
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>
TSVO
TNH
L4 VSVO
L20FLX PR/A
BY-PASS VALVE ASM.
P R 65FP TYPICAL
40µ DIFFERENTIAL FLOW FUEL NOZZLES
PRESSURE GUAGE DIVIDER
77FD-1
63FL-2 OH
HYDRAULIC COMBUSTION
SUPPLY CHAMBER
OFV
FUEL
STOP
VALVE VR4
OF AD
FUEL PUMP
(QTY 3)
33FL
M FALSE START
OLT- DRAIN VALVE
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 VSVO card modulates servovalve 65FP based on
from the pump into several streams, one for each inputs of turbine speed, FSR1 (called–for 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 (77FD–1, –2 & –3). These
Master Protective System (to be discussed later) and
are non–contacting 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.
ered to the combustion chambers.
The FSR signal from the controlling system goes
The TSVO card receives the pulse rate signals from through the fuel splitter where the liquid fuel re-
77FD–1, –2, and –3 and outputs an analog signal quirement becomes FSR1. The FSR1 signal is mul-
which is proportional to the pulse rate input. The tiplied by TNH, so fuel flow becomes a function of
GE Power Systems
speed – an important feature, particularly while the Gas Fuel Control

unit is starting. This enables the system to have bet-
ter resolution at the lower, more critical speeds The dry low NOx II (DLN–2) control system regu-
where air flow is very low. This produces the lates the distribution of gas fuel to a multi–nozzle
FQROUT signal, which is the digital liquid fuel combustor arrangement. The fuel flow distribution
flow command. At full speed TNH does not change, to each fuel nozzle assembly is a function of com-
therefore FQROUT is directly proportional to FSR. bustion reference temperature (TTRF1) and IGV
temperature control mode. By a combination of fuel
FQROUT then goes to the VSVO card where it is staging and shifting of combustion modes from dif-
changed to an analog signal to be compared to the fusion at ignition through premix at higher loads,
feedback signal from the flow divider. As the fuel low nitrous oxide (NOx) emissions are achieved.
flows into the turbine, speed sensors 77FD–1, –2, Fuel gas is controlled by the gas stop/speed ratio
and –3 send a signal to the TSVO card, which in turn valve (SRV), the primary, secondary and quaternary
outputs the fuel flow rate signal (FQ1) to the VSVO gas control valves (GCV) , and the premix splitter
card. When the fuel flow rate is equal to the called– valve (PMSV). The premix splitter valve controls
for rate (FQ1 = FSR1), the servovalve 65FP is the split between secondary and tertiary gas flow.
moved to the null position and the bypass valve re- All valves are servo controlled by signals from the
mains “stationary” until some input to the system SPEEDTRONIC control panel (Figure 16).
changes. If the feedback is in error with FQROUT,
the operational amplifier on the VSVO card will It is the gas control valve which controls the desired
change the signal to servovalve 65FP to drive the by- gas fuel flow in response to the command signal
pass valve in a direction to decrease the error. FSR. To enable it to do this in a predictable manner,
the speed ratio valve is designed to maintain a prede-
The flow divider feedback signal is also used for termined pressure (P2) at the inlet of the gas control
valve as a function of gas turbine speed.
system checks. This analog signal is converted to
digital counts and is used in the controller’s software There are three main DLN–2 combustion modes:
to compare to certain limits as well as to display fuel Primary, Lean–Lean, and Premix.
flow on the <HMI>. The checks made are as fol-
Primary mode exists from light off to 81% corrected
lows:
speed, fuel flow to primary nozzles only. Lean–
Lean is from 81% corrected speed to a preselected
L60FFLH:Excessive fuel flow on start–up combustion reference temperature, with fuel to the
primary and tertiary nozzles. In Premix operation
L3LFLT1:Loss of LVDT position feedback
fuel is directed to secondary, tertiary and quaternary
nozzles. Minimum load for this operation is set by
L3LFBSQ:Bypass valve is not fully open when
combustion reference temperature and IGV posi-
the stop valve is closed.
tion.
L3LFBSC:Servo current is detected when the The fuel gas control system consists primarily of the
stop valve is closed. following components: gas strainer, gas supply
pressure switch 63FG, stop/speed ratio valve assem-
L3LFT:Loss of flow divider feedback bly, fuel gas pressure transducer(s) 96FG, gas fuel
vent solenoid valve 20VG, control valve assembly,
If L60FFLH is true for a specified time period (nom- LVDT’s 96GC–1, –2, –3, –4, –5, –6, 96SR–1, –2, 96
inally 2 seconds), the unit will trip; if L3LFLT1 PS–1, –2, electro–hydraulic servovalves 90SR,
through L3LFT are true, these faults will trip the unit 65GC and 65PS, dump valve(s) VH–5, three pres-
during start–up and require manual reset. sure gauges, gas manifold with ‘pigtails’ to respec-
GE Power Systems
tive fuel nozzles, and SPEEDTRONIC control cards tion is contained in subsequent para-
TBQB and TCQC. The components are shown graphs.
schematically in Figure 17. A functional explana-
DLN–2 GAS FUEL SYSTEM
SGCV T
SRV PMSV S SINGLE

PGCV
BURNING
ZONE
P 5 BURNERS
QGCV
*
Q
GAS SKID TURBINE COMPARTMENT
SRV SPEED/RATIO VALVE T TERTIARY MANIFOLD, 1 NOZ. PREMIX ONLY

PGCV GAS CONTROL, PRIMARY S SECONDARY MANIFOLD, 4 NOZ. PREMIX INJ.
SGCV GAS CONTROL, SECONDARY P PRIMARY MANIFOLD, 4 NOZ. DIFFUSION INJ.
QGCV GAS CONTROL, QUATERNARY Q QUAT MANIFOLD, CASING. PREMIX ONLY
PMSV PREMIX SPLITTER VALVE
* PURGE AIR (PCD AIR SUPPLY)
Figure 16 DLN–2 Gas Fuel System

GE Power Systems
VSVO
FPRG TSVO POS1 VSVO TSVO
POS2 GAS CONTROL GAS CONTROL

SPEED RATIO FSR2 VALVE SERVO VALVE POSITION
VALVE CONTROL FEEDBACK
FPG
TBAI 96FG-2A TSVO

VAIC
96FG-2B
96FG-2C 20VG
TRANSDUCERS
VENT
COMBUSTION
CHAMBER
63FG-3
STOP/ GAS
RATIO CONTROL
VALVE VALVE
GAS
P2
Electrical
Connection GAS
MANIFOLD
Hydraulic LVDT’S LVDT’S
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

GE Power Systems
Gas Control Valves then output to the servo valve through the TSVO
The position of the gas control valve plug is intended card. The gas control valve stem position is sensed
to be proportional to FSR2 which represents called– by the output of a linear variable differential trans-
for gas fuel flow. Actuation of the spring–loaded gas former (LVDT) and fed back through the TSVO card
control valve is by a hydraulic cylinder controlled by to an operational amplifier on the VSVO card where
an electro–hydraulic servovalve. it is compared to the FSROUT input signal at a sum-
ming junction. There are two LVDTs providing
When the turbine is to run on gas fuel the permis- feedback ; two of the three controllers are dedicated
sives L4, L20FGX and L2TVX (turbine purge com- to one LVDT each, while the third selects the highest
plete) must be ‘true’, similar to the liquid system. feedback through a high–select diode gate. If the
This allows the Gas Control Valve to open. The feedback is in error with FSROUT, the operational
stroke of the valve will be proportional to FSR. amplifier on the VSVO card will change the signal
FSR goes through the fuel splitter (to be discussed in to the hydraulic servovalve to drive the gas control
the dual fuel section) where the gas fuel requirement valve in a direction to decrease the error. In this way
becomes FSR2, which is then conditioned for offset the desired relationship between position and FSR2
and gain. This signal, FSROUT, goes to the VSVO is maintained and the control valve correctly meters
card where it is converted to an analog signal and the gas fuel. See Figure 18.
<RST>
OFFSET
GAIN
<RST>
FSR2 +
TBQC
+
HIGH
SELECT
L4
L3GCV
FSROUT
ANALOG
I/O
GAS CONTROL VALVE
GAS
P2
ÎÎ
GAS CONTROL VALVE
POSITION LOOP
ÎÎ
CALIBRATION
ÎÎ
POSITION
LVDT
LVDT’S
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
VSVO
+ FPRG
OFFSET + D
A
L4
FPG
L3GRV
HIGH POS2
SELECT
96FG-2A
96FG-2B
96FG-2C
SPEED RATIO VALVE
GAS
VAIC
ÎÎÎ
96SR-1,2
LVDT’S
OPERATING
CYLINDER
PISTON
ÎÎÎ
ÎÎÎ TBAI
TRIP OIL DUMP

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

GE Power Systems
The plug in the gas control valve is contoured to pro- The stop/speed ratio 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 no–run condition. Hy-
venturi seat to obtain adequate pressure recovery. draulic trip dump valve VH–5 is located between the
High pressure recovery occurs at overall valve pres- electro–hydraulic 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. Each GCV has two LVDTs and can run correct- tion which dumps the high pressure hydraulic oil
ly 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
Stop/Speed Ratio 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 L60FSGH: Excessive fuel flow on start–up
to its closed position shutting off gas fuel flow to the L3GRVFB: Loss of LVDT feedback on the SRV
turbine. This is done either by dumping hydraulic oil
L3GRVO: SRV open prior to permissive to open
from the Stop/Speed Ratio Valve VH–5 hydraulic
trip relay or driving the position control closed elec- L3GRVSC: Servo current to SRV detected prior
trically. to permissive to open
L3GCVFB: Loss of LVDT feedback on the
The stop/speed ratio 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. 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 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
L3GFIVP: Intervalve (P2) pressure low
offset and gain, which then becomes Gas Fuel Pres-
sure Reference FPRG. FPRG then goes to the The servovalves are furnished with a mechanical
VSVO card to be converted to an analog signal. P2 null offset bias to cause the gas control valve or
pressure is measured by 96FG which outputs a volt- speed ratio valve to go to the zero stroke position
age proportional to P2 pressure. This P2 signal (fail safe condition) should the servovalve signals or
(FPG) is compared to the FPRG and the error signal power be lost. During a trip or no–run condition, a
(if any) is in turn compared with the 96SR LVDT positive voltage bias is placed on the servo coils
feedback to reposition the valve as in the GCV loop. holding them in the ‘valve closed’ position.
GE Power Systems
Premix Splitter Valve <RST>

FUEL SPLITTER
L84TG
A=B
TOTAL GAS
The Premix splitter valve (PMSV) regulates the split A=B
L84TL
TOTAL LIQUID
MAX. LIMIT
of secondary/tertiary gas fuel flow between the sec-
MIN. LIMIT
ondary and tertiary gas fuel manifolds. The valve is MEDIAN
L83FZ SELECT
referenced to the secondary fuel passages, i.e. 0% PERMISSIVES
valve stroke corresponds to 0% secondary fuel flow. RAMP
Unlike the SRV and GCV’s the flow through the RATE
L83FG
splitter valve is not linear with valve position.The GAS SELECT
L83FL
control system linearizes the fuel split setpoint and LIQUID SELECT
the resulting valve position command FSRXPOUT FSR FSR1
LIQUID REF.
is used as the position reference.
FSR2
GAS REF.
id0034
Dual Fuel Control Figure 20 Fuel Splitter Schematic
Turbines that are designed to operate on both liquid Fuel Transfer – Liquid to Gas
and gaseous fuel are equipped with controls to pro-
vide the following features:
If the unit is running on liquid fuel (FSR1) and the
1.Transfer from one fuel to the other on com- “GAS” target on the <HMI> screen is selected the
mand. following sequence of events will take place, pro-
viding the transfer and fuel gas permissives are true
2. Allow time for filling the lines with the type of (refer to Figure 21):
fuel to which turbine operation is being trans-
ferred. FSR1 will remain at its initial value, but FSR2 will
step to a value slightly greater than zero, usually
3. Operation of liquid fuel nozzle purge when 0.5%. This will open the gas control valve slightly to
operating totally on gas fuel. bleed down the intervalve volume. This is done in
case a high pressure has been entrained. The pres-
4. Operation of gas fuel nozzle purge when oper-
ence of a higher pressure than that required by the
ating totally on liquid fuel.
speed/ratio controller would cause slow response in
The software diagram for the fuel splitter is shown in initiating gas flow.
Figure 20.
After a typical time delay of thirty seconds to bleed
down the P2 pressure and fill the gas supply line, the
Fuel Splitter software program ramps the fuel commands, FSR2
to increase and FSR1 to decrease, at a programmed
As stated before FSR is divided into two signals, rate through the median select gate. This is complete
FSR1 and FSR2, to provide dual fuel operation. See in thirty seconds.
Figure 20.
When the transfer is complete logic signal L84TG
FSR is multiplied by the liquid fuel fraction FX1 to (Total Gas) will de–energize the liquid fuel forward-
produce the FSR1 signal. FSR1 is then subtracted ing pump, close the fuel oil stop valve by de–ener-
from the FSR signal resulting in FSR2, the control gizing the liquid fuel dump valve 20FL, and initiate
signal for the secondary fuel. the purge sequence.
GE Power Systems
Fuel Transfer – Gas to Liquid

Transfer from Full Gas to Full Distillate
FSR2 Transfer from gas to liquid is essentially the same se-
quence as previously described, except that gas and
UNITS
liquid fuel command signals are interchanged. For

FSR1
PURGE
instance, at the beginning of a transfer, FSR2 re-
SELECT DISTILLATE
TIME
mains at its initial value, but FSR1 steps to a value
slightly greater than zero. This will command a
Transfer from Full Distillate to Full Gas
small liquid fuel flow. If there has been any fuel leak-
FSR1
age out past the check valves, this will fill the liquid
fuel piping and avoid any delay in delivery at the be-
UNITS
ginning of the FSR1 increase.

FSR2
The rest of the sequence is the same as liquid–to–
PURGE
TIME
SELECT GAS gas, except that there is usually no purging se-
quence.
Transfer from Full Distillate to Mixture
Gas Fuel Purge
FSR1
UNITS
Primary gas fuel purge is required during premix

steady state and liquid fuel operation. This system
FSR2
PURGE
involves a double block and bleed arrangement,
TIME
SELECT GAS SELECT MIX wherby two purge valves (VA13–1, –2) are shut
id0033
when primary gas is flowing and intervalve vent so-
Figure 21 Fuel Transfer lenoid (20VG–2) is open to bleed any leakage across
the valves. The purge valves are air operated through
solenoid valves 20PG–1, –2. When there is no pri-
Liquid Fuel Purge mary gas flow, the purge valves open and allow com-
pressor discharge air to flow through the primary
fuel nozzle passages. Secondary purge is required
To prevent coking of the liquid fuel nozzles while for the secondary and tertiary nozzles when second-
operating on gas fuel, some atomizing air is diverted ary and tertiary fuel flow is reduced to zero and when
through the liquid fuel nozzles. The following se- operating on liquid fuel. This is a block and bleed ar-
quence of events occurs when transfer from liquid to rangement similar to the primary purge with two
gas is complete. purge valves (VA13–3, –4), intervalve vent solenoid
(20VG–3), and solenoid valves 20PG–3, –4.
Air from the atomizing air system flows through a
cooler (HX4–1), through the fuel oil purge valve
(VA19–3) and through check valve VCK2 to each
fuel nozzle.
MODULATED INLET GUIDE VANE
The fuel oil purge valve is controlled by the position SYSTEM
of a solenoid valve 20PL–2 . When this valve is en-
ergized , actuating air pressure opens the purge oil The Inlet Guide Vanes (IGVs) modulate during the
check valve, allowing air flow to the fuel oil nozzle acceleration of the gas turbine to rated speed, load-
purge check valves. ing and unloading of the generator, and deceleration
of the gas turbine. This IGV modulation maintains
proper flows and pressures, and thus stresses, in the
GE Power Systems
compressor, maintains a minimum pressure drop bined cycle application, maintains high exhaust
across the fuel nozzles, and, when used in a com- temperatures at low loads.
<RST>
<RST>
CSRGV
VSVO
CSRGV IGV REF CSRGVOUT
D/A
HIGH
SELECT
TSVO
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 Operation
During start–up, the inlet guide vanes are held fully

The modulated inlet guide vane actuating system is closed, a nominal 27 degree angle, from zero to
comprised of the following components: servovalve 83.5% corrected speed. Turbine speed is corrected
90TV, LVDT position sensors 96TV–1 and to reflect air conditions at 27° C (80° F); this com-
96TV–2, and, in some instances, solenoid valve pensates for changes in air density as ambient condi-
20TV and hydraulic dump valve VH3. Control of tions change. At ambient temperatures greater than
90TV will port hydraulic pressure to operate the 80° F, corrected speed TNHCOR is less than actual
variable inlet guide vane actuator. If used, 20TV and speed TNH; at ambients less than 27° C (80° F),
VH3 can prevent hydraulic oil pressure from flow- TNHCOR is greater than TNH. After attaining a
ing to 90TV. See Figure 23. speed of approximately 83.5%, the guide vanes will
GE Power Systems
modulate open at about 6.7 degrees per percent in-

crease in corrected speed. When the guide vanes FULL OPEN (MAX ANGLE)
reach the minimum full speed angle, nominally 54°,
IGV ANGLE – DEGREES (CSRGV)

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

5TH STAGE EXTRACTION
this in turn closes the compressor bleed valves. FULL CLOSED
(MIN ANGLE)
PRESSURE
0 100
As the unit is loaded and exhaust temperature in- CORRECTED SPEED–%
(TNHCOR) 0 100
LOAD–%
creases, the inlet guide vanes will go to the full open FSNL BASE LOAD
EXHAUST TEMPERATURE
position when the exhaust temperature reaches one id0037
of two points, depending on the operation mode se- Figure 24 Variable Inlet Guide Vane Schedule
lected. For simple cycle operation, the IGVs move to
the full open position at a pre–selected exhaust tem-
perature, usually 371° C (700° F). For combined PROTECTION SYSTEMS
cycle operation, the IGVs begin to move to the full
open position as exhaust temperature approaches The gas turbine protection system is comprised of a
the temperature control reference temperature; nor- number of sub–systems, several of which operate
mally, the IGVs begin to open when exhaust temper- during each normal start–up and shutdown. The oth-
ature is within 17° C (30° F) of the temperature er systems and components function strictly during
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 Protective systems respond to the simple trip signals
opens, the compressor bleed valves will be opened. such as pressure switches used for low lube oil pres-
sure, high gas compressor discharge pressure, or
In the event of a turbine trip, the compressor bleed similar indications. They also respond to more com-
valves are opened and the inlet guide vanes go to the plex parameters such as overspeed, overtempera-
fully closed position. The inlet guide vanes remain ture, high vibration, combustion monitor, and loss of
fully closed as the turbine continues to coast down. flame. To do this, some of these protection systems
and their components operate through the master
For underspeed operation, if TNHCOR decreases control and protection circuit in the SPEEDTRON-
below approximately 91%, the inlet guide vanes IC control system, while other totally mechanical
modulate closed at 6.7 degrees per percent decrease systems operate directly on the components of the
in corrected speed. In most cases, if the actual speed turbine. In each case there are two essentially inde-
decreases below 95% TNH, the generator breaker pendent paths for stopping fuel flow, making use of
will open and the turbine speed setpoint will be reset both the fuel control valve (FCV) and the fuel stop
to 100.3%. The IGVs will then go to the minimum valve (FSV). Each protective system is designed in-
full speed angle. See Figure 24. dependent of the control system to avoid the possi-
GE Power Systems
bility of a control system failure disabling the

protective devices. See Figure 25.
MASTER
PRIMARY PROTECTION GCV GAS FUEL
OVERSPEED CIRCUIT SERVOVALVE CONTROL VALVE
<RST>
OVERTEMP
SRV GAS FUEL

VIBRATION SERVOVALVE SPEED RATIO/
STOP VALVE
COMBUSTION
MONITOR
RELAY
VOTING 20FG
MODULE
LOSS
of
FLAME
MASTER
PROTECTION
SECONDARY CIRCUIT BYPASS
<XYZ> VALVE
OVERSPEED FUEL
SERVOVALVE PUMP
RELAY LIQUID
VOTING 20FL FUEL STOP
MODULE VALVE
id0036V
Figure 25 Protective Systems Schematic
Trip Oil Inlet Orifice
An orifice is located in the line running from the

A hydraulic trip system called Trip Oil is the primary bearing header supply to the trip oil system. This ori-
protection interface between the turbine control and fice is sized to limit the flow of oil from the lube oil
protection system and the components on the tur- system into the trip oil system. It must ensure ade-
bine which admit, or shut–off, fuel. The system con- quate capacity for all tripping devices, yet prevent
tains devices which are electrically operated by reduction of lube oil flow to the gas turbine and other
SPEEDTRONIC control signals as well as some to- equipment when the trip system is in the tripped
tally mechanical devices. state.
Besides the tripping functions, trip oil also provides Dump Valve
a hydraulic signal to the fuel stop valves for normal
start–up and shutdown sequences. On gas turbines Each individual fuel branch in the trip oil system has
equipped for dual fuel (gas and oil) operation the a solenoid dump valve (20FL for liquid, 20FG for
system is used to selectively isolate the fuel system gas). This device is a solenoid–operated spring–re-
not required. turn spool valve which will relieve trip oil pressure
only in the branch that it controls. These valves are
Significant components of the Hydraulic Trip Cir- normally energized–to–run, deenergized–to–trip.
cuit are described below. This philosophy protects the turbine during all nor-
GE Power Systems
mal situations as well as that time when loss of dc

power occurs.
PROTECTIVE MASTER
SIGNALS PROTECTION
L4
CIRCUITS
LIQUID
FUEL
LIQUID FUEL
STOP VALVE
20FG 20FL
ORIFICE AND
CHECK VALVE
NETWORK
63HL
INLET ORIFICE
GAS FUEL
GAS SPEED RATIO/
FUEL STOP VALVE
WIRING 63HG
PIPING
GAS FUEL
DUMP RELAY
VALVE
OH
id0056
Figure 26 Trip Oil Schematic – Dual Fuel
Check Valve & Orifice Network dividual fuel stop valve may be selectively closed by
dumping the flow of trip oil going to it. Solenoid
At the inlet of each individual fuel branch is a check valve 20FL can cause the trip valve on the liquid fuel
valve and orifice network which limits flow out of stop valve to go to the trip state, which permits clo-
that branch. This network limits flow into each sure of the liquid fuel stop valve by its spring return
branch, thus allowing individual fuel control with- mechanism. Solenoid valve 20FG can cause the trip
out total system pressure decay. However, when one valve on the gas fuel speed ratio/stop valve to go to
of the trip devices located in the main artery of the the trip state, permitting its spring–returned closure.
system, e.g., the overspeed trip, is actuated, the The orifice in the check valve and orifice network
check valve will open and result in decay of all trip permits independent dumping of each fuel branch of
pressures. the trip oil system without affecting the other
branch. Tripping all devices other than the individu-
Pressure Switches al dump valves will result in dumping the total trip
oil system, which will shut the unit down.
Each individual fuel branch contains pressure
switches (63HL–1,–2,–3 for liquid, 63HG–1,–2,–3 During start–up or fuel transfer, the SPEEDTRON-
for gas) which will ensure tripping of the turbine if IC control system will close the appropriate dump
the trip oil pressure becomes too low for reliable op- valve to activate the desired fuel system(s). Both
eration while operating on that fuel. dump valves will be closed only during fuel transfer
or mixed fuel operation.
Operation
The dump valves are de–energized on a “2–out–
The tripping devices which cause unit shutdown or of–3 voted” trip signal from the relay module. This
selective fuel system shutdown do so by dumping helps prevent trips caused by faulty sensors or the
the low pressure trip oil (OLT). See Figure 26. An in- failure of one controller.
GE Power Systems
The signal to the fuel system servovalves will also <RST> <XYZ>
HIGH PRESSURE OVERSPEED TRIP
be a “close” command should a trip occur. This is
TNH HP SPEED
done by clamping FSR to zero. Should one control- A
A>B
L12H TO MASTER
PROTECTION
TRIP SETPOINT SET
ler fail, the FSR from that controller will be zero. TNKHOS B AND
AND ALARM
MESSAGE
LATCH
The output of the other two controllers is sufficient TNKHOST
TEST
to continue to control the servovalve. TEST

RESET
LH3HOST PERMISSIVE
By pushing the Emergency Trip Button, 5E P/B, the L86MR1 MASTER RESET
P28 vdc power supply is cut off to the relays control- SAMPLING RATE = 0.25 SEC
ling solenoid valves 20FL and 20FG, thus de–ener- id0060
gizing the dump valves. Figure 27 Electronic Overspeed Trip
Overtemperature Protection
Overspeed Protection
The overtemperature system protects the gas turbine
The SPEEDTRONIC Mark VI overspeed system is against possible damage caused by overfiring. It is a
designed to protect the gas turbine against possible backup system, operating only after the failure of the
damage caused by overspeeding the turbine rotor. temperature control system.
Under normal operation, the speed of the rotor is
controlled by speed control. The overspeed system TTKOT1 TRIP
would not be called on except after the failure of oth-
er systems.
The overspeed protection system consists of a pri-

EXH TEMP
mary and secondary electronic overspeed system.

The primary electronic overspeed protection system
resides in the <RST> controllers. The secondary TTRX
electronic overspeed protection system resides in TRIP MARGIN

TTKOT2
the <XYZ> controllers (in <VPRO>). Both systems ALARM MARGIN
TTKOT3
consist of magnetic pickups to sense turbine speed,
speed detection software, and associated logic cir- CPD/FSR
id0053
cuits and are set to trip the unit at 110% rated speed.
Figure 29 Overtemperature Protection
Electronic Overspeed Protection System Under normal operating conditions, the exhaust
temperature control system acts to control fuel flow
The electronic overspeed protection function is per- when the firing temperature limit is reached. In cer-
formed in both <RST> and <XYZ> as shown in Fig- tain failure modes however, exhaust temperature
ure 27. The turbine speed signal (TNH) derived from and fuel flow can exceed control limits. Under such
the magnetic pickup sensors (77NH–1,–2, and –3) is circumstances the overtemperature protection sys-
compared to an overspeed setpoint (TNKHOS). tem provides an overtemperature alarm about 14° C
When TNH exceeds the setpoint, the overspeed trip (25° F) above the temperature control reference. To
signal (L12H) is transmitted to the master protective avoid further temperature increase, it starts unload-
circuit to trip the turbine and the “OVERSPEED ing the gas turbine. If the temperature should in-
TRIP” message will be displayed on the <HMI>. crease further to a point about 22° C (40° F) above
This trip will latch and must be reset by the master the temperature control reference, the gas turbine is
reset signal L86MR. tripped. For the actual alarm and trip overtempera-
GE Power Systems
ture setpoints refer to the Control Specifications. will be tripped through the master protection circuit.
See Figure 29. The trip function will be latched in and the master re-
set signal L86MR1 must be true to reset and unlatch
Overtemperature trip and alarm setpoints are deter-
the trip.
mined from the temperature control setpoints
derived by the Exhaust Temperature Control soft-
ware. See Figure 30. Flame Detection and Protection System
<RST> The SPEEDTRONIC Mark VI flame detectors per-

OVERTEMPERATURE
TTXM
TRIP AND ALARM form two functions, one in the sequencing system
A
ALARM
A>B
L30TXA
ALARM
TO ALARM and the other in the protective system. During a nor-
TTKOT3 B MESSAGE
AND SPEED
SETPOINT mal start–up the flame detectors indicate when a
LOWER
flame has been established in the combustion cham-
TTRXB
bers and allow the start–up sequence to continue.
A
A>B Most units have four flame detectors, some have
TTKOT2 B
OR
two, and a very few have eight. Generally speaking,
A if half of the flame detectors indicate flame and half
A>B
TTKOT1
TRIP ISOTHERMAL
B
SET
AND
L86TXT
TRIP
TO MASTER
PROTECTION
(or less) indicate no–flame, there will be an alarm
LATCH
L86MR1
AND ALARM
MESSAGE but the unit will continue to run. If more than half in-
RESET
SAMPLING RATE: 0.25 SEC. dicate loss–of–flame, 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 VI system detects flame by sensing
ultraviolet (UV) radiation. Such radiation results
Overtemperature Alarm (L30TXA)
from the combustion of hydrocarbon fuels and is
The representative value of the exhaust temperature more reliably detected than visible light, which va-
thermocouples (TTXM) is compared with alarm and ries in color and intensity.
trip temperature setpoints. The “EXHAUST TEM- The flame sensor is a copper cathode detector de-
PERATURE HIGH” alarm message will be dis- signed to detect the presence of ultraviolet radiation.
played when the exhaust temperature (TTXM) The SPEEDTRONIC control will furnish +24Vdc
exceeds the temperature control reference (TTRXB) to drive the ultraviolet detector tube. In the presence
plus the alarm margin (TTKOT3) programmed as a of ultraviolet radiation, the gas in the detector tube
Control Constant in the software. The alarm will au- ionizes and conducts current. The strength of the
tomatically reset if the temperature decreases below current feedback (4 – 20 mA) to the panel is a pro-
the setpoint. portional indication of the strength of the ultraviolet
radiation present. If the feedback current exceeds a
Overtemperature Trip (L86TXT) threshold value the SPEEDTRONIC generates a
logic signal to indicate ”FLAME DETECTED” by
An overtemperature trip will occur if the exhaust
the sensor.
temperature (TTXM) exceeds the temperature con-
trol reference (TTRXB) plus the trip margin The flame detector system is similar to other protec-
(TTKOT2), or if it exceeds the isothermal trip set- tive systems, in that it is self–monitoring. For exam-
point (TTKOT1). The overtemperature trip will ple, when the gas turbine is below L14HM all
latch, the “EXHAUST OVERTEMPERATURE channels must indicate “NO FLAME.” If this condi-
TRIP” message will be displayed, and the turbine tion is not met, the condition is annunciated as a
GE Power Systems
“FLAME DETECTOR TROUBLE” alarm and the and the turbine will continue to run. More than half
turbine cannot be started. After firing speed has been the flame detectors must indicate “NO FLAME” in
reached and fuel introduced to the machine, if at order to trip the turbine.
least half the flame detectors see flame the starting
Note that a short–circuited or open–circuited detec-
sequence is allowed to proceed. A failure of one de-
tor tube will result in a “NO FLAME” signal.
tector will be annunciated as “FLAME DETECTOR
TROUBLE” when complete sequence is reached
SPEEDTRONIC Mk VI Flame Detection
Turbine
Protection
Logic
28FD
UV Scanner
28FD
UV Scanner Analog Flame <HMI>
I/O Detection Display
28FD Logic
UV Scanner TBAI
VAIC
28FD
UV Scanner
Turbine
Control
Logic
NOTE: Excitation for the sensors and signal processing is

performed by SPEEDTRONIC Mk VI circuits
Figure 31 SPEEDTRONIC Mk VI Flame Detection ido115
Vibration Protection ceeded, the vibration protection system trips the tur-
bine and annunciates to indicate the cause of the trip.
The vibration protection system of a gas turbine unit Each channel includes one vibration pickup (veloc-
is composed of several independent vibration chan- ity type) and a SPEEDTRONIC Mark VI amplifier
nels. Each channel detects excessive vibration by circuit. The vibration detectors generate a relatively
means of a seismic pickup mounted on a bearing low voltage by the relative motion of a permanent
housing or similar location of the gas turbine and the magnet suspended in a coil and therefore no excita-
driven load. If a predetermined vibration level is ex- tion is necessary. A twisted–pair shielded cable is
GE Power Systems
used to connect the detector to the analog input/out- Combustion Monitoring

put module.
The pickup signal from the analog I/O module is in- The primary function of the combustion monitor is
putted to the computer software where it is to reduce the likelihood of extensive damage to the
compared with the alarm and trip levels pro- gas turbine if the combustion system deteriorates.
grammed as Control Constants. See Figure 32. The monitor does this by examining the exhaust
When the vibration amplitude reaches the pro- temperature thermocouples and compressor dis-
grammed trip set point, the channel will trigger a trip charge temperature thermocouples. From changes
signal, the circuit will latch, and a “HIGH VIBRA- that may occur in the pattern of the thermocouple
TION TRIP” message will be displayed. Removal readings, warning and protective signals are gener-
of the latched trip condition can be accomplished ated by the combustion monitor software to alarm
only by depressing the master reset button and/or trip the gas turbine.
(L86MR1) when vibration is not excessive. This means of detecting abnormalities in the com-
<RST> bustion system is effective only when there is in-
L39TEST
complete mixing as the gases pass through the
39V
turbine; an uneven turbine inlet pattern will cause an
FAULT
OR
L39VF
uneven exhaust pattern. The uneven inlet pattern
A
AB
ALARM B
L39VA The usefulness and reliability of the combustion
monitor depends on the condition of the exhaust
SET TRIP
TRIP
A
A>B
VT AND
L39VT AND thermocouples. It is important that each of the ther-
LATCH
TRIP B
RESET
mocouples is in good working condition.
AUTO OR MANUAL RESET Combustion Monitoring Software

L86AMR
id0057
The controllers contain a series of programs written
Figure 32 Vibration Protection to perform the monitoring tasks (See Combustion
When the “VIBRATION TRANSDUCER FAULT” Monitoring Schematic Figure 33). The main moni-
message is displayed and machine operation is not tor program is written to analyze the thermocouple
interrupted, either an open or shorted condition may readings and make appropriate decisions. Several
be the cause. This message indicates that mainte- different algorithms have been developed for this
nance or replacement action is required. With the depending on the turbine model series and the type
<HMI> display, it is possible to monitor vibration of thermocouples used. The significant program
levels of each channel while the turbine is running constants used with each algorithm are specified in
without interrupting operation. the Control Specification for each unit.

GE Power Systems
<RST>
COMBUSTION MONITOR ALGORITHM

CTDA
MAX TTKSPL1 MEDIAN

SELECT
MIN TTKSPL2 CALCULATE

ALLOWABLE MEDIAN TTXSPL
SPREAD SELECT
TTXM
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
The allowable spread will be between the limits
S
allow S
allow
uK
1 TTKSPL7 and TTKSPL6, usually 17° C 〈30° F) and
53° C (125° F). The values of the combustion moni-
TRIP IF S1 & S2
OR S2 & S3 COMMUNICATIONS
ARE ADJACENT FAILURE
TYPICAL K1 = 1.0
K2 = 5.0
tor program constants are listed in the Control Speci-
TRIP IF S1 & S2
K3
ARE ADJACENT
K3 = 0.8
fications.
MONITOR TC ALARM
ALARM S1 The various controller processor outputs to the
K1 K2 S
allow
id0050
<HMI> cause alarm message displays as well as ap-
Figure 34 Exhaust Temperature Spread Limits
propriate control action. The combustion monitor
outputs are:
Sallow is the “Allowable Spread”, based on aver- Exhaust Thermocouple Trouble Alarm
age exhaust temperature and compressor dis- (L30SPTA)
charge temperature.
If any thermocouple value causes the largest spread
S1, S2 and S3 are defined as follows: to exceed a constant (usually 5 times the allowable
GE Power Systems
spread), a thermocouple alarm (L30SPTA) is pro- If any of the trip conditions exist for 9 seconds, the
duced. If this condition persists for four seconds, the trip will latch and “HIGH EXHAUST TEMPERA-
alarm message “EXHAUST THERMOCOUPLE TURE SPREAD TRIP” message will be displayed.
TROUBLE” will be displayed and will remain on The turbine will be tripped through the master pro-
until acknowledged and reset. This usually indicates tective circuit. The alarm and trip signals will be dis-
a failed thermocouple, i.e., open circuit. 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 start–up and shutdown transient conditions.
When the monitor is not enabled, no new protective
High Exhaust Temperature Spread Trip actions are taken. The combustion monitor will also
(L30SPT) be disabled during a high rate of change of FSR. This
prevents false alarms and trips during large fuel and
A high exhaust temperature spread trip can occur if:
load transients.
“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
or worn fuel nozzles and combustor flameout due,
“EXHAUST THERMOCOUPLE TROUBLE”
for instance, to water injection.
alarm exists, the second largest spread exceeds a
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-
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.

Cairo North II
GT 9FA 298463
;
; File: F:\UnitG1\ALARM.dat
; Thursday, October 28, 2004 07:56:40 PM
;
;This File is auto-generated from a 'build' in the GE toolbox with data from the
SDB.
;Turbine ALARM text file
;For Unit device G1.
;
;Alarm Type Index No Description
;----------- -------- -------------
;
QP 0000 ALARM XMIT SUSPENDED. CPU SWITCHED.
QP 0001 BRG METAL TEMP GEN JOURNAL #1 HIGH
QP 0005 BRG METAL TEMP TURB JOURNAL #1 HIGH
QP 0013 DEW POINT TEMPERATURE HIGH ALARM
QP 0014 DEW POINT TEMPERATURE HIGH HIGH ALARM
QP 0015 PROT MODULE SPEED SGNL LOSS (DECEL DET)
QP 0016 ELECTRICAL OVERSPEED TRIP - HP
QP 0017 LOSS OF PROTECTIVE HP SPEED SIGNALS
QP 0018 PROTECTIVE OVERSPEED STATUS
QP 0019 PROTECTIVE OVERSPEED BOLT TRIP
QP 0020 CONTROL SPEED SIGNAL LOSS - HP
QP 0021 CONTROL SPEED SIGNAL TROUBLE
QP 0022 PROTECTIVE SPEED SIGNAL TROUBLE
QP 0023 ISOLATION VALVE DID NOT CLOSE
QP 0024 K25A RELAY HAS NOT BEEN ENABLED
QP 0027 TURBINE COMPARTMENT TEMPERATURE HIGH
QP 0028 CONTROL PANEL TEMPERATURE HIGH
QP 0029 EX2K POWER CONV MODULE TEMP HIGH
QP 0030 EX2K PWR CONVERSION MOD TEMP HIGH-TRIP
QP 0033 FUEL TEMP HIGH FOR DIFFUSION GOV LOWER
QP 0035 GEN COLLECTOR INLET TEMPERATURE HIGH
QP 0036 GEN COLLECTOR OUTLET TEMPERATURE HIGH
QP 0037 GENERATOR COLD GAS TEMPERATURE HIGH
QP 0038 GEN HIGH COLD GAS TEMPERATURE SPREAD
QP 0039 GENERATOR RTD OUT OF LIMITS
QP 0040 GENERATOR RTD HIGH FAILURE DETECTED
QP 0041 GENERATOR RTD LOW FAILURE DETECTED
QP 0043 GENERATOR HOT GAS TEMPERATURE HIGH
QP 0044 GEN FRAME COMMON COLD GAS TEMP HIGH
QP 0048 LUBE OIL TANK TEMPERATURE LOW
QP 0051 DC POWER SUPPLY UNDERVOLTAGE
QP 0052 DC MOTOR UNDERVOLTAGE - SEAL OIL
QP 0053 FIRE PROTECTION TRIP RELAY UNDERVOLTAGE
QP 0054 PCC UNDERVOLTAGE
QP 0057 DC MOTOR UNDERVOLTAGE (LUBE OIL)
QP 0058 FLAME DETECTOR TROUBLE
QP 0060 LOSS OF FLAME TRIP
QP 0078 BATTERY CHARGER #1 AC TROUBLE
QP 0080 BENTLY NEVADA MONITOR FAULT
QP 0082 BEARING METAL TEMPERATURE HIGH
QP 0083 FIRE PROTECTION SYSTEM TROUBLE
QP 0084 FIRE PROTECTION SYSTEM TROUBLE
QP 0085 TURNING GEAR UNABLE TO ROTATE SHAFT
QP 0087 EXICTER TO MKVI COMMUNICATION FAULT
QP 0088 EGD LINK TO THE LCI FAULT
QP 0089 VCMI IO STATE EXCHANGE FOR <R> FAILED
QP 0090 VCMI IO STATE EXCHANGE FOR <S> FAILED
QP 0091 VCMI IO STATE EXCHANGE FOR <T> FAILED
QP 0092 COMPRESSOR STALL DETECTED
QP 0095 DEW POINT TEMPERATURE SENSOR FAULT
QP 0096 HYDROGEN GAS DRYER COMMON TROUBLE
QP 0097 EXCITATION TRANSFORMER TROUBLE
QP 0099 EX2K TRIP
QP 0100 FAILURE TO IGNITE
QP 0101 FUEL GAS SYS LOWER DUE TO WOBBE INDEX
QP 0103 SIGNAL FORCING ENABLED
QP 0104 GAS FUEL INTER-VALVE PRESS. (P2) LOW
QP 0105 FUEL GAS TEMPERATURE HIGH
QP 0106 FUEL GAS TEMP HI-HI SHTDWN/HEATER TRIP
QP 0108 GENERATOR OVERHEATING NOT VERIFIED
QP 0109 GMS INDICATES GENERATOR OVERHEATING
QP 0110 GENERATOR OVERHEATING VERIFIED
QP 0111 HYD PURITY LOW - INCREASING SCAVENGING
QP 0112 HYD PURITY LOW LOW-SHUTDOWN RECOMMEND
QP 0113 GAS ANALYZER #1 GENERAL FAULT
QP 0114 GAS ANALYZER #2 GENERAL FAULT
QP 0115 DEW POINT SENSOR FAULT
QP 0116 EXCESSIVE MOISTURE AT GAS DRYER INLET
QP 0120 BEARING DRAIN TEMPERATURE HIGH
QP 0121 HIGH LOAD TUNNEL TEMP - AUTO UNLOAD
QP 0122 LOAD TUNNEL THERMOCOUPLE TROUBLE
QP 0123 WARNING - LOAD TUNNEL OVERHEATING
QP 0135 EXCITER CHANNEL FAILED WITH IGNITOR ON
QP 0136 COMBUSTION TROUBLE
QP 0137 HIGH EXHAUST TEMPERATURE SPREAD TRIP
QP 0138 EXHAUST THERMOCOUPLE TROUBLE
QP 0139 STATIC STARTER (LCI)
QP 0140 STATIC STARTER CONNECT SEQUENCE TROUBLE
QP 0141 TURB AIR INLET SYS/INSTRUMENTS FAULT
QP 0142 WHEELSPACE TEMP HIGH - W W INHIBIT
QP 0153 WHEELSPACE TEMP DIFFERENTIAL HIGH
QP 0154 WHEELSPACE TEMPERATURE HIGH
QP 0155 WATER WASH COMPT TEMP HIGH OR LOW
QP 0169 IBH MANUAL ISOLATION VALVE NOT OPEN
QP 0177 HIGH VIBRATION
QP 0180 VIBRATION SENSOR DISABLED
QP 0181 VIBRATION GROUP DISABLED - SHUTDOWN
QP 0182 VIBRATION START INHIBIT
QP 0183 VIBRATION SENSOR DIFFERENTIAL TROUBLE
QP 0184 VIBRATION TRANSDUCER FAULT
QP 0189 HIGH VIBRATION SHUTDOWN
QP 0190 HIGH VIBRATION TRIP
QP 0191 TURBINE UNDERSPEED
QP 0195 AMBIENT PRESS FAULT-XFER TO SITE CONST
QP 0197 IBH CONTROL VALVE NOT TRACKING
QP 0198 IBH FAULT - COMPR LIM REF FAILED OPEN
QP 0199 DLN BLEED HEAT SYSTEM FAULT
QP 0201 INLET PRESS DROP MEASUREMENT FAULT
QP 0212 GAS FUEL INTERVALVE PRESSURE TROUBLE
QP 0213 STOP/SPEED RATIO VALVE NOT TRACKING
QP 0214 GAS RATIO VALVE POSITION SERVO TROUBLE
QP 0215 STOP/SPEED RATIO VALVE NOT TRACKING TRIP
QP 0218 MASTER PROTECTIVE START CHECK ETR FAULT
QP 0219 CONTROL SYSTEM FAULT TRIP
QP 0220 STARTING DEVICE TRIP
QP 0221 STATIC STARTER DISCONNECT SEQ TRBL
QP 0223 CORRECTING TNR DRIFT ON IGV TEMP MATCH
QP 0224 TNR OUTSIDE IGV TMP MATCH RANGE TRIP TM
QP 0225 DWATT TOO LOW TO SUPPORT TNR-TNR LOWER
QP 0226 EXHAUST TC VTCC COMMUNICATIONS FAULT
QP 0227 WATER WASH INHIBITED-AIR TEMP LOW
QP 0229 FAILURE TO SYNCHRONIZE
QP 0230 VSVO IN CALIBRATION MODE
QP 0231 EXCITER MANUAL (FVR) REGULATOR ACTIVE
QP 0232 MAINTENANCE - FORCING MODE ENABLED
QP 0233 GEN SEAL OIL PRESS LOW-START AUX PUMP
QP 0238 SMOKE DETECTED - PEECC
QP 0239 SMOKE DETECTED - PEECC BATTERY COMPT
QP 0242 SMOKE DETECTED - GCC - MANUAL
QP 0243 SMOKE DETECTED - GCC - BATTERY CMPT
QP 0244 SMOKE DETECTED - GEC - MANUAL
QP 0245 SMOKE DETECTED - GEC - BATTERY CMPT
QP 0246 SMOKE DETECTED - GTE - MANUAL
QP 0247 SMOKE DETECTED - GTE - BATTERY CMPT
QP 0250 INCOMPLETE SEQUENCE
QP 0251 WATER WASH FLOW TROUBLE TRIP LOGIC
QP 0259 #2 BRG AREA FAN MOTOR OVERLOAD
QP 0262 EXCITATION TRANSFORMER OVERLOAD (GEC)
QP 0266 HYDRAULIC OIL PUMP MOTOR OVERLOAD
QP 0267 AUX LUBE OIL PUMP MOTOR OVERLOAD
QP 0268 DC EMERGENCY LUBE OIL PUMP MOTOR OVERLOAD
QP 0269 GEN AUX SEAL OIL PUMP MOTOR OVERLOAD
QP 0270 LUBE OIL HEATERS OVERLOAD
QP 0271 LUBE OIL MIST ELIMINATOR MOTOR OVERLOAD
QP 0272 TURNING GEAR MOTOR OVERLOAD
QP 0273 TURB SHELL & EXH FRAME MTR OVERLOAD
QP 0277 AUXILIARY MOTOR OVERLOAD
QP 0283 EX2K OPERATOR SELECTED EXCITATION OFF
QP 0287 LUBE OIL TEMP HI TRIP
QP 0288 TURNING GEAR TROUBLE
QP 0295 GENERATOR COMPARTMENT HEATER TROUBLE
QP 0296 AUX HYDRAULIC OIL LAG PUMP MOTOR RUNNING
QP 0297 STANDBY LUBE OIL PUMP MOTOR RUNNING
QP 0298 AUXILIARY SEAL OIL PUMP RUNNING
QP 0299 GEN TERM ENCL HEATER NOT RUNNING
QP 0301 VPRO - OS STPNT CONFIG ERROR TRIP
QP 0303 E-STOP 1 PROTECTIVE CIRCUIT LATCHED
QP 0307 FSR GAG NOT AT MAX LIMIT
QP 0308 TURBINE FAILED TO ACCEL AT PART SPEED
QP 0317 AIR PROCESSING UNIT LOW PRESSURE
QP 0326 COLLECTOR HSG VENT FILT DIFF PRESS HIGH
QP 0327 GENERATOR PURGE CO2 PRESSURE LOW
QP 0328 SEAL OIL DIFF PRESSURE LOW
QP 0333 GAS FUEL PRESSURE LOW
QP 0337 GENERATOR H2 PRESSURE HIGH
QP 0338 GENERATOR H2 PRESSURE LOW
QP 0339 HYDROGEN SUPPLY PRESSURE LOW
QP 0340 HYDRAULIC OIL FILTER DIFF PRESSURE HIGH
QP 0341 GAS FUEL HYDRAULIC TRIP PRESS LOW
QP 0342 GAS FUEL HYDRAULIC PRESSURE SW TROUBLE
QP 0346 HYDRAULIC SUPPLY PRESSURE LOW
QP 0355 LUBE OIL PRESSURE LOW
QP 0356 BEARING LIFT OIL SUPPLY PRESSURE LOW
QP 0357 EMERGENCY LUBE OIL PUMP TEST FAILED
QP 0358 MAIN LUBE OIL FILTER DIFF PRESSURE HIGH
QP 0359 TURB LUBE OIL HEADER PRESS SW FAULT
QP 0362 LOW VACUUM IN LUBE OIL RESERVOIR
QP 0363 LOW SEAL OIL DIFFERENTIAL PRESSURE
QP 0366 TURBINE AIR INLET DIFFERENTIAL PRESS HIGH
QP 0367 TURB INLT DIFF PRESS HI AUTO SHUTDOWN
QP 0368 TURB AIR INLET DIFF PRESS SWITCHES FAULT
QP 0370 BATTERY 125VDC GROUND
QP 0377 LUBE OIL LEVEL HIGH
QP 0378 LUBE OIL LEVEL LOW
QP 0379 LUBE OIL LEVEL LOW - STOP HEATERS
QP 0380 SEAL OIL DRAIN LIQUID LEVEL HIGH
QP 0382 EMERGENCY SEAL OIL PUMP RUNNING
QP 0383 EMERGENCY LUBE OIL PUMP MOTOR RUNNING
QP 0393 CONTROL COMPARTMENT TEMP HIGH
QP 0399 OVERSPEED TEST MODE SELECTED
QP 0400 REMOTE BREAKER OPEN DETECTED
QP 0410 #2 BRG AREA LAG COOLING FAN RUNNING
QP 0413 COMP BLEED VALVE POS TROUBLE-TRIP
QP 0423 POST-IGNITION P2 HIGH TRIP
QP 0424 PRE-IGNITION P2 PRESS HIGH IGN INHIBIT
QP 0425 POST-IGNITION P2 LOW TRIP
QP 0433 ACCESSORY COMPT HUMIDITY HEATER NOT ON
QP 0434 (88HQ-1) HYDRAULIC PUMP IS LOCKED OUT
QP 0435 (88HQ-2) HYDRAULIC PUMP IS LOCKED OUT
QP 0436 BOTH HYDRAULIC PUMPS LOCKED OUT
QP 0439 TURBINE COMPT HUMIDITY HEATER TROUBLE
QP 0445 LUBE OIL THERMOCOUPLE FAILURE
QP 0452 LUBE OIL MIST ELIMINATOR LAG MOTOR RUNNING
QP 0454 AUTO SYNCHRONIZING LOCKOUT
QP 0458 COMPRESSOR INLET THERMOCOUPLE DISAGREE
QP 0461 TURB SHELL & EXH FRAME LAG FAN RUNNING
QP 0466 GAS VALVE COMPARTMENT HEATER NOT ON
QP 0475 WATER WASH SKID CONTROL LOCKOUT
QP 0478 EXCITER BRIDGE TEMPERATURE HIGH
QP 0479 EXH FRAME & #2 BRG COOLING TRBLE - UNLD
QP 0482 FIRE PROTECTION RELEASED IN ZONE #1
QP 0487 FAILURE TO IGNITE ON GAS -TRIP
QP 0489 GENERATOR VENTILATION TROUBLE SHUTDOWN
QP 0494 FUEL GAS PRESSURE HIGH
QP 0495 GAS FUEL SUPPLY PRESSURE LOW
QP 0496 BAROMETRIC PRESSURE TRANSDUCERS DISAGREE
QP 0497 IBH PRESSURE TRANSDUCER FAULT
QP 0499 IBH FAULT - COMPR PRESS RATIO ERROR HIGH
QP 0523 COMPR LIM FSR BACKUP CONTROL ACTIVE
QP 0526 GEN ROTOR FAN DIFF PRESSURE HIGH
QP 0527 GEN LIQUID LEVEL HIGH
QP 0528 GEN LIQUID LEVEL HIGH HIGH
QP 0529 HYDROGEN SUPPLY PRESSURE LOW
QP 0530 KE1 RELAY ENABLED
QP 0533 EX2K OVEREXCITATION LIMITER IS ACTIVE
QP 0548 FAILED PT FEEDBACK
QP 0549 GAS TURBINE LOAD RUNBACK
QP 0550 STATIC STARTER FAILURE TO POWER UP
QP 0554 #1 JOURNAL BEARING DRAIN TEMP HIGH
QP 0555 #2 JOURNAL BEARING DRAIN TEMP HIGH
QP 0556 #1 GEN JOURNAL BRG DRAIN TEMP HIGH
QP 0557 #2 GEN JOURNAL BRG DRAIN TEMP HIGH
QP 0558 LUBE OIL HEADER TEMPERATURE HIGH
QP 0559 LUBE OIL TRIP TEMP DIFF HI
QP 0560 EX2K UNDEREXCITATION LIMITER IS ACTIVE
QP 0561 EX2K VOLTS/HZ LIMITER IS ACTIVE
QP 0568 <R> SLOT 4 VAIC DIAGNOSTIC ALARM
QP 0571 <S> SLOT 4 VAIC DIAGNOSTIC ALARM
QP 0574 <T> SLOT 4 VAIC DIAGNOSTIC ALARM
QP 0577 <R> SLOT 1 VCMI DIAGNOSTIC ALARM
QP 0578 <S> SLOT 1 VCMI DIAGNOSTIC ALARM
QP 0579 <T> SLOT 1 VCMI DIAGNOSTIC ALARM
QP 0580 <R> SLOT 8 VCRC DIAGNOSTIC ALARM
QP 0586 <S> SLOT 8 VCRC DIAGNOSTIC ALARM
QP 0593 <T> SLOT 8 VCRC DIAGNOSTIC ALARM
QP 0599 <S> SLOT 20 VRTD DIAGNOSTIC ALARM
QP 0600 <T> SLOT 20 VRTD DIAGNOSTIC ALARM
QP 0601 <R> SLOT 5 VSVO DIAGNOSTIC ALARM
QP 0602 <R> SLOT 10 VSVO DIAGNOSTIC ALARM
QP 0603 <S> SLOT 5 VSVO DIAGNOSTIC ALARM
QP 0604 <S> SLOT 10 VSVO DIAGNOSTIC ALARM
QP 0605 <T> SLOT 5 VSVO DIAGNOSTIC ALARM
QP 0606 <T> SLOT 10 VSVO DIAGNOSTIC ALARM
QP 0607 <R> SLOT 21 VTCC DIAGNOSTIC ALARM
QP 0608 <S> SLOT 21 VTCC DIAGNOSTIC ALARM
QP 0609 <T> SLOT 21 VTCC DIAGNOSTIC ALARM
QP 0610 <R> SLOT 7 VTUR DIAGNOSTIC ALARM
QP 0611 <S> SLOT 7 VTUR DIAGNOSTIC ALARM
QP 0612 <T> SLOT 7 VTUR DIAGNOSTIC ALARM
QP 0613 <R> SLOT 16 VVIB DIAGNOSTIC ALARM
QP 0614 <S> SLOT 16 VVIB DIAGNOSTIC ALARM
QP 0615 <T> SLOT 16 VVIB DIAGNOSTIC ALARM
QP 0620 GEN H2 GAS PRESSURE HIGH
QP 0621 DC EMERGENCY SEAL OIL PUMP MOTOR OVERLOAD
QP 0736 UPSTREAM AA HI\LO POSITION FAULT
QP 0737 DOWNSTREAM AA HI\LO POSITION FAULT
QP 0740 20AA POSITION FEEDBACK FAULT
QP 0743 LIQ FUEL PURGE DIFF PRESS XDUCER FAULT
QP 0744 LIQUID FUEL PURGE LOW PRESSURE RATIO
QP 0745 LIQ FUEL PURGE MED DIFF PRESS TRBL
QP 0759 LIQ FUEL PURGE FEED VLV FAILED TO CLOSE
QP 0760 LIQ FUEL PURGE FEED VLV FAILED TO OPEN
QP 0761 LIQUID PURGE DRAIN VALVE FAILED TO CLOSE
QP 0762 LIQUID PURGE DRAIN VALVE FAILED TO OPEN
QP 0764 WATER INJ PURGE FEED VALVE FAILED TO OPEN
QP 0765 WATER INJ PURGE DRAIN VLV FAILED TO CLOSE
QP 0771 LIQUID FUEL CONTROL FAULT
QP 0775 LIQUID FUEL PUMP MOTOR OVERLOAD
QP 0777 ATOMIZING AIR SYSTEM TRIP
QP 0789 LIQ FUEL HYDRAULIC PRESSURE SW TROUBLE
QP 0790 LIQUID FUEL HYDRAULIC TRIP PRESSURE LOW
QP 0800 LIQ FUEL HUMIDITY PROTECTION TROUBLE
QP 0804 LIQUID FUEL PURGE LOW-LOW PRESSURE RATIO
QP 0811 WATER INJ PURGE VERY LOW PRESSURE RATIO
QP 0812 AA PRESS VERY LOW, FIRED SHUTDOWN
QP 0815 FAILURE TO IGNITE ON OIL -TRIP
QP 0823 EXCITER FAILURE TO STOP
QP 0824 EXCITER FAILURE TO START
QP 0825 EXCITER NOT READY TO START
QP 0826 H2 PURITY HIGH READING, SENSOR TROUBLE
QP 0827 HAZ GAS MONITOR RACK #1 LEVEL HIGH-HIGH
QP 0828 HAZ GAS MONITOR RACK #1 LEVEL HIGH
QP 0833 GAS MONITOR RACK #1 TROUBLE
QP 0836 GAS FUEL COMPT HAZ GAS LEVEL HIGH
QP 0837 GAS COMPT HAZ GAS LEVEL HIGH HIGH TRIP
QP 0838 HAZ GAS SYSTEM ANALOG SIGNAL FAULT
QP 0839 GEN COL CAB HAZ GAS LEVEL HIGH
QP 0840 GEN COL CAB HAZ GAS LEVEL HI-HI TRIP
QP 0846 GAS LEAK TEST OF SRV FAILED
QP 0847 GAS LEAK TEST OF GCV/VENT FAILED
QP 0848 GAS FUEL PRESSURE TRANSMITTERS DIFFERENCE FAILURE
QP 0850 EXHAUST DUCT PRESSURE HIGH
QP 0851 EXHAUST DUCT PRESS SWITCH FAILURE
QP 0852 EXHAUST DUCT PRESSURE HIGH TRIP
QP 0867 LIQ FUEL PURGE BACK FLOW DETECTED
QP 0868 LIQ FUEL SYS PRESSURE HIGH ALARM
QP 0869 LIQ FUEL SYSTEM PRESSURE FAULT
QP 0878 LIQ FUEL SYS PRES. HIGH HIGH TRIP
QP 0880 LF/AA SKID AIR THERMOCOUPLE TROUBLE
QP 0883 LUBE OIL RESERVOIR THERMOCOUPLE FAILURE
QP 0941 FUEL GAS TEMPERATURE HIGH-HIGH SHUTDOWN
QP 0943 GCV 1 REG AT NULL COMP AUTHORITY LIMIT
QP 0946 LCV REG AT NULL COMP AUTHORITY LIMIT
QP 0948 DETECT LOSS OF POWER TO IGNITION CIRCUIT
QP 0950 UCVx AIRFLOW OR OVERTEMPERATURE TROUBLE
QP 0951 UCVx OVERTEMPERATURE
QP 0952 INTERVALVE PRESSURE TRANSDUCERS DISAGREE
QP 0957 DISTILLATE FUEL TEMPERATURE HIGH
QP 0958 FUEL TEMP HIGH REDUCE OR LOAD INTO PPM
QP 0959 C.R.T. HIGH FOR PM1 LOAD REJECTION MODE
QP 0963 G1 PURGE VALVE BELOW MIN POS FOR SWEEP/LIQUID
QP 0964 G1 PPR BELOW MIN LEVEL DURING SWEEP
QP 0965 G1 PURGE VALVE IN WRONG POSITION, DYNAMICS WARNING
QP 0966 G1 PURGE VALVE IN WORNG POS, PM LOCKOUT
QP 0967 G1 MANIFOLD TEMP TOO LOW FOR PREMIX OPERATION
QP 0970 LIQUID FUEL STOP VALVE FAILURE TO CLOSE
QP 0971 LIQUID FUEL STOP VALVE FAILURE TO OPEN
QP 0972 LIQUID FUEL BYPASS VALVE HARD CLOSED
QP 0973 LOW LIQUID FUEL FLOW XFER BACK TO GAS
QP 0974 G1 GAS VALVE FAULT
QP 0978 GAS PURGE FAULT PREIGNITION TRIP
QP 0979 GAS PURGE FAULT TRIP
QP 0983 CPD PRESSURE LOW ALARM
QP 0984 LIQUID FUEL SUCTION PRESSURE LOW
QP 0985 LIQUID FUEL FILTER DIFF PRESSURE HIGH
QP 0986 G1 INTER PURGE VALVE PRESSURE FAULT
QP 0993 HIGH C.R.T. FOR PILOTED HIGH EMISSIONS
QP 0994 HIGH C.R.T. FOR DIFFUSION HIGH EMISSIONS
QP 0995 PILOTED PREMIX LOCKOUT LOAD LIMIT IN D5
QP 0997 SUB PILOTED PREMIX LOCKOUT - SHUTDOWN
QP 0998 PREMIX LOCKOUT
QP 0999 G1 GAS VALVE NOT FOLLOWING REF
QP 1000 G1 GAS VALVE NOT FOLLOWING REF TRIP
QP 1006 GAS PRESS LOSS/LOW LIQ FUEL FLOW SHUTDOWN
QP 1007 GAS PURGE FAULT SHUTDOWN
QP 1023 G1 AIR SIDE PURGE CLOSE SW FAILURE
QP 1024 G1 AIR SIDE PURGE OPEN SW FAILURE
QP 1025 G1 PURGE GAS SIDE CLOSE SWITCH FAULT
QP 1026 G1 GAS SIDE PURGE OPEN SWITCH FAILURE
QP 1035 G1,G2 OR G3 PURGE VALVE FEEDBACK FAULT
QP 1039 BRG METAL TEMP THRUST ACTIVE 12 HIGH
QP 1041 BRG METAL TEMP THRUST INACTIVE 12 HIGH
QP 1042 BRG METAL TEMP THRUST INACTIVE 6HIGH
QP 1044 GAS FUEL VENT VALVE OUT OF POSITION
QP 1052 COMPRESSOR BLEED VALVE FAILURE TO OPEN
QP 1053 CBV FAILED TO CLOSE-LOAD LIMITING
QP 1054 Comp Bld Vlv - Confirmed Failure to CLOSE
QP 1055 SHUTDOWN PAUSED - COMP BLD VLV POS FAIL
QP 1062 CHAMBER FLAMED OUT DURING SHUTDOWN
QP 1063 STARTUP FUEL FLOW EXCESSIVE TRIP
QP 1066 DEW POINT SENSORS DIFF FAULT
QP 1067 DEW POINT SENSORS MEDIAN FAULT
QP 1082 CUSTOMER PERMISSIVE TO START DISABLED
QP 1084 CUSTOMER TRIP
QP 1085 DRY LOW NOX SYSTEM TRIP
QP 1086 VPRO - TRIP FROM EXTERNAL CONTACTS 1-7
QP 1087 EMERGENCY MANUAL TRIP - MKVI PANEL
QP 1088 VPRO - EMERGENCY STOP PB DEPRESSED
QP 1090 TURBINE LUBE OIL HEADER PRESS LOW TRIP
QP 1091 COMPRESSOR BLEED VALVE POSITION TROUBLE
QP 1092 COMP OPERATING LIMIT CONTROL FAULT
QP 1093 HYDRAULIC PROTECTIVE TROUBLE LOCKOUT
QP 1094 MASTER PROTECTIVE STARTUP LOCKOUT
QP 1097 EGD LINK TO THE UC2000 FAULT
QP 1098 COMP DISCHARGE XDUCER DIFF FAULT HIGH
QP 1099 COMPR DISCHARGE TEMP HIGH SPREAD
QP 1100 EMERGENCY REMOTE MANUAL TRIP
QP 1115 ATOMIZING AIR TEMPERATURE SWITCH TROUBLE
QP 1116 ATOMIZING AIR TEMPERATURE HIGH
QP 1119 DOWNSTREAM AA HI\MED POSITION FAULT
QP 1120 AA DIFFERENTIAL PRESS TRANSDUCER FAULT
QP 1121 AA PRESS RATIO BELOW LIMIT / COMPR ON
QP 1137 ALMTXT: 'SYNC INHIBITED - EX MAN REG ACTIVE'
QP 1142 AA COOLING WATER BYPASS VLV FAULT
QP 1154 ATOM AIR COMPRESSOR HIGH VIBRATION
QP 1155 ATOM AIR COMPRESSOR HIGH VIBRATION TRIP
QP 1156 EXHAUST PRESSURE TRANSDUCER TROUBLE
QP 1167 ATOM AIR COMPRESSOR MOTOR OVERLOAD
QP 1170 GENERATOR BREAKER TRIPPED
QP 1180 ATOMIZING AIR DIFFERENTIAL PRESSURE LOW
QP 1181 ATOMIZING AIR DIFF PRESS SWITCH TROUBLE
QP 1182 ATOMIZING AIR FILTER DIFF PRESS HIGH
QP 1183 AA COMPRESSOR LUBE OIL PRESSURE LOW
QP 1188 AA COOLER DOWNSTREAM TC FAILED LOW
QP 1192 ATOMIZING AIR COMP MOTOR LOCKED OUT
QP 1205 ATOMIZING AIR SYSTEM TROUBLE SHUTDOWN
QP 1240 EXHAUST TEMPERATURE HIGH
QP 1241 LOSS OF COMPR DISCHARGE PRESS BIAS
QP 1242 EXHAUST THERMOCOUPLES OPEN TRIP
QP 1243 EXHAUST OVER TEMPERATURE TRIP
QP 1244 EGD LINK TO THE LS2100 (L1) FAULT
QP 1245 EGD LINK TO THE LS2100 (L2) FAULT
QP 1246 FAILURE TO CONFIRM SERVICE WITH AN LS2100
QP 1247 IGV POSITION SERVO FAULT
QP 1248 INLET GUIDE VANE CONTROL FAULT TRIP
QP 1249 TURBINE STARTUP BOGGED DOWN - TRIP
QP 1250 INLET GUIDE VANE CONTROL TROUBLE
QP 1269 GENERATOR BREAKER TRIP REVERSE POWER
QP 1273 FSR LIMITED DUE TO DWATT XDUCER FAILURE
QP 1318 MEGAWATT TRANSDUCER SIGNAL TROUBLE
QP 1319 DWATT NONZERO WITH BREAKER OPEN
QP 1390 WATER SKID ENCLOSURE TEMPERATURE HIGH
QP 1391 WATER SKID ENCLOSURE TEMPERATURE LOW
QP 1394 WATER INJECTION NOT SELECTED
QP 1396 WATER INJ PURGE DIFF PRESS XDUCER FAULT
QP 1397 WATER INJ PURGE MED DIFF PRESS ERROR
QP 1398 WATER INJ PURGE LOW PRESS RATIO
QP 1399 WATER INJ FLOW METERS HIGH DIFFERENTIAL
QP 1400 H2O INJ PURGE FEED VLV FAILED TO CLOSE
QP 1401 H2O INJ PURGE DRAIN VLV FAILED TO OPEN
QP 1403 WATER FILTER DIFF PRESSURE HIGH
QP 1404 WATER INJECTION OFF - LIMIT LOAD
QP 1405 WATER FLOW HIGH WITH STOP VALVE CLOSED
QP 1406 H2O INJ SUCTION PRESS HIGH - LOCKOUT
QP 1407 WATER FLOW HIGH LOCKOUT
QP 1408 WATER INJECTION LOW FLOW - TRIP WATER
QP 1409 H2O INJ VFD CONTROLLER FLT- TRIP WATER
QP 1410 WATER INJ VFD IN LOCAL MODE- TRIP WATER
QP 1411 WATER INJ PURGE BACK FLOW FIRED SHUTDOWN
QP 1415 INJECTION TO FUEL RATIO LOW: 4 MIN AVG
QP 1416 INJECTION TO FUEL RATION LOW: HOURLY AVG
QP 1417 HIGH SHAFT CURRENT
QP 1418 HIGH SHAFT VOLTAGE
QP 1419 <R> SLOT 2 UCVX DIAGNOSTIC ALARM
QP 1420 <S> SLOT 2 UCVX DIAGNOSTIC ALARM
QP 1421 <T> SLOT 2 UCVX DIAGNOSTIC ALARM
QP 1429 <X> VPRO DIAGNOSTIC ALARM
QP 1430 <Y> VPRO DIAGNOSTIC ALARM
QP 1431 <Z> VPRO DIAGNOSTIC ALARM
QP 1432 <S> SLOT 18 VTCC DIAGNOSTIC ALARM
QP 1433 GENERATOR HOT GAS TEMPERATURE HIGH
QP 1434 GENERATOR STATOR CENTER (COLLECTOR END) TEMP HIGH
QP 1435 GENERATOR STATOR CENTER (TURB END) TEMP HIGH
QP 1436 FUEL FORWARDING TROUBLE
QP 1437 Rotor Axial Position Out of Limits - Alarm
QP 1438 Rotor Axial Position Out of Limits - Danger
QP 1439 PROXIMETER HIGH VIB ALARM COLLECTOR END
QP 1440 PROXIMETER HIGH VIB DANGER COLLECTOR END
QP 1441 PROXIMETER HIGH VIB ALARM BRG #1
QP 1442 PROXIMETER HIGH VIB DANGER BRG #1
QP 1443 PROXIMETER HIGH VIB ALARM BRG #2
QP 1444 PROXIMETER HIGH VIB DANGER BRG #2
QP 1447 PROXIMETER HIGH VIB ALARM COUPLING END
QP 1448 PROXIMETER HIGH VIB DANGER COUPLING END
QP 1449 GAS FUEL STRAINER DIFF PRESS HIGH
QP 1450 DC SEAL OIL PUMP DEPLETING BATTERY
QP 1451 LOW H2 PURITY OR SEAL OIL DP - SHUTDOWN
QP 1463 APU shutoff valve
QP 1465 APU LOSS OF POWER ALARM
QP 1467 WATER WASH SKID LOSS OF POWER ALARM RELAY
QP 1468 water inj. Skid air filter self cleaing system UV
QP 1469 GEN PROT FAIL-SHUTDOWN TIMER INITIATED
QP 1470 GEN PROT FAILURE SHUTDOWN INITIATED
QP 1471 Fuel forwarding skid press. fan motor run trouble
QP 1472 GT is in CC and commanded to SC operation - Alarm
QP 1473 GT is in SC and commanded to CC operation - Alarm
QP 1474 Water Injection skid press. fan motor run trouble
QP 1476 SMOKE DETECTED - PEECC
QP 1477 Fuel forwarding skid press. fan motor overload
QP 1478 LOAD COMPARTMENT VENT FANS OVERLOAD
QP 1479 Water Injection skid press. fan motor overload
QP 1480 AUX PWR TRAFR OVERCURRENT RELAY FAILURE
QP 1481 52G GENERATOR CIRCUIT BREAKER TROUBLE ALARM
QP 1482 TURBINE COMPT VENT FAN PRESSURE LOW
QP 1483 Bearing blower air filter excessive pressure - ala
QP 1484 Bearing blower air filter supply pressure low - al
QP 1485 Main Skid CO2 Bottle released Alarm
QP 1486 Seal oil diff pressure low-low -Alarm
QP 1490 FIRE PROTECTION-PILOT LINE SUPERVISORY PRESSURE SW
QP 1491 PRESS FAN AIR FLTR - EXCESS PRESS DROP
QP 1492 Water inj. skid Air filter hi pressure drop - alar
QP 1493 Water inj. skid air filter supply pres. hi - ala
QP 1494 water injection skid compt. Pressure low - alarm.
QP 1495 water injection skid compt. Pressure low - alarm.
QP 1496 DGP PS MONITOR/LOCKOUT RELAY FUSE FAIL
QP 1499 125VDC power to Brkr protection in GP2100 lost
QP 1500 Redundant 125VDC power to GP2100 lost
QP 1501 PEECC OR BATTERY COMPT TEMP HIGH OR LOW (ALARM)
QP 1502 LCI COMPT TEMP HIGH OR LOW (ALARM)
QP 1503 GEN BRKR FAILURE LOCKOUT RELAY TRIP
QP 1504 UNIT TRIP VIA 86G-3B LOCKOUT RELAY
QP 1505 EX AND GEN BREAKER TRIP VIA 86G-2B
QP 1506 GENERATOR BREAKER TRIPPED VIA 86IE
QP 1507 LOAD COMPARTMENT VENT LAG FAN RUNNING
QP 1508 Generator and GSU Transformer Lockout Trip
QP 1509 C60 : Voltage unbalance detected
QP 1510 C60 : Breaker failed to trip
QP 1511 C60 : Critical Relay failure
QP 1512 C60 : Relay tripped
QP 1513 C60 : Voltage Transformer Fuse Failure
QP 1516 G60B : Critical Relay failure
QP 1517 G60B : Relay tripped
QP 1518 G60B : Voltage Transformer Fuse Failure
QP 1519 T60 : Critical Relay failure
QP 1520 T60 : Relay tripped
QP 1521 Compartment Pressurisation Inlet Filter Trouble
QP 1522 E.F.Blwr Air Filter-Exc Press Drop Alarm
QP 1523 Compressed Air Supply Alarm
QP 1524 Primary 125VDC power to GP2100 lost
QP 1525 Loss of fuse, coil or pwr supply to Lockout relay
QP 1526 UNIT TRIP VIA 86G-1A LOCKOUT RELAY
QP 1527 EX AND GEN BREAKER TRIP VIA 86G-2A
QP 1528 G60 : Excessive volts per hertz
QP 1529 G60 : Generator Undervoltage
QP 1530 G60 : Negative sequence Overcurrent
QP 1531 G60 : Generator Overvoltage
QP 1532 G60 : Generator overfrequency
QP 1533 G60 : Critical Relay failure
QP 1534 G60 : Relay tripped
QP 1535 G60 : Voltage Transformer Fuse Failure
QP 1536 Supply Air Filter Bank High Pressuer Alarm
QP 1537 Distillate Fuel Low Pressure Alarm
QP 1538 GENERATOR BREAKER TRIPPED VIA 86IE-B
QP 1539 C60B : Critical Relay failure
QP 1540 C60B : Relay tripped
QP 1541 C60B : Voltage Transformer Fuse Failure
QP 1542 PCC BUS 1E UNDERVOLTAGE
QP 1543 Compressor Bleed Valve Feedback Fault
QP 1544 REMOTE TUNING - SPLIT BIAS ACTIVE
QP 1545 SITE ISOTHERM TUNING ENABLED
QP 1546 SMOKE DETECTED - EXCITER
QP 1547 SMOKE DETECTED - LCI
QP 1548 STEAM TURBINE TRIP SIGNAL TO GAS TURBINE
QP 1549 ATOMIZING AIR COMPRESSOR FAILED TO START
QP 1550 FSR TEMPERATURE REFERENCE ACTIVE
QP 1551 GAS COALESCING FILTER #1 DIFF PRESS HI - MAINTENAN
QP 1552 GAS COALESCING FILTER #2 DIFF PRESS HI
QP 1553 GAS COALESCING FILTER 1 LEVEL HI, LOWER SECTION
QP 1554 GAS COALESCING FILTER 2 LEVEL HI, UPPER SECTION
QP 1555 GAS COALESCING FILTER #1 LEVEL SENSOR TROUBLE
QP 1556 GAS COALESCING FILTER 2 LEVEL HI, LOWER SECTION
QP 1557 GAS COALESCING FILTER 2 LEVEL HI, UPPER SECTION
QP 1558 GAS COALESCING FILTER #2 LEVEL SENSOR TROUBLE
QP 1559 GAS COALESCING FILTER 1 LEVEL HIGH HIGH - TRIP
QP 1560 GAS COALESCING FILTER 2 LEVEL HIGH HIGH - TRIP
QP 1561 CBV Fault - Unit Step to Spinning Reserve
QP 1562 Atom Air Comp Motor #1 Locked Out
QP 1563 Loss of Turb Compt Ventilation Shutdown
QP 1564 STOP COMMAND ISSUED FROM STEAM TURBINE CONTROL SYS
QP 1565 88AK-1 STARTED 2 OR MORE TIMES WITHIN AN HOUR
QP 1566 LOAD NOT PERM DUE TO ST STRESS LIMIT
QP 1567 Turb Compt Haz Gas System Fault Shutdown
QP 1568 Turb Compt Haz Gas System Fault Trip
QP 1569 TURB COMPT HAZ GAS LEVEL HIGH
QP 1570 TURB COMPT HAZ GAS LEVEL HIGH HIGH TRIP
QP 1571 Gen Brkr Trip via DCS Runback to FSNL Signal
QP 1572 GEN BRKR FAILURE LOCKOUT RELAY TRIP
QP 1573 G1 PURGE VALVE BELOW MIN POS FOR LIQUID
QP 1574 G1 PURGE PRESSURE RATIO LOW FOR LIQUID
QP 1576 C60A-W1 RELAY
QP 1580 C60B-W1 RELAY
QP 1584 G1 PG FLT XFER 2 GAS OR WILL SHUTDN IN 15 MINS
QP 1585 G60A-W4 RELAY
QP 1586 G60A-U5 RELAY
QP 1587 G60A-H5 RELAY
QP 1593 G60A-H6 RELAY
QP 1596 G60A-U2 RELAY
QP 1597 G60B-W4 RELAY
QP 1598 G60B-U5 RELAY
QP 1599 G60B-H5 RELAY
QP 1605 G60B-H6 RELAY
QP 1608 G60B-U2 RELAY
QP 1613 T60-W2 RELAY
QP 1614 T60-W1 RELAY
QP 1615 Main xfmr GT#3 neutr time o.c. alarm
QP 1616 Main xfmr GT#3 prot.# 87 alarm
QP 1617 Main xfmr GT#3 Buchholz alarm
QP 1618 UAT GT#3 time o.c. & Instr rel alarm
QP 1619 UAT GT#3 251 NX time o.c. alarm
QP 1620 UAT GT#3 251 NY time o.c. alarm
QP 1621 UAT GT#3 differential relay alarm
QP 1622 UAT GT#3 Buchholz alarm
QP 1623 UAT OLTC GT#3 Buchholz alarm
QP 1624 Generator Bus GT#3 earth fault alarm
QP 1625 Main xfmr GT#3 oil temp alarm
QP 1626 Main xfmr GT#3 winding temp alarm
QP 1627 Main xfmr GT#3 Oil Press. alarm
QP 1628 UAT GT#3 oil temp alarm
QP 1629 UAT GT#3 winding temp alarm
QP 1630 UAT GT#3 Oil Press alarm
QP 1631 Main xfmr GT#3 oil level alarm
QP 1632 UAT GT#3 oil level alarm
QP 1633 UAT OLTC GT#3 Oil Level alarm
QP 1634 Intervention of Relay 386/MT alarm
QP 1635 Intervention of Relay 286/AT1 alarm
QP 1636 220 kV cable GT#3 diff. Relay alarm
QP 1637 G.C. 9FGMS0001 trip to GT#3 alarm
QP 1640 IA comp A Trouble to GT#3 alarm
QP 1641 IA comp B Trouble to GT#3 alarm
Tab 20
GER-3567H
GE Power Systems
GE Gas Turbine
Performance
Characteristics
Frank J. Brooks
GE Power Systems
Schenectady, NY
GE Gas Turbine Performance Characteristics
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Thermodynamic Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
The Brayton Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Thermodynamic Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Combined Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Factors Affecting Gas Turbine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Air Temperature and Site Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Humidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Inlet and Exhaust Losses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Fuel Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Diluent Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Air Extraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Performance Enhancements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Inlet Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Steam and Water Injection for Power Augmentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Peak Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Performance Degradation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Verifying Gas Turbine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
List of Figures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
List of Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
GE Power Systems GER-3567H (10/00)

■ ■ i
Introduction tions the product line covers a range from

approximately 35,800 hp to 345,600 hp (26,000
GE offers both heavy-duty and aircraft-derivative
kW to 255,600 kW).
gas turbines for power generation and industri-
al applications. The heavy-duty product line con- Table 1 provides a complete listing of the avail-
sists of five different model series: MS3002, able outputs and heat rates of the GE heavy-duty
MS5000, MS6001, MS7001 and MS9001. gas turbines. Table 2 lists the ratings of mechani-
The MS5000 is designed in both single- and cal-drive units, which range from 14,520 hp to
two-shaft configurations for both generator 108,990 hp (10,828 kW to 80,685 kW).
and mechanical-drive applications. The The complete model number designation for
MS5000 and MS6001 are gear-driven units that each heavy-duty product line machine is pro-
can be applied in 50 Hz and 60 Hz markets. vided in both Tables 1 and 2. An explanation of
GE Generator Drive Product Line

Model Fuel ISO Base Heat Heat Exhaust Exhaust Exhaust Exhaust Pressure
Rating Rate Rate Flow Flow Temp Temp Ratio
(kW) (Btu/kWh) (kJ/kWh) (lb/hr) (kg/hr) (degrees F) (degrees C)
x10-3 x10-3
PG5371 (PA) Gas 26,070. 12,060. 12,721 985. 446 905. 485 10.6
Dist. 25,570. 12,180. 12,847 998. 448 906. 486 10.6
PG6581 (B) Gas 42,100. 10,640. 11,223 1158. 525 1010. 543 12.2
Dist. 41,160. 10,730. 11,318 1161. 526 1011. 544 12.1
PG6101 (FA) Gas 69,430. 10,040. 10,526 1638. 742 1101. 594 14.6
Dist. 74,090. 10,680. 10,527 1704. 772 1079. 582 15.0
PG7121 (EA) Gas 84,360. 10,480. 11,054 2361. 1070 998. 536 12.7
Dist. 87,220. 10,950. 11,550 2413. 1093 993. 537 12.9
PG7241 (FA) Gas 171,700. 9,360. 9,873 3543. 1605 1119. 604 15.7
Dist. 183,800. 9,965. 10,511 3691. 1672 1095. 591 16.2
PG7251 (FB) Gas 184,400. 9,245. 9,752 3561. 1613 1154. 623 18.4
Dist. 177,700. 9,975. 10,522 3703. 1677 1057. 569 18.7
PG9171 (E) Gas 122,500. 10,140. 10,696 3275. 1484 1009. 543 12.6
Dist. 127,300. 10,620. 11,202 3355. 1520 1003. 539 12.9
PG9231 (EC) Gas 169,200. 9,770. 10,305 4131. 1871 1034. 557 14.4
Dist. 179,800. 10,360. 10,928 4291. 1944 1017. 547 14.8
PG9351 (FA) Gas 255,600. 9,250. 9,757 5118. 2318 1127. 608 15.3
Dist. 268,000. 9,920. 10,464 5337. 2418 1106. 597 15.8
GT22043E
Table 1. GE gas turbine performance characteristics - Generator drive gas turbine ratings
All units larger than the Frame 6 are direct- the model number is given in Figure 1.
drive units. The MS7000 series units that are This paper reviews some of the basic thermo-
used for 60 Hz applications have rotational dynamic principles of gas turbine operation
speeds of 3600 rpm. The MS9000 series units and explains some of the factors that affect its
used for 50 Hz applications have a rotational performance.
speed of 3000 rpm. In generator-drive applica-

■ ■ 1
Mechanical Drive Gas Turbine Ratings

Model Year ISO Rating ISO Rating Heat Heat Mass Mass Exhaust Exhaust
Continuous Continuous Rate Rate Flow Flow Temp Temp
(kW) (hp) (Btu/shp-hr) (kJ/kWh) (lb/sec) (kg/sec) (degrees F) (degrees C)
M3142 (J) 1952 11,290 15,140 9,500 13,440 117 53 1,008 542
M3142R (J) 1952 10,830 14,520 7,390 10,450 117 53 698 370
M5261 (RA) 1958 19,690 26,400 9,380 13,270 205 92 988 531
M5322R (B) 1972 23,870 32,000 7,070 10,000 253 114 666 352
M5352 (B) 1972 26,110 35,000 8,830 12,490 273 123 915 491
M5352R (C) 1987 26,550 35,600 6,990 9,890 267 121 693 367
M5382 (C) 1987 28,340 38,000 8,700 12,310 278 126 960 515
M6581 (B) 1978 38,290 51,340 7,820 11,060 295 134 1,013 545
GT25385A
Table 2. GE gas turbine performance characteristics - Mechanical drive gas turbine ratings
MS7000
PG 7 12 1 (EA)
Application Series Power Number Model

of
Shafts
M - Mech Frame Approx 1 or 2 R - Regen

Drive 3,5,7 Output Blank - SC
PG - Pkgd 6,9 Power in
Gen Hundreds,
Thousands, or
10 Thousands
GT23054A
of Horsepower
Figure 1. Heavy-duty gas turbine model designation
Thermodynamic Principles Air entering the compressor at point 1 is com-

pressed to some higher pressure. No heat is
A schematic diagram for a simple-cycle, single-
added; however, compression raises the air
shaft gas turbine is shown in Figure 2. Air enters
temperature so that the air at the discharge of
the axial flow compressor at point 1 at ambient
the compressor is at a higher temperature and
conditions. Since these conditions vary from
pressure.
day to day and from location to location, it is
convenient to consider some standard condi- Upon leaving the compressor, air enters the
tions for comparative purposes. The standard combustion system at point 2, where fuel is
conditions used by the gas turbine industry are injected and combustion occurs. The combus-
59 F/15 C, 14.7 psia/1.013 bar and 60% relative tion process occurs at essentially constant pres-
humidity, which are established by the sure. Although high local temperatures are
International Standards Organization (ISO) reached within the primary combustion zone
and frequently referred to as ISO conditions. (approaching stoichiometric conditions), the

■ ■ 2
Fuel
Combustor Exhaust
2
Compressor 4
Generator
Turbine
Inlet Air GT08922A
Figure 2. Simple-cycle, single-shaft gas turbine

combustion system is designed to provide mix- A schematic diagram for a simple-cycle, two-
ing, burning, dilution and cooling. Thus, by the shaft gas turbine is shown in Figure 3. The low-
time the combustion mixture leaves the com- pressure or power turbine rotor is mechani-
bustion system and enters the turbine at point cally separate from the high-pressure turbine
3, it is at a mixed average temperature. and compressor rotor. The low pressure rotor
In the turbine section of the gas turbine, the is said to be aerodynamically coupled. This
energy of the hot gases is converted into work. unique feature allows the power turbine to be
This conversion actually takes place in two operated at a range of speeds and makes two-
steps. In the nozzle section of the turbine, the shaft gas turbines ideally suited for variable-
hot gases are expanded and a portion of the speed applications.
thermal energy is converted into kinetic energy. All of the work developed by the power turbine
In the subsequent bucket section of the turbine, is available to drive the load equipment since
a portion of the kinetic energy is transferred to the work developed by the high-pressure tur-
the rotating buckets and converted to work. bine supplies all the necessary energy to drive
Some of the work developed by the turbine is the compressor. On two-shaft machines the
used to drive the compressor, and the remain- starting requirements for the gas turbine load
der is available for useful work at the output train are reduced because the load equipment
flange of the gas turbine. Typically, more than is mechanically separate from the high-pressure
50% of the work developed by the turbine sec- turbine.
tions is used to power the axial flow compressor.
The Brayton Cycle
As shown in Figure 2, single-shaft gas turbines
are configured in one continuous shaft and, The thermodynamic cycle upon which all gas
therefore, all stages operate at the same speed. turbines operate is called the Brayton cycle.
These units are typically used for generator- Figure 4 shows the classical pressure-volume
drive applications where significant speed varia- (PV) and temperature-entropy (TS) diagrams
tion is not required. for this cycle. The numbers on this diagram cor-

■ ■ 3
Fuel
Combustor Exhaust
Compressor
HP LP Load
Turbine GT08923C
Inlet Air
Figure 3. Simple-cycle, two-shaft gas turbine
respond to the numbers also used in Figure 2. air at point 1 on a continuous basis in exchange
Path 1 to 2 represents the compression occur- for the hot gases exhausted to the atmosphere
ring in the compressor, path 2 to 3 represents at point 4. The actual cycle is an “open” rather
the constant-pressure addition of heat in the than “closed” cycle, as indicated.
combustion systems, and path 3 to 4 represents Every Brayton cycle can be characterized by two
the expansion occurring in the turbine. significant parameters: pressure ratio and firing
The path from 4 back to 1 on the Brayton cycle temperature. The pressure ratio of the cycle is
diagrams indicates a constant-pressure cooling the pressure at point 2 (compressor discharge
process. In the gas turbine, this cooling is done pressure) divided by the pressure at point 1
by the atmosphere, which provides fresh, cool (compressor inlet pressure). In an ideal cycle,
2 3
P
Fuel
2 4
1 4
3
V
3
1 4
T
2
1
GT23055A
S
Figure 4. Brayton cycle

■ ■ 4
this pressure ratio is also equal to the pressure sented as firing temperature by point 3 in Figure
at point 3 divided by the pressure at point 4. 4.
However, in an actual cycle there is some slight Steam-cooled first stage nozzles do not reduce
pressure loss in the combustion system and, the temperature of the gas directly through
hence, the pressure at point 3 is slightly less mixing because the steam is in a closed loop.
than at point 2. As shown in Figure 5, the firing temperature on
The other significant parameter, firing temper- a turbine with steam-cooled nozzles (GE’s cur-
ature, is thought to be the highest temperature rent “H” design) has an increase of 200
reached in the cycle. GE defines firing temper- degrees without increasing the combustion
ature as the mass-flow mean total temperature exit temperature.
OPEN LOOP ADVANCED CLOSED LOOP

AIR-COOLED NOZZLE STEAM-COOLED NOZZLE
200F More Firing Temp. at Same NOx Production Possible GT25134
Figure 5. Comparison of air-cooled vs. steam-cooled first stage nozzle
at the stage 1 nozzle trailing edge plane. An alternate method of determining firing tem-
Currently all first stage nozzles are cooled to perature is defined in ISO document 2314, “Gas
keep the temperatures within the operating lim- Turbines – Acceptance Tests.” The firing tem-
its of the materials being used. The two types of perature here is a reference turbine inlet tem-
cooling currently employed by GE are air and perature and is not generally a temperature that
steam. exists in a gas turbine cycle; it is calculated from
Air cooling has been used for more than 30 a heat balance on the combustion system, using
years and has been extensively developed in air- parameters obtained in a field test. This ISO
craft engine technology, as well as the latest fam- reference temperature will always be less than
ily of large power generation machines. Air the true firing temperature as defined by GE, in
used for cooling the first stage nozzle enters the many cases by 100 F/38 C or more for machines
hot gas stream after cooling down the nozzle using air extracted from the compressor for
and reduces the total temperature immediately internal cooling, which bypasses the combustor.
downstream. GE uses this temperature since it is Figure 6 shows how these various temperatures
more indicative of the cycle temperature repre- are defined.

■ ■ 5
Turbine Inlet
Temperature
- Average Gas Temp
in Plane A. (TA)
Firing Temperature
- Average Gas Temp
in Plane B. (TB)
ISO Firing Temperature

- Calculated Temp
in Plane C.
TC = f(Ma , Mf)
CL
GE Uses Firing Temperature TB

• Highest Temperature at Which Work Is Extracted
GT23056
Figure 6. Definition of firing temperature
Thermodynamic Analysis efficiency for different firing temperatures and

various pressure ratios. Output per pound of
Classical thermodynamics permit evaluation of airflow is important since the higher this value,
the Brayton cycle using such parameters as pres- the smaller the gas turbine required for the same
sure, temperature, specific heat, efficiency fac- output power. Thermal efficiency is important
tors and the adiabatic compression exponent. If because it directly affects the operating fuel costs.
such an analysis is applied to the Brayton cycle,
Figure 7 illustrates a number of significant
the results can be displayed as a plot of cycle points. In simple-cycle applications (the top
efficiency vs. specific output of the cycle. curve), pressure ratio increases translate into
Figure 7 shows such a plot of output and efficiency gains at a given firing temperature.
GT17983A
Figure 7. Gas turbine thermodynamics

■ ■ 6
The pressure ratio resulting in maximum out- while simple-cycle efficiency is not maximized,
put and maximum efficiency change with firing combined-cycle efficiency is at its peak.
temperature, and the higher the pressure ratio, Combined cycle is the expected application for
the greater the benefits from increased firing the MS7001FA.
temperature. Increases in firing temperature
provide power increases at a given pressure Combined Cycle
ratio, although there is a sacrifice of efficiency A typical simple-cycle gas turbine will convert
due to the increase in cooling air losses 30% to 40% of the fuel input into shaft output.
required to maintain parts lives. All but 1% to 2% of the remainder is in the
In combined-cycle applications (as shown in the form of exhaust heat. The combined cycle is
bottom graph in Figure 7 ), pressure ratio generally defined as one or more gas turbines
increases have a less pronounced effect on effi- with heat-recovery steam generators in the
ciency. Note also that as pressure ratio increas- exhaust, producing steam for a steam turbine
es, specific power decreases. Increases in firing generator, heat-to-process, or a combination
temperature result in increased thermal effi- thereof.
ciency. The significant differences in the slope Figure 8 shows a combined cycle in its simplest
of the two curves indicate that the optimum form. High utilization of the fuel input to the
cycle parameters are not the same for simple gas turbine can be achieved with some of the
and combined cycles. more complex heat-recovery cycles, involving
Simple-cycle efficiency is achieved with high multiple-pressure boilers, extraction or topping
pressure ratios. Combined-cycle efficiency is steam turbines, and avoidance of steam flow to
obtained with more modest pressure ratios and a condenser to preserve the latent heat content.
greater firing temperatures. For example, the Attaining more than 80% utilization of the fuel
MS7001FA design parameters are 2420 F/1316 C input by a combination of electrical power gen-
firing temperature and 15.7:1 pressure ratio; eration and process heat is not unusual.
Exhaust
HRSG
ST Gen
Turb Gen
Fuel
Comb
Comp Turb Gen
Air
Gas Turbine GT05363C
Figure 8. Combined cycle

■ ■ 7
Combined cycles producing only electrical parameters and component efficiencies as well
power are in the 50% to 60% thermal efficien- as air mass flow.
cy range using the more advanced gas turbines. Correction for altitude or barometric pressure
Papers dealing with combined-cycle applica- is more straightforward. The air density reduces
tions in the GE Reference Library include: as the site elevation increases. While the result-
GER-3574F, “GE Combined-Cycle Product Line ing airflow and output decrease proportionate-
and Performance”; GER-3767, “Single-Shaft ly, the heat rate and other cycle parameters are
Combined-Cycle Power Generation Systems”; not affected. A standard altitude correction
and GER-3430F, “Cogeneration Application curve is presented in Figure 10.
Considerations.”
Humidity
Factors Affecting Gas Turbine Similarly, humid air, which is less dense than
Performance dry air, also affects output and heat rate, as
shown in Figure 11. In the past, this effect was
Air Temperature and Site Elevation thought to be too small to be considered.
Since the gas turbine is an air-breathing engine, However, with the increasing size of gas turbines
its performance is changed by anything that and the utilization of humidity to bias water and
affects the density and/or mass flow of the air steam injection for NOx control, this effect has
intake to the compressor. Ambient weather greater significance.
conditions are the most obvious changes from It should be noted that this humidity effect is a
the reference conditions of 59 F/15 C and 14.7 result of the control system approximation of
psia/1.013 bar. Figure 9 shows how ambient tem- firing temperature used on GE heavy-duty gas
perature affects the output, heat rate, heat con- turbines. Single-shaft turbines that use turbine
sumption, and exhaust flow of a single-shaft exhaust temperature biased by the compressor
MS7001. Each turbine model has its own tem- pressure ratio to the approximate firing tem-
perature-effect curve, as it depends on the cycle perature will reduce power as a result of
130
120
110
Heat Rate
Percent
Design 100
90
Exhaust Flow
Heat Cons.
80
Output
70
0 20 40 60 80 100 120
Compressor
°F
Inlet
Temperature
-18 -7 4 16 27 38 49
GT22045D
°C
Figure 9. Effect of ambient temperature

■ ■ 8
GT18848B
Figure 10. Altitude correction curve
GT22046B
Figure 11. Humidity effect curve

increased ambient humidity. This occurs moist air (due to humidity) to the allowable
because the density loss to the air from humidi- temperature. This fuel increase will increase the
ty is less than the density loss due to tempera- gas generator speed and compensate for the
ture. The control system is set to follow the inlet loss in air density.
air temperature function.
Inlet and Exhaust Losses
By contrast, the control system on aeroderiva-
Inserting air filtration, silencing, evaporative
tives uses unbiased gas generator discharge tem-
coolers or chillers into the inlet or heat recov-
perature to approximate firing temperature.
The gas generator can operate at different ery devices in the exhaust causes pressure losses
speeds from the power turbine, and the power in the system. The effects of these pressure loss-
will actually increase as fuel is added to raise the es are unique to each design. Figure 12 shows

■ ■ 9
4 Inches (10 mbar) H2O Inlet Drop Produces:

1.42% Power Output Loss
0.45% Heat Rate Increase
1.9 F (1.1 C) Exhaust Temperature Increase
4 Inches (10 mbar) H2O Exhaust Drop Produces:

0.42% Power Output Loss
0.42% Heat Rate Increase
1.9 F (1.1 C) Exhaust Temperature Increase
GT18238C
Figure 12. Pressure drop effects (MS7001EA)
the effects on the MS7001EA, which are typical possible to make some general assumptions. If
for the E technology family of scaled machines the fuel consists only of hydrocarbons with no
(MS6001B, 7001EA, 9001E). inert gases and no oxygen atoms, output
increases as LHV increases. Here the effects of
Fuels
Cp are greater than the effects of mass flow.
Work from a gas turbine can be defined as the
Also, as the amount of inert gases is increased,
product of mass flow, heat energy in the com-
the decrease in LHV will provide an increase in
busted gas (Cp), and temperature differential
output. This is the major impact of IGCC type
across the turbine. The mass flow in this
fuels that have large amounts of inert gas in the
equation is the sum of compressor airflow
fuel. This mass flow addition, which is not com-
and fuel flow. The heat energy is a function
pressed by the gas turbine’s compressor,
of the elements in the fuel and the products
increases the turbine output. Compressor
of combustion.
power is essentially unchanged. Several side
Tables 1 and 2 show that natural gas (methane) effects must be considered when burning this
produces nearly 2% more output than does dis- kind of lower heating value fuels:
tillate oil. This is due to the higher specific heat
■ Increased turbine mass flow drives up
in the combustion products of natural gas,
compressor pressure ratio, which
resulting from the higher water vapor content
eventually encroaches on the
produced by the higher hydrogen/carbon ratio
compressor surge limit
of methane. This effect is noted even though
the mass flow (lb/h) of methane is lower than ■ The higher turbine power may exceed
the mass flow of distillate fuel. Here the effects fault torque limits. In many cases, a
of specific heat were greater than and in oppo- larger generator and other accessory
sition to the effects of mass flow. equipment may be needed
Figure 13 shows the total effect of various fuels ■ High fuel volumes increase fuel piping
on turbine output. This curve uses methane as and valve sizes (and costs). Low- or
the base fuel. medium-Btu coal gases are frequently
Although there is no clear relationship between supplied at high temperatures, which
fuel lower heating value (LHV) and output, it is further increases their volume flow

■ ■ 10
60
100%
30 H2
50
LHV-Btu/lb (Thousands)
Kcal/kg (Thousands)
40
20
30
100%
20 CH4
10
100%
CH4H10
10
75% N2 - 25% CH4
100% CO 75% CO2 - 25% CH4
0
100 105 110 115 120 125 130
Output - Percent GT25842
Figure 13. Effect of fuel heating value on output

■ Lower-Btu gases are frequently its design life. In most cases of operation with
saturated with water prior to delivery lower heating value fuels, it can be assumed that
to the turbine. This increases the output and efficiency will be equal to or higher
combustion products heat transfer than that obtained on natural gas. In the case of
coefficients and raises the metal higher heating value fuels, such as refinery
temperatures in the turbine section gases, output and efficiency may be equal to or
which may require lower operating lower than that obtained on natural gas.
firing temperature to preserve parts
lives Fuel Heating
■ As the Btu value drops, more air is Most of the combined cycle turbine installations
required to burn the fuel. Machines are designed for maximum efficiency. These
with high firing temperatures may not plants often utilize integrated fuel gas heaters.
be able to burn low Btu gases Heated fuel results in higher turbine efficiency
due to the reduced fuel flow required to raise
■ Most air-blown gasifiers use air
the total gas temperature to firing temperature.
supplied from the gas turbine
Fuel heating will result in slightly lower gas tur-
compressor discharge
bine output because of the incremental volume
■ The ability to extract air must be flow decrease. The source of heat for the fuel
evaluated and factored into the overall typically is the IP feedwater. Since use of this
heat and material balances energy in the gas turbine fuel heating system is
As a result of these influences, each turbine thermodynamically advantageous, the com-
model will have some application guidelines on bined cycle efficiency is improved by approxi-
flows, temperatures and shaft output to preserve mately 0.6%.
GE Power Systems GER-3567H (10/00) ■ ■ 11

Diluent Injection Generally, up to 5% of the compressor airflow

can be extracted from the compressor dis-
Since the early 1970s, GE has used water or
charge casing without modification to casings
steam injection for NOx control to meet appli-
or on-base piping. Pressure and air temperature
cable state and federal regulations. This is
will depend on the type of machine and site
accomplished by admitting water or steam in
conditions. Air extraction between 6% and 20%
the cap area or “head-end” of the combustion
may be possible, depending on the machine
liner. Each machine and combustor configura-
and combustor configuration, with some modi-
tion has limits on water or steam injection levels
fications to the casings, piping and controls.
to protect the combustion system and turbine
Such applications need to be reviewed on a
section. Depending on the amount of water or
case-by-case basis. Air extractions above 20%
steam injection needed to achieve the desired
will require extensive modification to the tur-
NOx level, output will increase because of the
bine casing and unit configuration. Figure 15
130
With 5%
Steam
120 Injection
110
Output
100
%
90 No Steam
Injection
3%
80 1%
70
40 60 80 100 120
ºF
4 16 27 38 49
ºC
Compressor Inlet Temperature
GT18851A GT22048-1C
Figure 14. Effect of steam injection on output and Figure 15. Effect of air extraction on output and heat
heat rate rate
additional mass flow. Figure 14 shows the effect shows the effect of air extraction on output and
of steam injection on output and heat rate for heat rate. As a “rule of thumb,” every 1% in air
an MS7001EA. These curves assume that steam extraction results in a 2% loss in power.
is free to the gas turbine cycle, therefore heat
Performance Enhancements
rate improves. Since it takes more fuel to raise
water to combustor conditions than steam, Generally, controlling some of the factors that
water injection does not provide an improve- affect gas turbine performance is not possible.
ment in heat rate. The planned site location and the plant config-
uration (such as simple- or combined-cycle)
Air Extraction determine most of these factors. In the event
In some gas turbine applications, it may be additional output is needed, several possibilities
desirable to extract air from the compressor. to enhance performance may be considered.

■ ■ 12
Inlet Cooling
The ambient effect curve (see Figure 9) clearly
shows that turbine output and heat rate are
improved as compressor inlet temperature
decreases. Lowering the compressor inlet tem-
perature can be accomplished by installing an
evaporative cooler or inlet chiller in the inlet
ducting downstream of the inlet filters. Careful
application of these systems is necessary, as con-
densation or carryover of water can exacerbate
compressor fouling and degrade performance.
These systems generally are followed by mois-
ture separators or coalescing pads to reduce the GT22419-1D
possibility of moisture carryover.

Figure 16. Effect of evaporative cooling on output
As Figure 16 shows, the biggest gains from evap- and heat rate
orative cooling are realized in hot, low-humid-
ity climates. It should be noted that evapora- ture. For most applications, coolers having an
tive cooling is limited to ambient temperatures effectiveness of 85% or 90% provide the most
of 59 F/15 C and above (compressor inlet tem- economic benefit.
perature >45 F/7.2 C) because of the potential Chillers, unlike evaporative coolers, are not lim-
for icing the compressor. Information con- ited by the ambient wet bulb temperature. The
tained in Figure 16 is based on an 85% effective achievable temperature is limited only by the
evaporative cooler. Effectiveness is a measure capacity of the chilling device to produce
of how close the cooler exit temperature coolant and the ability of the coils to transfer
approaches the ambient wet bulb tempera- heat. Cooling initially follows a line of constant
Psychrometric 100% RH
40 .020
Chart 60% RH
(Simplified)
35
.015
30 40% RH
Btu Per Pound Evaporative
of Dry Air Cooling Process
25
Specific
.010
Humidity
20 20% RH
Inlet Chilling
Process
15
.005
10% RH
.000
°F 40 60 80 100 120
Dry Bulb
Temperature °C 4 GT21141D
16 27 38 49
Figure 17. Inlet chilling process

■ ■ 13
specific humidity, as shown in Figure 17. As satu- Performance defines base load as operation at
ration is approached, water begins to condense 8,000 hours per year with 800 hours per start. It
from the air, and mist eliminators are used. also defines peak load as operation at 1250
Further heat transfer cools the condensate and hours per year with five hours per start.
air, and causes more condensation. Because of In recognition of shorter operating hours, it is
the relatively high heat of vaporization of water, possible to increase firing temperature to gen-
most of the cooling energy in this regime goes erate more output. The penalty for this type of
to condensation and little to temperature operation is shorter inspection intervals.
reduction. Despite this, running an MS5001, MS6001 or
Steam and Water Injection for Power MS7001 at peak may be a cost-effective way to
Augmentation obtain more kilowatts without the need for
additional peripheral equipment.
Injecting steam or water into the head end of
the combustor for NOx abatement increases Generators used with gas turbines likewise have
mass flow and, therefore, output. Generally, the peak ratings that are obtained by operating at
amount of water is limited to the amount higher power factors or temperature rises. Peak
required to meet the NOx requirement in order cycle ratings are ratings that are customized to
to minimize operating cost and impact on the mission of the turbine considering both
inspection intervals. starts and hours of operation. Firing tempera-
tures between base and peak can be selected to
Steam injection for power augmentation has
maximize the power capabilities of the turbine
been an available option on GE gas turbines for
while staying within the starts limit envelope of
over 30 years. When steam is injected for power
the turbine hot section repair interval. For
augmentation, it can be introduced into the
instance, the 7EA can operate for 24,000 hours
compressor discharge casing of the gas turbine
on gas fuel at base load, as defined. The starts
as well as the combustor. The effect on output
limit to hot section repair interval is 800 starts.
and heat rate is the same as that shown in Figure
14. GE gas turbines are designed to allow up to For peaking cycle of five hours per start, the hot
5% of the compressor airflow for steam injec- section repair interval would occur at 4,000
tion to the combustor and compressor dis- hours, which corresponds to operation at peak
charge. Steam must contain 50 F/28 C super- firing temperatures. Turbine missions between
heat and be at pressures comparable to fuel gas five hours per start and 800 hours per start may
pressures. allow firing temperatures to increase above base
but below peak without sacrificing hours to hot
When either steam or water is used for power
section repair. Water injection for power aug-
augmentation, the control system is normally
mentation may be factored into the peak cycle
designed to allow only the amount needed for
rating to further maximize output.
NOx abatement until the machine reaches base
(full) load. At that point, additional steam or
water can be admitted via the governor control.
Performance Degradation
All turbomachinery experiences losses in per-
Peak Rating formance with time. Gas turbine performance
The performance values listed in Table 1 are degradation can be classified as recoverable or
base load ratings. ANSI B133.6 Ratings and non-recoverable loss. Recoverable loss is usually

■ ■ 14
associated with compressor fouling and can be power plant performance. Power, fuel, heat
partially rectified by water washing or, more consumption and sufficient supporting data
thoroughly, by mechanically cleaning the com- should be recorded to enable as-tested per-
pressor blades and vanes after opening the unit. formance to be corrected to the condition of
Non-recoverable loss is due primarily to the guarantee. Preferably, this test should be
increased turbine and compressor clearances done as soon as practical, with the unit in new
and changes in surface finish and airfoil con- and clean condition. In general, a machine is
tour. Because this loss is caused by reduction in considered to be in new and clean condition if
component efficiencies, it cannot be recovered it has less than 200 fired hours of operation.
by operational procedures, external mainte- Testing procedures and calculation methods are
nance or compressor cleaning, but only patterned after those described in the ASME
through replacement of affected parts at rec- Performance Test Code PTC-22-1997, “Gas
ommended inspection intervals. Turbine Power Plants.” Prior to testing, all sta-
Quantifying performance degradation is diffi- tion instruments used for primary data collec-
cult because consistent, valid field data is hard tion must be inspected and calibrated. The test
to obtain. Correlation between various sites is should consist of sufficient test points to ensure
impacted by variables such as mode of opera- validity of the test set-up. Each test point should
tion, contaminants in the air, humidity, fuel and consist of a minimum of four complete sets of
dilutent injection levels for NOx. Another prob- readings taken over a 30-minute time period
lem is that test instruments and procedures vary when operating at base load. Per ASME PTC-22-
widely, often with large tolerances. 1997, the methodology of correcting test results
Typically, performance degradation during the to guarantee conditions and measurement
first 24,000 hours of operation (the normally uncertainties (approximately 1% on output and
recommended interval for a hot gas path heat rate when testing on gas fuel) shall be
inspection) is 2% to 6% from the performance agreed upon by the parties prior to the test.
test measurements when corrected to guaran-
teed conditions. This assumes degraded parts Summary
are not replaced. If replaced, the expected per- This paper reviewed the thermodynamic princi-
formance degradation is 1% to 1.5%. Recent ples of both one- and two-shaft gas turbines and
field experience indicates that frequent off-line discussed cycle characteristics of the several
water washing is not only effective in reducing models of gas turbines offered by GE. Ratings of
recoverable loss, but also reduces the rate of the product line were presented, and factors
non-recoverable loss. affecting performance were discussed along
One generalization that can be made from the with methods to enhance gas turbine output.
data is that machines located in dry, hot cli- GE heavy-duty gas turbines serving industrial,
mates typically degrade less than those in utility and cogeneration users have a proven
humid climates. history of sustained performance and reliabili-
ty. GE is committed to providing its customers
Verifying Gas Turbine Performance with the latest in equipment designs and
Once the gas turbine is installed, a perform- advancements to meet power needs at high
ance test is usually conducted to determine thermal efficiency.

■ ■ 15
List of Figures
Figure 1. Heavy-duty gas turbine model designation
Figure 2. Simple-cycle, single-shaft gas turbine
Figure 3. Simple-cycle, two-shaft gas turbine
Figure 4. Brayton cycle
Figure 5. Comparison of air-cooled vs. steam-cooled first stage nozzle
Figure 6. Definition of firing temperature
Figure 7. Gas turbine thermodynamics
Figure 8. Combined cycle
Figure 9. Effect of ambient temperature
Figure 10. Altitude correction curve
Figure 11. Humidity effect curve
Figure 12. Pressure drop effects (MS7001EA)
Figure 13. Effect of fuel heating value on output
Figure 14. Effect of steam injection on output and heat rate
Figure 15. Effect of air extraction on output and heat rate
Figure 16. Effect of evaporative cooling on output and heat rate
Figure 17. Inlet chilling process
List of Tables
Table 1. GE gas turbine performance characteristics - Generator drive gas turbine ratings
Table 2. GE gas turbine performance characteristics - Mechanical drive gas turbine ratings

■ ■ 16
GEK 107357A
Revised July 2003
Replaces UOGTF
GE Power Systems
Gas Turbine
Unit Operation/Turbine (Gas)

(Applicability MS7001FA, 9001FA)
GEK 107357A Unit Operation/Turbine (Gas)
TABLE OF CONTENTS
I. REFERENCE DATA AND PRECAUTIONS .............................................................................. 3

A. Operator Responsibility ........................................................................................................... 3
B. General Operating Precautions ................................................................................................ 3
II. PREPARATIONS FOR NORMAL LOAD OPERATION......................................................... 9

A. Standby Power Requirements .................................................................................................. 9
B. Checks Prior to Operation........................................................................................................ 10
C. Checks During Start Up and Initial Operation ......................................................................... 11
III. OPERATING PROCEDURES ..................................................................................................... 16

A. General ..................................................................................................................................... 16
B. Start-Up .................................................................................................................................... 16
C. Synchronizing .......................................................................................................................... 18
D. Normal Load Operation ........................................................................................................... 21
E. Remote Operation .................................................................................................................... 21
F. Shutdown and Cooldown ......................................................................................................... 21
G. Special Operations ................................................................................................................... 22
IV. DESCRIPTION OF PANELS AND TERMS .............................................................................. 29

A. Turbine Control Panel (TCP) ................................................................................................... 29
B. /HMI ................................................................................................................................... 29
C. Definition of Terms .................................................................................................................. 31
D. Generator Control Panel (Typical) ........................................................................................... 31
E. Motor Control Center............................................................................................................... 33
F. Supervisory Remote Equipment .............................................................................................. 33
G. Annunciator System ................................................................................................................. 33
2
I. REFERENCE DATA AND PRECAUTIONS
A. Operator Responsibility
It is essential that the turbine operators be familiar with the information contained in the following op-
eration text, the Control Specification drawings (consult the Control System Settings drawing for the
index of Control Specification drawings), the Piping Schematic drawings including the Device Sum-
mary (consult the Control System Settings Drawing for the index by model list and drawing number
of applicable schematics), the SPEEDTRONIC® control sequence program and the SPEEDTRONIC®
Users’ Manual. The operator must also be aware of the power plant devices which are tied into the gas
turbine mechanically and electrically and could affect normal operation. No starts should be attempted
whether on a new turbine or a newly overhauled turbine until the following conditions have been met:
• Requirements listed under CHECKS PRIOR TO OPERATION have been met.
• Control systems have been functionally checked for proper operation before restarting.
• All GENERAL OPERATING PRECAUTIONS have been noted.
It is extremely important that gas turbine operators establish proper operating practices. We emphasize
adherence to the following:
• Respond to Annunciator Indicators — Investigate and correct the cause of the abnormal condition.
This is particularly true for the protection systems, such as low oil pressure, overtemperature, vi-
bration, overspeed etc.
• Check of Control Systems — After any type of control maintenance is completed, whether repair
or replacement of parts, functionally check control systems for proper operation. This should be
done prior to restart of the turbine. It should not be assumed that reassembly, “as taken apart” is
adequate without the functional test.
• Monitor Exhaust Temperature During All Phases of Startup — The operator is alerted to the fol-
lowing:
CAUTION
Overtemperature can damage the turbine hot gas path parts.
Monitor exhaust temperature for proper control upon first startup and after any turbine maintenance is
performed. Trip the turbine if the exhaust temperature exceeds the normal trip level, or increases at an
unusual rate. A particularly critical period for overtemperature damage to occur is during the startup
phase before the turbine reaches governing speed. At this time air flow is low and the turbine is unable
to accelerate away from excess fuel.
B. General Operating Precautions
1. Temperature Limits
Refer to the Control Specifications for actual exhaust temperature control settings. It is important
to define a “baseline value” of exhaust temperature spread with which to compare future data. This
baseline data is established during steady state operation after each of the following conditions:
3
• Initial startup of unit
• Before and after a planned shut-down
• Before and after planned maintenance
An important point regarding the evaluation of exhaust temperature spreads is not necessarily the
magnitude of the spread, but the change in spread over a period of time. The accurate record-
ing and plotting of exhaust temperatures daily can indicate a developing problem. Consult Control
Specification-Settings Drawings for maximum allowable temperature spreads and wheelspace tem-
perature operating limits.
The wheelspace thermocouples, identified together with their nomenclature, are on the Device
Summary. A bad thermocouple will cause a “High Wheelspace Differential Temperature” alarm.
The faulty thermocouple should be replaced at the earliest convenience.
When the average temperature in any wheelspace is higher then the temperature limit set forth in
the table, it is an indication of trouble. High wheelspace temperature may be caused by any of the
following faults:
1. Restriction in cooling air lines
2. Wear of turbine seals
3. Excessive distortion of the turbine stator
4. Improper positioning of thermocouple
5. Malfunctioning combustion system
6. Leakage in external piping
7. Excessive distortion of exhaust inner diffuser
Check wheelspace temperatures very closely on initial startup. If consistently high, and a check of
the external cooling air circuits reveals nothing, it is permissible to increase the size of the cooling
air orifices slightly. Consult with a General Electric Company field representative to obtain recom-
mendations as to the size that an orifice should be increased. After a turbine overhaul, all orifices
should be changed back to their original size, assuming that all turbine clearances are returned to
normal and all leakage paths are corrected.
CAUTION
Wheelspace temperatures are read on the operators interface. Temperatures in ex-

cess of the maximum are potentially harmful to turbine hot-gas-path parts over
a prolonged period of time. Excessive temperatures are annunciated but will not
cause the turbine to trip. High wheelspace temperature readings must be reported
to the General Electric technical representative as soon as possible.
4
2. Pressure Limits
Refer to the Device Summary for actual pressure switch settings. Lube oil pressure in the bearing
feed header is a nominal value of 25 psig. The turbine will trip at 8 psig. Pressure variations be-
tween these values will result from entrapped particulate matter within the lube oil filtering system.
3. Vibration Limits
The maximum overall vibration velocity of the gas turbine should never exceed 1.0 inch (2.54
cm) per second in either the vertical or horizontal direction. Corrective action should be initiated
when the vibration levels exceed 0.5 inch (1.27 cm) per second as indicated on the control system
/HMI.
If doubt exists regarding the accuracy of the reading or if more accurate and specific vibration
readings are desired a vibration check is recommended using vibration test equipment.
4. Load Limit
The maximum load capability of the gas turbine is given in the control specification. For the upper
limits of generator capability, refer to the Reactive Capability Curve following the GENERATOR
tab.
5. Overloading of Gas Turbine, Facts Involved and Policy
It is General Electric practice to design gas turbines with margins of safety to meet the contract
commitments and to secure long life and trouble-free operation.
So that maximum trouble-free operation can be secured, General Electric designs these machines
with more than ample margins on turbine bucket thermal and dynamic stresses, compressor and
turbine wheel stresses, generator ventilation, coolers, etc. As a result, these machines are designed
somewhat better than is strictly necessary, because of the importance of reliability of these turbines
to our customers and to the electrical industry.
It cannot be said, therefore, that these machines cannot be safely operated beyond the load lim-
its. Such operation, however, always encroaches upon the design margins of the machines with a
consequent reduction in reliability and increased maintenance. Accordingly, any malfunction that
occurs as a result of operation beyond contract limits cannot be the responsibility of the General
Electric Company.
The fact that a generator operates at temperature rises below the 185 F (85 C) for the rotor and
140 F (60 C) for the stator permitted by the AIEE Standards does not mean that it can be properly
run with full safety up to these values by overloading beyond the nameplate rating. These stan-
dards were primarily set up for the protection of insulation from thermal deterioration on small
machines. The imbedded temperature detectors of the stator register a lower temperature than the
copper because of the temperature drop through the insulation from the copper to the outside of
the insulation, where the temperature detectors are located. There are also conditions of conductor
expansion, insulation stress, etc., which impose limitations. These factors have been anticipated
in the “Vee” curves and reactive capability curves which indicate recommended values consistent
with good operating practice. The “Vee” curves and reactive capability curves form part of the
operating instructions for the generator and it is considered unwise to exceed the values given.
5
The gas turbines are mechanically designed so that (within prescribed limits), advantage can be
taken of the increased capability over nameplate rating, which is available at lower ambient tem-
peratures (because of increased air density), without exceeding the maximum allowable turbine
inlet temperature.
The load limit of the gas turbine-generator must not be exceeded, even when the ambient tempera-
ture is lower than that at which the load limit of the gas turbine is reached. Under these conditions,
the gas turbine will operate at this load with a lower turbine inlet temperature and the design stresses
on the load coupling and turbine shaft will not be exceeded.
If the turbine is overloaded so that the turbine exhaust temperature schedule is not followed for
reasons of malfunctioning or improper setting of the exhaust temperature control system, the max-
imum allowable turbine inlet temperature or the maximum allowable exhaust temperature, or both,
will be exceeded and will result in a corresponding increase in maintenance and, in extreme cases,
might result in failure of the turbine parts.
The exhaust temperature control system senses the turbine exhaust temperature and introduces
proper bias to limit the fuel flow so that neither the maximum allowable turbine inlet temperature
nor the maximum allowable turbine exhaust temperature is exceeded.
6. Fire Protection System Operating Precautions
The fire protection system, when actuated, will cause several functions to occur in addition to actu-
ating the media discharge system. The turbine will trip, an audible alarm will sound, and the alarm
message will be displayed on the /HMI. The ventilation openings in the compartments will be
closed by a pressure-operated latch and the damper in the turbine shell cooling discharge will be
actuated.
The annunciator audible alarm may be silenced by clicking on the alarm SILENCE target. The
alarm message can be cleared from the ALARM list on the /HMI after the ACKNOWLEDGE
target and the ALARM RESET target are actuated, but only after the situation causing the alarm
has been corrected.
The fire protection system must be replenished and reset before it can automatically react to another
fire. Reset must be made after each activation of the fire protection system which includes an initial
discharge followed by an extended discharge period of the fire protection media.
Fire protection system reset is accomplished by resetting the pressure switch located on the fire
protection system.
Ventilation dampers, automatically closed by a signal received from the fire protection system,
must be reopened manually in all compartments before restarting the turbine.
CAUTION
Failure to reopen compartment ventilation dampers will severely shorten the ser-
vice life of major accessory equipment. Failure to reopen the load coupling com-
partment dampers will materially reduce the performance of the generator.
6
7. Combustion System Operating Precautions
***WARNING***
SUDDEN EMISSION OF BLACK SMOKE MAY INDICATE A POS-

SIBILITY OF OUTER CASING FAILURE OR OTHER SERIOUS
COMBUSTION PROBLEMS. IN SUCH AN EVENT:
A. IMMEDIATELY SHUT DOWN THE TURBINE.
B. ALLOW NO PERSONNEL INSIDE THE TURBINE COMPART-

MENT UNTIL TURBINE IS SHUT DOWN.
C. CAUTION ALL PERSONNEL AGAINST STANDING IN FRONT

OF ACCESS DOOR OPENINGS INTO PRESSURIZED COMPART-
MENTS.
D. PERFORM A COMPLETE COMBUSTION SYSTEM INSPEC-

TION.
E. TO REDUCE THE POSSIBILITY OF COMBUSTION OUTER

CASING FAILURE, THE OPERATOR SHOULD ADHERE TO THE
FOLLOWING:
F. DURING OPERATION, EXHAUST TEMPERATURES ARE

MONITORED BY THE SPEEDTRONIC® CONTROL SYSTEM.
THE TEMPERATURE SPREAD IS COMPARED TO ALLOW-
ABLE SPREADS WITH ALARMS AND/OR PROTECTIVE TRIPS
RESULTING IF THE ALLOWABLE SPREAD LIMITS ARE
EXCEEDED.
G. AFTER A TRIP FROM 75% LOAD OR ABOVE, OBSERVE

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

COMBUSTION LINERS, TRANSITION PIECES AND FUEL NOZ-
ZLES.
OPERATING A TURBINE WITH NON-OPERATIONAL EXHAUST

THERMOCOUPLES INCREASES THE RISK OF TURBINE OVER-
FIRING AND PREVENTS DIAGNOSIS OF COMBUSTION PROB-
LEMS BY USE OF TEMPERATURE DIFFERENTIAL READINGS.
7
To prevent the above described malfunctions the operator should keep the number of non-opera-
tional exhaust thermocouples to a maximum of two but no more than one of any three adjacent
thermocouples.
CAUTION
Operation of the gas turbine with a single faulty thermocouple should not be ne-
glected, as even one faulty thermocouple will increase the risk of an invalid “com-
bustion alarm” and/or “Trip”. The unit should not be shut down just for replace-
ment of a single faulty thermocouple. However, every effort should be made to
replace the faulty thermocouples when the machine is down for any reason.
Adherence to the above criteria and early preventive maintenance should reduce distortions of the
control and protection functions and the number of unnecessary turbine trips.
8. Cooldown/Shutdown Precautions
CAUTION
In the event of an emergency shutdown in which internal damage of any rotating

equipment is suspected, do not turn the rotor after shutdown. Maintain lube oil
pump operation, since lack of circulating lube oil following a hot shutdown will
result in rising bearing temperatures which can result in damaged bearing surfaces.
If the malfunction that caused the shutdown can be quickly repaired, or if a check
reveals no internal damage affecting the rotating parts, reinstate the cooldown cy-
cle.
If there is an emergency shutdown and the turbine is not turned with the rotor turning device, the
following factors should be noted:
1. Within 20 minutes, maximum, following turbine shutdown, the gas turbine may be started
without cooldown rotation. Use the normal starting procedure.
2. Between 20 minutes and 48 hours after shutdown a restart should not be attempted unless the
gas turbine rotor has been turned for minimum four hours.
3. If the unit has been shut down and not turned at all, it must be shut down for approximately
48 hours before it can be restarted without danger of shaft bow.
CAUTION
Where the gas turbine has not been on rotor turning operation after shutdown and a
restart is attempted, as under conditions above, rotor bow restart procedure should
be followed:
Startup procedure for a bowed rotor:
Place the unit on turning gear and rotate at 4 to 6 RPM for a minimum of 4 hours.
Accelerate to crank speed for 15 minutes and monitor bearing seismic vibration levels.
8
If seismic vibration readings for both bearings are less than 0.1 in/sec, the start sequence may be
initiated.
For Generation I, II, or III rotors
If the seismic vibration readings for either bearing equal or exceed 0.1 in/sec, the unit must be
returned to 6 or 60 RPM for an additional 4 hours. Follow steps 2 and 3 before initiating the start
sequence.
For Generation IV rotors
If the seismic vibration readings for either bearing equal or exceed 0.1 in/sec, the unit may continue
at crank speed. Follow step 3 above before initiating the start sequence
If seizure occurs during the turning operation of the gas turbine, the turbine should be shut down
and remain idle for at least 30 hours, or until the rotor is free. The turbine may be rotated at any
time during the 30-hour period if it is free; however, audible checks should be made for rubs.
NOTE
The vibration velocity must be measured at points near the gas turbine bearing
caps.
II. PREPARATIONS FOR NORMAL LOAD OPERATION
A. Standby Power Requirements
Standby AC power insures the immediate startup capability of particular turbine equipment and related
control systems when the start signal is given. Functions identified by asterisk are also necessary for
unit environmental protection and should not be turned off except for maintenance work on that par-
ticular function. Standby AC power is required for:
1. Lube oil heaters, which when used in conjunction with the lube oil pumps, heat and circulate
turbine lube oil at low ambient temperatures to maintain proper oil viscosity.
2. *Control panel heating.
3. *Generator heating.
4. Lube oil pumps. Auxiliary pump should be run at periodic intervals to prevent rust formation in
the lube oil system.
5. Fuel oil heaters, where used. These heaters used in conjunction with the fuel oil pumps, heat and
circulate fuel oil at low ambient temperatures to maintain proper fuel oil viscosity.
6. Compartment heating.
7. *Operation of control compartment air conditioner during periods of high ambient temperature
to maintain electrical equipment insulation within design temperature limits.
8. *Battery charging (where applicable).
9
B. Checks Prior to Operation
The following checks are to be made before attempting to operate a new turbine or an overhauled tur-
bine. It is assumed that the turbine has been assembled correctly, is in alignment and that calibration of
the SPEEDTRONIC® system has been performed per the Control Specifications. A standby inspection
of the turbine should be performed with the lube oil pump operating and emphasis on the following
areas:
1. Check that all piping and turbine connections are securely fastened and that all blinds have been
removed. Most tube fittings incorporate a stop collar which insures proper torquing of the fittings
at initial fitting make up and at reassembly. These collars fit between the body of the fitting and
the nut and contact in tightening of the fitting. The stop collar is similar to a washer and can
be rotated freely on unassembled fittings. During initial assembly of a fitting with a stop collar,
tighten the nut until it bottoms on the collar. The fitting has to be sufficiently tightened until the
collar cannot be rotated by hand. This is the inspection for a proper fitting assembly. For each
remake of the fitting, the nut should again be tightened until the collar cannot be rotated.
2. Inlet and exhaust plenums and associated ducting are clean and rid of all foreign objects. All
access doors are secure.
3. Where fuel, air or lube oil filters have been replaced check that all covers are intact and tight.
4. Verify that the lube oil tank is within the operating level and if the tank has been drained that it
has been refilled with the recommended quality and quantity of lube oil. If lube oil flushing has
been conducted verify that all filters have been replaced and any blinds if used, removed.
5. Check operation of auxiliary and emergency equipment, such as lube oil pumps, water pumps,
fuel forwarding pumps, etc. Check for obvious leakage, abnormal vibration (maximum 3 mils),
noise or overheating.
6. Check lube oil piping for obvious leakage. Also using provided oil flow sights, check visually
that oil is flowing from the bearing drains. The turbine should not be started unless flow is visible
at each flow sight.
7. Check condition of all thermocouples and/or resistance temperature detectors (RTDs) on the
/HMI. Reading should be approximately ambient temperature.
8. Check spark plugs for proper arcing.
***WARNING***
DO NOT TEST SPARK PLUGS WHERE EXPLOSIVE ATMOS-

PHERE IS PRESENT.
If the arc occurs anywhere other than directly across the gap at the tips of the electrodes, or if
by blowing on the arc it can be moved from this point, the plug should be cleaned and the tip
clearance adjusted. If necessary, the plug should be replaced. Verify the retracting piston for free
operation.
9. Devices requiring manual lubrication are to be properly serviced.
10
10. Determine that the cooling water system has been properly flushed and filled with the recom-
mended coolant. Any fine powdery rust, which might form in the piping during short time ex-
posure to atmosphere, can be tolerated. If there is evidence of a scaly rust, the cooling system
should be power flushed until all scale is removed. If it is necessary to use a chemical cleaner,
most automobile cooling system cleaners are acceptable and will not damage the carbon and rub-
ber parts of the pump mechanical seals or rubber parts in the piping.
Refer to “Cooling Water Recommendations for Combustion Gas Turbine Closed Cooling Systems”
included under tab titled Fluid Specifications. Note the following regarding antifreeze.
CAUTION
Do not change from one type antifreeze to another without first flushing the cool-
ing system very thoroughly. Inhibitors used may not be compatible and can cause
formation of gums, in addition to destroying effectiveness as an inhibitor. Consult
the antifreeze vendor for specific recommendations.
Following the water system refill ensure that water system piping, primarily pumps and flexible cou-
plings, do not leak. It is wise not to add any corrosion inhibitors until after the water system is found
to be leak free.
• The Load Commutator Inverter (LCI) should be calibrated and tested as per GEH-6192.
• The use of radio transmitting equipment in the vicinity of open control panels is not recommended.
Prohibiting such use will assure that no extraneous signals are introduced into the control system
that might influence the normal operation of the equipment.
• Check the Cooling and Sealing Air Piping against the assembly drawing and piping schematic, to
ensure that all orifice plates are of designated size and in designated positions.
• At this time all annunciated ground faults should be cleared. It is recommended that units not be
operated when a ground fault is indicated. Immediate action should be taken to locate all grounds
and correct the problems.
C. Checks During Start Up and Initial Operation
The following is a list of important checks to be made on a new or newly overhauled turbine with the
OPERATION SELECTOR switch in various modes. The Control Specifications — Control Systems
Adjustments should be reviewed prior to operating the turbine.
CAUTION
Where an electric motor is used as the starting means refer to the Control Specifi-
cations for maximum operating time.
When a unit has been overhauled those parts or components that have been removed and taken apart
for inspection/repair should be critically monitored during unit startup and operation. This inspection
should include: leakage check, vibration, unusual noise, overheating, lubrication.
11
1. Crank
1. Listen for rubbing noises in the turbine compartment especially in the load tunnel area. A
soundscope or some other listening type device is suggested. Shutdown and investigate if
unusual noise occurs.
2. Check for unusual vibration.
3. Inspect for water system leakage.
12
2. Fire
***WARNING***
DUE TO THE COMPLEXITY OF GAS TURBINE FUEL SYSTEMS,

IT IS IMPERATIVE FOR EVERYONE TO EXERCISE EXTREME
CAUTION IN AND NEAR ANY TURBINE COMPARTMENT, FUEL
HANDLING SYSTEM, OR ANY OTHER ENCLOSURES OR AR-
EAS CONTAINING FUEL PIPING OR FUEL SYSTEM COMPO-
NENTS.
DO NOT ENTER THE TURBINE COMPARTMENT UNLESS AB-

SOLUTELY NECESSARY. WHEN IT IS NECESSARY, EXERCISE
CAUTION WHEN OPENING AND ENTERING THE COMPART-
MENT. BE AWARE OF THE POSSIBILITY OF FUEL LEAKS, AND
BE PREPARED TO SHUT DOWN THE TURBINE AND TAKE AC-
TION IF A LEAK IS DISCOVERED.
AT ANY TIME, IF/WHEN ENTERING THE TURBINE COMPART-

MENT OR WHEN IN THE VICINITY OF THE FUEL HANDLING
SYSTEM OR OTHER LOCATIONS WITH FUEL PIPING, FUEL
SYSTEM COMPONENTS, OR FUEL SYSTEM CONNECTIONS,
WHILE THE TURBINE IS OPERATING, IMPLEMENT THE
FOLLOWING:
• CONDUCT AN ENVIRONMENTAL EVALUATION OF THE

TURBINE COMPARTMENT, FUEL HANDLING SYSTEM, OR
SPECIFIC AREA. PAY PARTICULAR ATTENTION TO ALL
LOCATIONS WHERE FUEL PIPING/COMPONENTS/CON-
NECTIONS EXIST.
• FOLLOW APPLICABLE PROCEDURES FOR LEAK TEST-

ING. IF FUEL LEAKS ARE DISCOVERED, EXIT THE AREA
QUICKLY, SHUT THE TURBINE DOWN, AND TAKE APPRO-
PRIATE ACTIONS TO ELIMINATE THE LEAK(S).
• REQUIRE PERSONNEL ENTERING THE TURBINE COM-

PARTMENT TO BE FITTED WITH THE APPROPRI-
ATE PERSONAL PROTECTIVE EQUIPMENT, I.E., HARD
HAT, SAFETY GLASSES, HEARING PROTECTION, HAR-
NESS/MANLINE (OPTIONAL DEPENDING ON SPACE
CONSTRAINTS), HEAT RESISTANT/FLAME RETARDANT
COVERALLS AND GLOVES.
Warning Continued on next page
13
***WARNING***
• ESTABLISH AN ATTENDANT TO MAINTAIN VISUAL

CONTACT WITH PERSONNEL INSIDE THE TURBINE COM-
PARTMENT AND RADIO COMMUNICATIONS WITH THE
CONTROL ROOM OPERATOR.
DURING THE FIRST START-UP AFTER A DISASSEMBLY,

VISUALLY CHECK ALL CONNECTIONS FOR FUEL LEAKS.
PREFERABLY CHECK THE FITTINGS DURING THE WARM-UP
PERIOD WHEN PRESSURES ARE LOW. VISUALLY INSPECT
THE FITTINGS AGAIN AT FULL SPEED, NO LOAD, AND AT
FULL LOAD. DO NOT ATTEMPT TO CORRECT LEAKAGE
PROBLEMS BY TIGHTENING FITTINGS AND/OR BOLTING
WHILE LINES ARE FULLY PRESSURIZED. NOTE AREA IN
QUESTION AND, DEPENDING ON SEVERITY OF LEAK, RE-
PAIR AT NEXT SHUTDOWN, OR IF REQUIRED SHUT UNIT
DOWN IMMEDIATELY. ATTEMPTS TO CORRECT LEAKAGE
PROBLEM ON PRESSURIZED LINES COULD LEAD TO SUDDEN
AND COMPLETE FAILURE OF COMPONENT AND RESULTING
DAMAGE TO EQUIPMENT AND PERSONNEL INJURY.
Turbine Compartment
1. Bleed fuel oil filters, if appropriate. Then check entire fuel system and the area immediately
around the fuel nozzle for leaks. In particular check for leaks at the following points:
a. Fuel piping/tubing to fuel nozzle
b. Fuel check valves
c. Atomizing air manifold and associated piping (when used)
d. Gas manifold and associated piping (when used)
Accessory Module
• Flow divider (when used)
• Fuel and water pumps
• Filter covers and drains
CAUTION
Elimination of fuel leakage in the turbine compartment is of extreme importance

as a fire preventive measure.
14
2. Monitor FLAME status on the processor to verify all flame detectors are correctly indi-
cating flame.
3. Monitor the turbine control system readings on the processor for unusual exhaust ther-
mocouple temperature, wheelspace temperature, lube oil drain temperature, highest to lowest
exhaust temperature spreads and “hot spots” i.e. combustion chamber(s) burning hotter than
all the others.
4. Listen for unusual noises and rubbing.
5. Monitor for excessive vibration.
3. Automatic, Remote
On initial startup, permit the gas turbine to operate for a 30 to 60 minute period in a full speed, no
load condition. This time period allows for uniform and stabilized heating of the parts and fluids.
Tests and checks listed below are to supplement those recorded in Control Specification — Control
System Adjustments. Record all data for future comparison and investigation.
1. Continue monitoring for unusual rubbing noises and shutdown immediately if noise persists.
2. Monitor lube oil tank, header and bearing drain temperatures continually during the heating
period. Refer to the Schematic Piping Diagram — Summary Sheets for temperature guide-
lines. Adjust VTRs if required.
3. At this time a thorough vibration check is recommended, using vibration test equipment such
as IRD equipment (IRD Mechanalysis, Inc.) or equivalent with filtered or unfiltered readings.
It is suggested that horizontal, vertical and axial data be recorded for the:
a. all accessible bearing covers on the turbine
b. turbine forward compressor casing
c. turbine support legs
d. bearing covers on the load equipment
4. Check wheelspace, exhaust and control thermocouples for proper indication on the /HMI.
Record these values for future reference.
5. Flame detector operation should be tested per the Control Specification — Control System
Adjustments.
6. Utilize all planned shutdowns in testing the Electronic and Mechanical Overspeed Trip Sys-
tem per the Control Specifications — Control System Adjustments. Refer to Special Opera-
tions section of this text.
7. Monitor /HMI display data for proper operation.
15
III. OPERATING PROCEDURES
A. General
The following instructions pertain to the operation of a model series 7001FA or 9001FA gas turbine
unit designed for generator drive application. These instructions are based on use of SPEEDTRONIC®
turbine control panels.
Functional description of the /HMI Main Display follows; however, panel installation, calibration,
and maintenance are not included.
Operational information includes startup and shutdown sequencing in the AUTO mode of operation.
The most common causes of alarm messages can be found in the concluding section.
It is not intended to cover initial turbine operation herein; rather, it will be assumed that initial startup,
calibration and checkouts have been completed. The turbine is in the cooldown or standby mode ready
for normal operation with AC and DC power available for all pumps, motors, heaters, and controls and
all annunciator drops are cleared.
Refer to the Control Specifications (Control and Protection Systems) in this volume, and the previously
furnished Control Sequence Program (CSP) for additional operating sequence information and related
diagrams.
B. Start-Up
1. General
Operation of a single turbine/generator unit may be accomplished either locally or remotely.
The following description lists operator, control system and machine actions or events in starting
the gas turbine.
Reference the section “Description of Panels and Terms — Turbine Control Panel" for description
of turbine panel devices. The following assumes that the unit is off of cooldown, and in a ready to
start condition.
2. Starting Procedure
1. Using the cursor positioning device, select “MAIN” display from the DEMAND DISPLAY
menu.
a. The display will indicate speed, temperature, various conditions etc. Three lines dis-
played on the /HMI will read:
SHUTDOWN STATUS
OFF COOLDOWN
OFF
2. Select “AUTO” and “EXECUTE”
16
a. The /HMI display will change to:
STARTUP STATUS
READY TO START
AUTO
3. Select “START” and “EXECUTE”
a. Unit auxiliaries will be started including a motor driven lube oil pump used to establish
lube oil pressure. The /HMI message SEQ IN PROGRESS will appear.
b. When permissives are satisfied, the master protective logic (L4) will be satisfied. The
/HMI display will change to:
STARTUP STATUS
STARTING
AUTO; START
c. The turbine shaft will begin to rotate on turning gear. The zero speed signal “14HR”
will be displayed. When the unit reaches approximately 6 rpm, the starting device will
be energized and accelerate the unit. The /HMI display will change to START-UP
STATUS/CRANKING.
d. When the unit reaches approximately 15% speed, the minimum speed signal “14HM”
will be displayed on the /HMI. (For machines with cooling water fan motors receiv-
ing power from the generator terminals via the UCAT transformer, field flashing will be
initiated to build up generator voltage to power the fans; otherwise, field flashing to build
up generator voltage will occur at operating speed.)
e. If the unit configuration requires purging of the gas path prior to ignition, the starting
device will crank the gas turbine at purge speed for a period of time determined by the
setting of the purge timer. See Control Specifications-Settings Drawing for purge timer
settings.
f. FSR will be set to firing value. (FSR, Fuel Stroke Reference, is the electrical signal
that determines the amount of fuel delivered to the turbine combustion system.) Ignition
sequence is initiated. The /HMI display will change to START UP STATUS/FIRING.
g. When flame is established, the /HMI display will indicate flame in those combustors
equipped with flame detectors.
h. FSR is set back to warm-up value, and the /HMI display will indicate STARTUP
STATUS/WARMING UP. If the flame goes out during the 60 second firing period, FSR
will be reset to firing value. (At the end of the ignition period, if flame has not been
established, the unit will remain at firing speed. Refer to operation 8 in the Special Op-
erations section for specific operating instructions for DLN 2.0 and DLN 2.6 configured
machines.) At this time the operator may shut the unit down or attempt to fire again. To
17
fire again select CRANK on the Main Display. The purge timer and firing timer are reini-
tialized. The purge timer will begin to time. Reselecting AUTO will cause the ignition
sequence to repeat itself after the purge timer has timed out. If the unit is being operated
remotely and multiple starts capability exists (REMOTE having previously been selected
on the Main Display), and no fire has been established at the end of the ignition period,
the unit will be purged of unburned fuel. At the end of the purge period ignition will
be attempted again. If flame is not established at this time, the starting sequence will be
terminated and the unit will shutdown.
At the end of the warmup period, with flame established, FSR will begin increasing.
The /HMI will indicate STARTUP STATUS/ACCELERATING and the turbine will
increase in speed. At approximately 50% speed, the accelerating speed signal “14HA”
will be displayed on the /HMI.
i. The turbine will continue to accelerate. When it reaches 85-90% speed, the starting de-
vice will disengage and shutdown. The /HMI will indicate the change in status from
STARTUP CONTROL to SPEED CONTROL at approximately 60% speed.
j. When the turbine reaches operating speed, the operating speed signal “14HS” will be
displayed on the /HMI. Field flashing is terminated. If the synchronizing selector
switch (43S) on the generator control panel is in the OFF position and REMOTE is not
selected on the /HMI, as the turbine reaches operating speed, /HMI will now read:
RUN STATUS
FULL SPEED NO LOAD
AUTO; START
If the synchronizing selector switch on the generator panel is in the AUTO position or RE-
MOTE is selected on the /HMI automatic synchronizing is initiated. The /HMI will
read SYNCHRONIZING.
The turbine speed is matched to the system (to less than 1/3 Hz difference) and when the
proper phase relationship is achieved the generator breaker will close. The machine will load
to Spinning Reserve unless a load control point BASE, PEAK or PRESELECTED LOAD
has been selected.
The /HMI will display SPINNING RESERVE, once the unit has reached this load point.
C. Synchronizing
When a gas turbine-driven synchronous generator is connected into a power transmission system, the
phase angle of the generator going on-line must correspond to the phase angle of the existing line
voltage at the moment of its introduction into the system. This is called synchronizing.
18
CAUTION
Before initiating synchronization procedures, be sure that all synchronization

equipment is functioning properly, and that the phase sequence of the incoming
unit corresponds to the existing line phase sequence and the potential transformers
are connected correctly to proper phases. Initial synchronization and checkout
after performing maintenance to synchronizing equipment should be performed
with the breaker racked out.
NOTE
Synchronizing cannot take place unless AUTO or REMOTE has been selected on
the /HMI Main Display and the turbine has reached full speed.
Generator synchronization can be accomplished either automatically or manually. Manual synchro-

nization is accomplished by the following procedure:
1. Manual Synchronization
1. Place the synchronizing selector switch on the generator panel (43S) in the MANUAL posi-
tion.
2. Select AUTO on the /HMI Main Display.
3. Select START and EXECUTE on the /HMI Main Display. This will start the turbine and
accelerate it to full speed as previously described. At this point the CRT will indicate RUN
STATUS, FULL SPEED NO LOAD.
4. Compare the generator voltage with the line voltage. (These voltmeters are located on the
generator control panel.)
5. Make any necessary voltage adjustment by operating the RAISE- LOWER (90R4) switch on
the generator panel until the generator voltage equals the line voltage.
6. Compare the generator and line frequency on the synchroscope (located on the generator con-
trol panel). If the pointer is rotating counterclockwise, the generator frequency is lower than
the line frequency and should be raised by increasing the turbine-generator speed. The bright-
ness of the synchronizing lights will change with the rotation of the synchroscope. When the
lights are their dullest the synchroscope will be at the 12 o’clock position. The lights should
not be used to synchronize but only to verify proper operation of the synchroscope.
7. Adjust the speed until the synchroscope rotates clockwise at approximately five seconds per
revolution or slower.
8. The generator circuit breaker “close” signal should be given when it reaches a point approx-
imately one minute before the 12 o’clock position. This allows for a time lag for the breaker
contacts to close after receiving the close signal.
Automatic synchronization is accomplished by the following steps:
19
2. Automatic Synchronization
1. Place the synchronizing selector switch (43S) in the AUTO position.
2. Select AUTO on the /HMI Main Display.
3. Select START on the /HMI Main Display.
This procedure will start the turbine, and upon attainment of “complete sequence”, match generator
voltage to line voltage (if equipped with optional voltage matching), synchronize the generator to
the line frequency, and load the generator to the preselected value. A “breaker closed” indicator
will actuate when the generator circuit breaker has closed placing the synchronized unit on-line.
Once the generator has been connected to the power system, the turbine fuel flow may be increased
to pick up load, and the generator excitation may be adjusted to obtain the desired KVAR value.
***WARNING***
FAILURE TO SYNCHRONIZE PROPERLY MAY RESULT IN

EQUIPMENT DAMAGE AND/OR FAILURE, OR THE CREATION
OF CIRCUMSTANCES WHICH COULD RESULT IN THE AUTO-
MATIC REMOVAL OF GENERATING CAPACITY FROM THE
POWER SYSTEM.
In those cases where out-of-phase breaker closures are not so serious as to cause immediate equip-
ment failure or system disruption, cumulative damage may result to the on-coming generator. Re-
peated occurrences of out-of-phase breaker closures can eventually result in generator failure be-
cause of the stresses created at the time of closure.
Out-of-phase breaker closure of a magnitude sufficient to cause either immediate or cumulative

equipment damage mentioned above will usually result in annunciator drops to notify the operator
of the problem. The following alarms have been displayed at various occurrences of known gen-
erator breaker malclosures:
3. Alarms associated with breaker malclosures
1. High vibration trip
2. Loss of excitation
3. Various AC undervoltage drops
Out-of-phase breaker closure will result in abnormal generator noise and vibration at the time of
closure. If there is reason to suspect such breaker malclosure, the equipment should be immediately
inspected to determine the cause of the malclosure and for any damage to the generator.
Refer to the “Control and Protection” section of this volume for additional information on the syn-
chronizing system.
20
D. Normal Load Operation
1. Manual Loading
Manual loading is accomplished by clicking on the SPEED SP RAISE/SPEED SP LOWER targets

on the /HMI Main Display.
Manual loading can also be accomplished by means of the governor control switch (70R4/CS) on
the generator control panel. Holding the switch to the right will increase the load; holding it to the
left will decrease the load.
Manual loading beyond the selected temperature control point BASE or PEAK is not possible. The
manual loading rate is shown in the Control Specification-Settings Drawing.
NOTE
When manually loading with the governor control switch (70R4/CS) for load
changes greater than 25% of full load, the operator should not change more than
25% of full load in one minute.
2. Automatic Loading
On startup if no load point is selected, the unit will load to the SPINNING RESERVE load point.
The SPINNING RESERVE load point is slightly greater than no load, typically 8% of base rating.
An intermediate load point, PRE-SELECTED load, and temperature control load points BASE and
PEAK can be selected anytime after a start signal has been given. The selection will be displayed
on the /HMI. The unit will load to the selected load point. PRESELECTED LOAD is a load
point greater than SPINNING RESERVE and less than BASE, typically 50%. The auto loading
rate is shown in Control Specification-Settings Drawing.
E. Remote Operation
To transfer turbine control from the control compartment to remotely located equipment, select RE-
MOTE on the /HMI Main Display. The turbine may then be started, automatically synchronized,
and loaded by the remote equipment.
If manual synchronization is to be performed at the remote location, the synchronizing selector switch
(43S) mounted on the generator control panel must be placed in the OFF/REMOTE position.
F. Shutdown and Cooldown
1. Normal Shutdown
Normal shutdown is initiated by selecting STOP on the /HMI Main Display. The shutdown
procedure will follow automatically through generator unloading, turbine speed reduction, fuel
shutoff at part speed and initiation of the cooldown sequence as the unit comes to rest.
21
2. Emergency Shutdown
Emergency shutdown is initiated by depressing the EMERGENCY STOP pushbutton. Cooldown

operation after emergency shutdown is also automatic provided the permissives for this operation
are met.
3. Cooldown
Immediately following a shutdown, after the turbine has been in the fired mode, the rotor is turned
to provide uniform cooling. Uniform cooling of the turbine rotor prevents rotor bowing, resultant
rubbing and imbalance, and related damage that might otherwise occur when subsequent starts
are attempted without cooldown. The turbine can be started and loaded at any time during the
cooldown cycle.
The cooldown cycle may be accelerated using the starting device; in which case it will be operated
at cranking speed.
A rotor turning device is provided for cooldown rotation. A description of rotor turning operation
and servicing can be found in the Starting System tab.
The minimum time required for turbine cooldown depends mainly on the turbine ambient temper-
ature. Other factors, such as wind direction and velocity in outdoor installations and air drafts in
indoor installations, can have an affect on the time required for cooldown. The cooldown times
recommended in the following paragraphs are the result of General Electric Company operating
experience in both factory and field testing of General Electric gas turbines. The purchaser may
find that these times can be modified as experience is gained in operation of the gas turbine under
his particular site conditions.
Cooldown times should not be accelerated by opening up the turbine compartment doors or the
lagging panels since uneven cooling of the outer casings may result in excessive stress.
The unit must be on rotor turning operation immediately following a shutdown for at least 24 hours
to ensure minimum protection against rubs and unbalance on a subsequent starting attempt. The
General Electric Company, however, recommends that the rotor turning operation continue for 48
hours after shutdown to ensure uniform rotor cooling.
G. Special Operations
1. Fuel Transfer (Gas-Distillate Option)
Fuel transfer is initiated using the Fuel Mixture Display on the /HMI. When transferring from
one fuel to the other, there is a thirty second delay before the transfer begins. For the gas-to-distil-
late transfer, the delay allows for filling the liquid fuel lines. For the distillate-to-gas transfer, the
delay allows time for the speed ratio valve (and gas control valve) to modulate the inter volume
gas pressure before the transfer begins. Once started, fuel transfer takes approximately thirty sec-
onds. The transfer can be stopped at any fuel mixture proportion within limits as specified in the
Control Specification-Settings Drawing by setting the FUEL MIX SETPOINT and then selecting
MIX. Fuel transfer should be initiated prior to ignition or after the unit reaches operating speed.
22
2. Automatic Fuel Transfer On Low Gas Pressure (Gas-Distillate Option)
In the event of low fuel gas pressure the turbine will transfer to liquid fuel. The transfer will occur
with no delay for line filling. To return to gas fuel operation after an automatic transfer, manually
reselect gas fuel.
3. Testing the Emergency DC Lube Pump
The DC emergency pump may be tested using the test pushbutton on the motor starter.
4. Overspeed Trip Checks
Overspeed trip system testing should be performed on an annual basis on peaking and intermittently
used gas turbines. On continuously operated units, the test should be performed at each scheduled
shutdown and after each major overhaul. All units should be tested after an extended shutdown
period of two or more months unless otherwise specified in the Control Specifications-Adjustments
Drawing.
NOTE
The turbine should be operated for at least 30 minutes at rated speed before check-
ing the overspeed settings.
Turbine speed is controlled by the turbine speed reference signal TNR. The maximum speed called
for by TNR is limited by the high speed stop control constant. This value is nominally set at 107%
of rated speed. It will be necessary to select the overspeed test function, which will reprogram
the 107% setpoint to 113%, in order to allow the speed to increase above the electrical overspeed
trip setting. With the high speed stop constant adjusted to be higher than the electrical overspeed
trip speed, raise unit speed gradually by using the SPEED SP RAISE target on the /HMI
Main Display and observe speed at which the unit trips against the value tabulated in the Control
Specifications — Setting drawing. Once the unit trips, the speed setpoint is returned to the 107%
maximum value.
CAUTION
1. Do not exceed the maximum search speed as defined in the Control Specifica-
tions.
2. Return all constants to their normal value after coastdown of unit.
5. Steam Injection Operation (Optional)
Before operating the steam injection system for the first time following an overhaul or periods of
extended shutdown, it is important that the following checks be made:
1. Steam supply is within design parameters
2. Instrument air supply is at required pressure
3. Steam line orifice size is correct
23
4. Pre-Operation Checks
Prior to operation, check for the following conditions:
5. /HMI controls are in non-select positions (Steam Injection OFF)
6. Manual stop valve is open
7. All hand valves in line of flow are open
8. All valves to temperature or pressure gauges are open
9. Steam supply pressure and temperature are in operating range
10. Startup
The automatic control system, in conjunction with logic circuits of the microcomputer of
the SPEEDTRONIC® control system, operates the steam injection system control valving
and assures that the proper amount of steam injection is provided to the turbine combustion
system during operation.
To initiate steam injection the operator must first select the Steam Injection Overview Display
on the /HMI. Selecting the STM INJ ON target initiates the steam injection control. At
this point the automatic steam control circuits will take over, initiate the drain and stop valve
sequences and control the system. When steam conditions are correct, the steam control valve
releases steam into the combustion system at the proper steam-to-fuel flow ratio.
The startup and operating sequence of the steam injection system is described and explained
in the Steam Injection control system text of the Control and Protection Tab.
11. Trouble Shooting
The purpose of the system is to provide steam to the turbine combustion system at the desired
pressure, temperature and flow. If this does not happen, the following problems may be the
cause:
a. Steam supply exhausted
b. Insufficient supply pressure
c. Control valve closed
d. Stop valve closed
The following should be checked:
e. Adequate steam supply
f. Check steam supply system
g. Check control valve actuator and drain valve operation
24
h. Check that instrument air supply pressure is sufficient and/or check solenoid control valve
operation.
Alarm and shutdown conditions of the steam injection system are detected by a protection
program built into Control Sequence Program. Alarm and trip indications are displayed on
the /HMI. An alarm condition is initiated by high or low pressure levels and by high or
low temperatures. See Control Specifications for alarm and trip point values.
The computer program is designed to trip the steam stop valve and prevent steam flow if steam
temperature becomes too high or too low. It can trip the system on temperature or pressure to
protect against loss of superheat and carry over of condensate. Steam at too high a pressure
can cause damage to valve stem packing and system seals. A steam injection trip only shuts
down the steam injection system. It does not trip the turbine.
6. DLNx II SYSTEM OPERATION
1. General
The Dry Low Nox II control system regulates the distribution of fuel delivered to multi-noz-
zle combustors located around the gas turbine. This system stages the fuel through multiple
modes of operation to attain the low emissions mode of Premix. DLN-2 has only one burning
zone but multiple nozzles and manifolds.
2. Gas Fuel Operation
There are three basic modes for fuel distribution to the combustor:
a. Primary
Fuel to primary manifold only
b. Lean-Lean
Fuel to primary and tertiary manifolds
c. Premix
In this mode, fuel is in both the secondary and tertiary manifolds. This is the low emission
mode.
3. Valves
There are four main valves in DLN-2:
Primary Gas Control Valve (GCVP)
Secondary Gas Control Valve (GCVS)
Quaternary Gas Control Valve (GCVQ)
Premix Splitter Valve (PMSV)
25
The PMSV is used downstream of the secondary gas control valve. This valve controls the
flow between 4 secondary nozzles and 1 tertiary nozzle (The tertiary nozzle is not used during
Primary mode).
4. Startup and Load Sequence
The gas turbine will startup with fuel going to primary manifold only and will accelerate to
81% corrected speed. At this point fuel flow will be initiated into the tertiary manifold and
Lean-Lean will be established. As the unit is loaded to approximately 60% load (with no
Bleed Heat), or 40% load (with Bleed Heat) a transfer to Premix will be performed. When
transferring to Premix, the primary gas control valve will close, the secondary gas control
valve will open,and the Premix splitter valve will modulate to control the flow between the
tertiary and secondary nozzles. Once the Primary control valve is closed, the Primary Purge
System wil open to purge the primary nozzles.
The sequence of events on an unload is as follows:
a. Premix to Transfer Mode
b. Premix Transfer to Lean-Lean
c. Fired shutdown in Lean-Lean
The mode selection is performed automatically in the control system when the turbine is at
the proper operating conditions.
These conditions must be met before startup; The following valves must be in the closed
position:
Stop/Speed Ratio
Primary Control Valve (GCVP)
Secondary Control Valve (GCVS)
Quaternary Control Valve (GCVQ)
The Premix Splitter Valve (PMSV) should be at 100% split (no secondary flow).
Bleed Heat Valve closed (if applicable)
5. Inlet Guide Vane Operation (IGV)
The DLN-2 combustor emission performance is sensitive to changes in fuel to air ratio. The
DLNx combustor was designed according to the airflow regulation scheme used with IGV
Temperature Control. The IGVs should remain at a fixed minimum value from full speed no
load until the turbine incrases load while on the exhaust temperature contro curve. The IGVs
open from their minimum value as the turbine increases load while on the exhaust temperature
control curve until they reach a maximum at Base Load.
26
IGV Temperature Control is defaulted to be “on”, but the operator should always check
this during startup. The only exception to this rule is when temperature matching is selected
(see Temperature Matching below), or simple cycle IGV control is selected. Simple Cycle
IGV control can be selected between breaker closer and 8 MW, or at Full open IGVs.
6. Inlet Heating
Operation of the gas turbine with reduced minimum IGV settings can be used to extend the
Premix operating region to lower loads. Reducing the minimum IGV angle allows the com-
bustor to operate near a constant firing temperature that is high enough to support Premix
operation while maintaining a sufficient fuel to air ratio.
Inlet heating through the use of recirculated compressor discharge airflow is necessary when
operating with reduced IGV angles in order to protect the turbine compressor. Inlet heating
protects the turbine compressor from stall by relieving discharge pressure and by increasing
the inlet air stream temperature. Also, inlet heating prevents ice formation due to increased
pressure drop across the reduced IGV angle.
The inlet heating system regulates the compressor discharge bleed flow through a control
vlave and into a manifold located in the compressor inlet air stream. The control valve varies
the inlet air flow as a function of the IGV angle, compressor operating and ambient temper-
ature.
7. Temperature Matching
Temperature matching is used when the gas turbine exhaust temperature is to be controlled
to bring on a steam turbine. The operator must select temperature matching "on". Once
selected, the turbine has to be loaded/unloaded to the matching window. Once the unit is in
the matching window, the operator can enable matching. With temperature matching ‘‘ON",
the Gas Turbine Exhaust temperature can be increased using the targets on the Temperature
Matching Control Screen.
8. DLNx II Display Messages
The following display messages will appear on the control panel /HMI in order to inform
the operator of the current combustion mode of operation:
Primary Mode Premix Transfer Mode

Lean-Lean Mode Premix Steady State
Secondary Prefill Tertiary only FSNL Mode
Piloted Premix Mode
7. Water Washing System Operation (Optional)
1. General
Water washing should be scheduled during a normal shutdown, if possible. This will allow
enough time for the internal machine temperature to drop to the required levels for the wash-
ing. The time required to cool the machine can be shortened by maintaining the unit at crank
speed. During this cooling of the turbine, the wash water is to be heated to the proper level.
27
2. Mandatory Precautions
Before water washing of the compressor begins, the turbine blading temperature must be low
enough so that the water does not cause thermal shock.
CAUTION
The differential temperature between the wash water and the interstage wheelspace
temperature must not be greater than 120 F (48.9 C) to prevent thermal shock to
the hot gas parts. For wash water of 180 F (82.2 C), the maximum wheelspace
temperature must be no greater than 300 F (148.9 C) as measured by the digital
thermocouple readout system on the turbine control panel.
To reduce this difference, the wash water may be heated and the turbine kept on crank until
the wheelspace temperatures drop to an acceptable level. The wheelspace temperatures are
read in the control room on the /HMI.
CAUTION
If, during operation, there has been an increase in exhaust temperature spread
above the normal 15 F to 30 F (8.3 C to 16.6 C), the thermocouples in the ex-
haust plenum should be examined. If they are coated with ash, the ash should be
removed.Radiation shields should also be checked.
If they are not radially oriented relative to the turbine, they should be repositioned
per the appropriate drawing. If the thermocouples are coated with ash, or if the
radiation shields are not properly oriented, a correct temperature reading will not
be obtained.
If neither of the above conditions exists and there is no other explanation for the temperature
spread, consult the General Electric Installation and Service Engineering representative.
***WARNING***
THE WATER WASH OPERATION INVOLVES WATER UNDER

HIGH PRESSURE. CAUTION MUST BE EXERCISED TO ENSURE
THE PROPER POSITIONING OF ALL VALVES DURING THIS
OPERATION. SINCE THE WATER MAY ALSO BE HOT, NEC-
ESSARY PRECAUTIONS SHOULD BE TAKEN IN HANDLING
VALVES, PIPES, AND POTENTIALLY HOT SURFACES.
NOTE
Before water washing the compressor, inspect the inlet plenum and gas turbine
bellmouth for large accumulations of atmospheric contaminants which could be
washed into the compressor. These deposits can be removed by washing with a
garden hose.
3. Water Wash Procedures
28
Refer to cleaning publication included in this section for details on procedure.
8. Unit Operation After Failure to Fire on Liquid Fuel (DLN 2.0 or DLN 2.6)
The following only applies to units with DLN 2.0 or DLN 2.6 combustion systems. After every
failure to fire on oil, a STOP command should be given and the unit allowed to decelerate to 2%
speed and operate there for at least 2 minutes before being restarted on gas or liquid fuel. Currently,
this must be done manually. This operation allows excess liquid fuel to drain from liners.
IV. DESCRIPTION OF PANELS AND TERMS
A. Turbine Control Panel (TCP)
The turbine control panel contains the hardware and software required to operate the turbine. A front
elevation view of the panel can be seen in the Hardware Description.
EMERGENCY STOP (5E):

This red pushbutton is located on the front of the TCP. Operation of this pushbutton immediately
shuts off turbine fuel.
BACKUP OPERATOR INTERFACE (BOI):
This interactive display is mounted on the front of the TCP. All operator commands can be issued
from this module. In addition, alarm management can be performed and turbine parameters can
be monitored from the <BOI> (Mark V only).
B. /HMI
The /HMI is a personal computer that directly interfaces to the turbine control panel. This is the
primary operator station. All operator commands can be issued from the /HMI. Alarm management
can be performed and turbine parameters can be monitored. With the proper password, editing can also
be accomplished.
1. Main Display
Operator selector targets and master control selector targets can be actuated from the main display
by using the cursor positioning device (CPD). Operator selector targets include:
OFF:
Inhibits a start signal.
CRANK:
With crank selected, a start signal will bring the machine to purge speed.
FIRE:
With FIRE selected, a START signal will bring the machine to minimum speed and establish flame
in the combustors. Selecting FIRE while the machine is on CRANK will initiate the firing sequence
and establish flame in the combustors.
AUTO:
With AUTO selected, a START signal will bring the machine to operating speed. Changing selec-
tions from FIRE to AUTO will allow the machine to accelerate to operating speed.
REMOTE:
With REMOTE selected, control for the unit is transferred to the remote control equipment.
Master control selector targets include:
29
START:
A START selection will cause the unit to start. With AUTO selected, the unit will load to the
SPINNING RESERVE load point.
FAST START:
A FAST START selection will cause the unit to start. With AUTO selected, the unit will load to
the PRESELECTED load point. The machine will load at the manual loading rate.
STOP:
A STOP selection will cause the unit to initiate a normal shutdown.
All operator selector switches and master control selector targets are green and are located on the
right side of the display. All green targets are the AUTO/EXECUTE type, which means that the
target must be selected with the CPD and then, within three seconds, the EXECUTE target at the
bottom of the display must also be selected in order to actuate that command.
2. Load Control Display
Load selector targets can be actuated from the load control display by using the cursor positioning
device (CPD). Load selector targets include:
PRESEL:
Select the preselected load point.
BASE:
Select base temperature control load point.
*PEAK:
Select peak temperature control load point.
3. *Fuel Mixture Display
Fuel selector targets are used to select the desired fuel by using the cursor positioning device (CPD).
Fuel selector targets include:
GAS SELECT:
100% gas fuel operation.
DIST SELECT:
100% distillate fuel operation.
MIX SELECT:
Selecting MIX while on 100% single fuel will cause the machine to transfer to mixed fuel operation
at a preset mixture (not applicable on DLN units).
4. *Isochronous Setpoint Display
Governor selector targets are used to select the desired type of speed control by using the cursor
positioning device (CPD). Governor selector targets include:
DROOP SELECT:
Used to select droop speed control.
ISOCH SELECT:
Used to select isochronous speed control.
30
5. *Inlet Guide Vane Control Display
The inlet guide vane (IGV) temperature control targets are IGV TEMP CNTL ON and IGV TEMP
CNTL OFF. The IGV AUTO target selects normal operation of the IGVs. The IGV MANUAL
target allows the maximum IGV angle to be manually set by the operator (not normally used while
on-line).
6. Alarm Display
This screen displays the current un-reset alarms, the time when each alarm occurred, the alarm
drop number and a word description of the alarm. An “*” indicates that the alarm has not been
acknowledged. The “*” disappears after the alarm has been acknowledged. For more information,
see the Turbine Control System Users’ Manual.
7. Auxiliary Display
COOLDOWN ON and COOLDOWN OFF can be selected from this display.
8. Manual Reset Target
Selecting the manual reset target resets the Master Reset Lockout function. This target must be
selected so that the unit can be restarted following a trip.
C. Definition of Terms
SPINNING RESERVE:
The minimum load control point based on generator output. The spinning reserve magnitude in
MWs can be found in the control specifications (5-10% of rating is a typical value).
PRESELECTED LOAD:
A load control point based on generator output. The preselected load point is adjustable within a
range designated in the Control Specification. The preseelected load point is normally set below
the base load point (50-60% of rating is a typical value).
BASE LOAD:
This is the normal maximum loading for continuous turbine operation as determined by turbine
exhaust temperature levels.
PEAK LOAD (Optional):
This is the maximum allowable output permitted for relatively long-duration, emergency power
requirement situations consistent with acceptable turbine parts life. Peak loading duration is based
on turbine exhaust temperature levels.
D. Generator Control Panel (Typical)
SYNCHRONIZING LAMPS:
Rough indication of the speed and phase relationship between the generator and the bus.
FREQUENCY METER:
Indicates generator frequency.
INCOMING VOLTMETER:
Indicates generator voltage.
RUN VOLTMETER:
Indicates bus voltage.
31
SYNCHROSCOPE:
Indicates the phase relationship between the generator and bus voltage.
GENERATOR AMMETER:
Indicates generator phase current. The phase current to be read is selected on the three position
ammeter selector switch.
GENERATOR WATTMETER:
Indicates the generator output in megawatts.
GENERATOR VARMETER:
Indicates the generator reactive output in megavars.
EXCITER VOLTMETER:
Indicates generator field voltage (if used).
GENERATOR FIELD AMMETER:
Indicates generator field amperes (if used).
AMMETER SELECTOR SWITCH:
See Generator Ammeter (above).
SYNCHRONIZING SELECTOR SWITCH (43S/CS):
Three position switch used to select the synchronizing mode.
Manual:
Selects manual synchronizing mode. In this position the generator frequency and voltage, bus
voltage, and phase relationship will be displayed to facilitate manual synchronizing.
Off/Remote:
Used when the unit is being controlled from the remote control equipment.
Auto:
Used for local automatic synchronizing.
VOLTMETER SWITCH (VS):
Used to select the phase of the bus voltage to be displayed on the run voltmeter.
VOLTAGE/VAR CONTROL SWITCH (90R4/CS):
Controls generator voltage when the unit is off the line, and controls voltage/vars when the machine
is on the line. (Increase — Right; Decrease — Left; spring return to normal.)
GENERATOR BREAKER CONTROL SWITCH (52G/CS):
Used to open or close the generator breaker. The indicator lights above the switch indicate Open
(Green) and Closed (Red).
NOTE
Using this switch, the generator breaker should be closed only when proper syn-
chronizing techniques are used or when the system onto which the generator is
being brought is not energized.
GENERATOR DIFFERENTIAL LOCK-OUT SWITCH (86G):

Manual reset lockout switch which operates in the event of a generator fault.
GOVERNOR RAISE/LOWER CONTROL SWITCH (70R4/CS):
Used to control turbine speed when the generator is off the line (i.e. for manual synchronizing);
generator load when the generator is on the line; and frequency when the generator is running
isolated and on DROOP speed control.
TRANSFORMER DIFFERENTIAL LOCK-OUT SWITCH (86T):
Manual reset lockout switch which operates in the event of a transformer fault.
WATTHOUR METER:
Measures the watthour output of the generator.
32
E. Motor Control Center
The turbine is provided with a motor control center for the control of the electrical auxiliaries. The
motor control center includes AC and DC distribution systems.
Motor controllers are used for auxiliaries such as motors and heaters. Each motor controller normally
consists of a breaker, control power transformer, control circuit, power contactor, selector switch and
indicator lights. The selector switch is normally left in AUTO. Each motor control center is also pro-
vided with AC and DC distribution panel boards with circuit breakers.
F. Supervisory Remote Equipment
Supervisory equipment is normally functionally the same as the equipment described in the cable con-
nected master panel. However, it may differ somewhat in metering and indications. Refer to the super-
visory manufacturer’s instruction manual for details.
G. Annunciator System
Alarms are displayed on the /HMI when the ALARM Display mode is selected. Before clearing an
alarm, action should be taken to determine the cause and perform the necessary corrective action. The
following is a list of annunciator messages along with suggested operator action.
NOTE
The alarm messages can be categorized as either “trip” or “alarm”. The “trip”
messages contain the word TRIP in the message. The “alarm” messages do not
indicate TRIP. For those alarms associated with permissive to start and trip logics
latched up through the MASTER RESET function, it will be necessary to call up
the /HMI Display with the Master Reset target in order to unlatch and clear
these alarms.
33
Estimating Gas Turbine Performance
The following is a method for estimating gas turbine performance using

performance curves and site data (i.e., elevation, ambient temperature, inlet and
exhaust pressure drops, and the type of fuel). Both full load and part load
performance calculations are described and illustrated. Typical examples are
provided for package power plants.
Performance curves are based on the ISO standard (59°F, 60% relative humidity
and 14.7 psia). Theses curves do not include the water or steam injection for NOx
control due to the many different NOx levels offered. However, the effect of a
known water or steam flow can be calculated separately per the dilutent effects
curves.
This procedure should be used only for the approximation of performance at site
conditions and not for performance guarantees. Performance guarantees for this
proposal are shown in the “Performance Specifications” section. The
performance curves included are to illustrate the calculation
procedure and do not reflect current ratings. Performance curves
applicable to the equipment offered in this proposal are listed under “Turbine and
Generator Performance Curves” in the “Engineering Data” Section.
Nomenclature
D = differential; i.e. DP is pressure drop
fa = inlet DP factor for output
fb = exhaust DP factor for output
fc = compressor inlet temperature factor for output
fd = compressor inlet temperature factor for exhaust flow
fe = compressor inlet temperature factor for heat rate
ff = inlet DP factor for heat rate
fg = exhaust DP factor for heat rate
fh = humidity factor for output
fi = humidity factor for heat rate
HC = heat consumption (fuel consumption in Btu/h)
HR = heat rate (Btu/kWh)
KW = power output (kW)
P = barometric pressure (psia)
Pc = effective pressure (psia) at the inlet flange of a package power plant
Tx = exhaust gas temperature (°F)
Reference GTS–111D page 1

Wx = exhaust flow (lb/h)
EFF = thermal efficiency (%)
(LHV) = based on fuel lower heating value
Subscripts s, i, o
s denotes at site conditions
i denotes at ISO conditions
o denotes at site altitude, actual inlet and exhaust DP’s, and compressor
inlet conditions of 59°F @ 60% RH.
I. Full Load Performance
A. Method
1. Output (KWs) = (KWi) x (Ps/14.7) x fa x fb x fc x fh
2. Heat Rate (HRs) = (HRi) x fe x ff x fg x fi
Note: Altitude has no effect on heat rate
3. Heat Consumption (HCs) = (KWs) x (HRs)
4. Exhaust Temperature (Tx) Read from appropriate curve. Add
temperature increase for additional inlet and/or exhaust pressure
drops.
5 Exhaust Flow (Wxs) = (Wxi) x (Pc/14.7) x fd
Where Pc = Ps – (0.0361 x additional DP (inches of H2O) at inlet)
B. Notes
1. Round off calculations as follows:
Output – To nearest 10 kW or maximum of 4 significant figures
Heat Rate – To nearest 10 Btu/kWh
Heat Consumption – To nearest 0.1 x 106 Btu/h or maximum of 4
significant figures
Exhaust Temperature – To nearest degree F
Exhaust Flow – To four significant figures (lb/h)
2. The ratio Ps/14.7 can be read directly from the altitude correction
curve 416HA662
C. Sample Full Load Calculation
Package Power Plant – MS7001(EA) Simple Cycle Model PG7111(EA)
with an air–cooled generator.

Site Conditions:
Altitude = 600 ft
Barometric Pressure Ps = 14.39 psia (from Curve
416HA662)
Compressor Inlet Temperature = 90°F
Inlet DP = 2.5’ H2O (included in rating)
Exhaust DP = 10” H2O (5.5” H2O is included
in rating)
Fuel = Distillate Oi1
Mode = Base Load
1. Design Conditions (ISO) from Curve 499HA733

Output KWi = 82100 kW
Heat Rate HRi = 10560 Btu/kWh (LHV)
Exhaust Flow Wxi = 2358 x 103 lb/h
2. Calculation of factors.
The ratings for the package power plant include a standard inlet and exhaust
pressure drop as stated with the ratings. Therefore the pressure drops used
to calculate fa, fb, ff, fg, Pc, and exhaust temperature increase are the pressure
drops in excess of the standard pressure drops.
The resulting performance decrease effect of additional pressure drop is
subtracted from unity to obtain the output multiplication factor. The heat rate
percentage effect is added to unity to obtain the heat rate multiplier for
additional pressure drops.
Output : f a + 1.0
ǒ
f b + 1.0 * 0.42 x 4.5
4
Ǔ 1 + 0.9953
100
(curve 499HA733 with additional 4.5” H2 O)
f c + 0.890 (from Curve 499HA734)
f h + 0.9982 (from Curve 498HA697)
Heat Rate : f e + 1.025 (from Curve 499HA734)

f f + 1.0
ǒ
f g + 1.0 ) 0.42 x 4.5
4
Ǔ 1 + 1.0047
100
(curve 499HA733 with additional 4.5” H2 O)
f i + 1.0048 (from Curve 498HA697)

Exhaust Flow : P c 14.39 psia 0 14.39 psia
f d 0.930 (from Curve 499HA734)
3. Calculation of Full Load Conditions at Site:
Output KW s 82100 x 14.39 x 1.0 x 0.9953 x 0.890 x 0.9982

14.7
71063 or 71060kW
Heat Rate HR s 10560 x 1.025 x 1.0 x 1.0047 x 1.0048
10927 or 10930 BtukWh (LHV)
Heat Consumption HC s 71060 x 10930

776.7 x 10 6 Btuh (LHV)
Exhaust temperature is calculated by adding the temperature increase

due to pressure drops to the value read from Curve 499HA734:
T x 1006 1.9 (0 4.5) F

4
T x 1008.1 or 1008 F
Exhaust Flow 2358 x 10 3 x 14.39 x .930

14.7
2146.7 x 10 3 or 2147 x 10 3 Ibh
II. Part Load Performance
Part load output, heat rate and heat consumption are calculated in a similar
manner as base load using the part load heat consumption curve. Before using the
output % off the heat consumption curve, all part load performance must be
referenced to 59°F site performance kWo.
A. Method
1. At site barometric pressure with site inlet and exhaust pressure drops
and at 59°F compressor inlet temperature, calculate the following
base load performance parameters:
Output, kWo
Heat rate, HRo
Heat consumption, HCo
This data then becomes the corrected values on which to base the part
load calculations.
2. Calculate percentage of load:

% load = required load/kWo
3. From the applicable performance curve, at the percent of load
calculated from (2) above and at the compressor inlet temperature,
read the percent of design heat consumption.
HCs = HCo x % design heat consumption.
4. Heat rate at required load:
HRs = HCs ÷ kWs
5. Exhaust flow and temperature are calculated in an analogous manner
as base load using corrected design outputs as shown above, and the
Effects of Modulated Inlet Guide Vanes Curve at the appropriate
ambient. The extreme right hand point of each ambient curve on the
Modulated Inlet Guide Vane Curve represents the full open IGV
position, the knee point in each curve represents the closed IGV
position, Note that this curve is for combined cycle machines only.
Simple cycle machines, which are not normally concerned with part
load Exhaust conditions, operated on a different schedule and can not
be calculated using this curve.
B. Sample Part Load Calculation
The following sample part load calculations are for the MS7001(EA) simple
cycle package power plant used previously.
Site conditions:
Altitude = 600 ft
Barometric pressure = 14.39 psia
Compressor inlet temperature = 90°F
Relative Humidity = 60%RH
Inlet DP = 2.5” H2O (included in
rating)
Exhaust DP = 10” H2O (5.5” H2O is
included in rating)
Fuel = Distillate Oil
Load required = 75 percent base load
1. Calculation of site performance at full load and 59°F at 60%RH:

KWo = KWi x (14.39/14.7) x fa x fb
KWo = 821000 x 0.9789 x 1.0 x 0.9953 = 79990 kW
HRo = HRi x ff x fg
HRo = 10560 x 1.0 x 1.0047 = 10610 Btu/kWh (LHV)
HCo = KWo x HRo

HCo = 79990 x 10610 = 848.7 x 106 Btu/h (LHV)
2. Calculation of site performance for 90°F @ 60%RH:
Site output (base load) = KWo x fc x fh
= 79990 x 0.891 x 0.9983 = 71150 kW
At 75% base load, required load = 71150 x 0.75 = 53360 kW
% load = 53360/79990 = 66.7%
3. From Curve 499HA733 at 66.7% design load and 90°F, % design heat
consumption = 71%
Part load, site heat consumption, HCs = HCo x % design heat rate
HCs = 848.7 x .71 = 602.6 x 106 Btu/h (LHV)
4. Site heat rate HRs = HCs ÷ kWs

HRs = 602.6 x 106 ÷ 53360 = 11290 x Btu/kWh (LHV)
5. Entering the Modulated Inlet Guide Vane Effects Curve (516HA129)
at the 66.7% output calculated in Step 2 and, for the 90°F ambient
curve;
Exh Temp. = 990°F
Wexh % design = 75.5%
Wexh = Wi x % design
Wexh = 2358 x .755 = 1780 x 103 lb/h
Performance With Water or Steam Injection
The amount of steam or water injection required to meet a given NOx emission
level is not available from a curve because of the many variables impacting this
value. In fact, the exact flow is typically not finalized until the field Emissions
Compliance Testing. However, given a specific flow value, the resulting effect on
output and Heat Rate can be determined using the Injection Effects Curves.
For example, taking the “dry” Output and Heat Rate Performance calculated
from Example I and, assuming GE has reported (for the specific conditons given)
an estimated steam flow to meet 65 ppmvd @ 15% O2 NOx of 42590 lb/h (11.83
pps); The resulting output and Heat Rate would be:

KW = 71060 x (1 + 0.059) (from curve 499HA899A)
= 75250 KW
HR = 10930 x (1 – .0275) (from curve 499HA900A)

= 10630 Btu/Kw–h (LHV)

SI and Metric Units Conversion
The following is a list of conversion factors most

commonly used for gas turbine performance calculations.
Conversion Factors
To Convert To Multiply By
atm kg/cm2 1.0333
atm lb/in2 14.7
bars atm 0.9869
bars lb/in2 14.5
Btu/h kcal/h 0.2520
Btu/h kJ/h 1.0548
Btu/hph kJ/kWh 1.4148
Btu/lb kJ/kg 2.326
°F °R °F + 459.7
°C °F (°C x 9/5) + 32
°C °K °C + 273.2
ft3/min l/s 0.4720
ft3/min m3/min 0.02832
gal/mln l/s 0.06308
in. of mercury kg/cm2 0.03453
in. of water
(at 4°C) kg/cm2 0.00254
in. of water
(at 4°C) lb/in2 0.03613
J Btu 9.478 x 10–4
kg lb 2.205
kg/cm2 lb/in2 14.22
kg/m3 lb/ft3 0.06243
kW hp 1.341
lb/in2 Pa 6894.8
l/min ft3/s 5.886 x 10–4
l/min gal/s 0.004403
scf Nm3 0.0268
W Btu/h 3.4129

GENERAL ELECTRIC MODEL PG7111(EA) GAS TURBINE
ESTIMATED PERFORMANCE – CONFIGURATION: NATURAL GAS & DISTILLATE
Compressor Inlet Conditions 59 F (15.0 C), 60% Rel. Humidity
Atmospheric Pressure 14.7 psia (1.013 bar)
FUEL NATURAL GAS DISTILLATE

DESIGN OUTPUT kW 83500 82100
DESIGN HEAT RATE (LHV) Btu (kJ)/kWh 10480 (11060) 10560 (11140)
DESIGN HEAT CONS (LHV) X10–6 Btu (kJ)/h 875.1 (923.5) 867.0 (914.6)
DESIGN EXHAUST FLOW X10–3 lb/h (kg)/h 2351 (1066) 2358 (1070)
MODE: BASE LOAD PPB 061088
NOTES:
1. Altitude correction on curve 416HA662 REV A
2. Ambient temperature correction on curve 499HA734 REV A
3. Effect of modulated IGV’s on exhaust flow and temp. on curve 516HA129
4. Air cooled generator 7A6
5. Humidity correction on curve 498HA697 REV B – all performance
calculated with specific humidity of .0064 or less so as not to
exceed 100% relative humidity.
6. Plant performance is measured at the generator terminals and includes
allowances for excitation power, shaft driven auxiliaries, and
2.5 in. H2O (6.2 mbar) inlet and 5.5 in. H2O (13.7 mbar) exhaust
pressure drops.
7. Additional pressure drop effects:
%Effect on Effect on
Output Heat Rate Exhaust Temp.
4 in. H2O (10.0 mbar) inlet –1.42 0.45 1.9 F (1.1 C)
4 in. H2O (10.0 mbar) exhaust –0.42 0.42 1.9 F (1.1 C)
130
0F
HEAT CONSUMPTION – PERCENT DESIGN
120
59 F
110
100
120 F
90
80
70
60
50
40
30
20
10
0 10 20 30 40 50 60 70 80 90 100 110 120 130
GENERATOR OUTPUT – PERCENT DESIGN
DATE: 10/17/89 499HA733

DA JAQUEWAY REV A

Effect of Compressor Inlet Temperature on
Output, Heat Rate, Heat Consumption, Exhaust Flow
And Exhaust Temperature at 100% Speed
FUEL: NATURAL GAS & DISTILLATE OIL

DESIGN VALUES ON CURVE 499HA733 REV A
DESIGN MODE: BASE LOAD
EXHAUST TEMPERATURE (DEG. F)
1040
1030
1020
1010
1000
990
980
970
960
950
940
130
125
120
115
PERCENT DESIGN
110
105 HEAT RATE
100
95
90
EXHAUST
FLOW
85
HEAT CONS.
80
OUTPUT
75
70
0 10 20 30 40 50 60 70 80 90 100 110 120
COMPRESSOR INLET TEMPERATURE (DEG. F)
DATE 10/17/89 499HA734
DA JAQUEWAY REV A

Effect of Modulated Inlet Guide Vanes on Exhaust Flow and Temperature

As a Function of Output and Compressor Inlet Temperature.
FUEL: NATURAL GAS & DISTILLATE OIL

DESIGN VALUES ON CURVE 499HA733 REV A
DESIGN MODE: BASE LOAD
1100
EXHAUST TEMPERATURE (DEG. F)
1050
1000
950
900
0F
850
30 F
800
59 F
750
90 F
700
120 F
650
600
550
500
EXHAUST FLOW – PERCENT DESIGN
115
110
105
100
95
90
0F
85
30 F
80
59 F
75
90 F
70
120 F
65
0 10 20 30 40 50 60 70 80 90 100 110 120 130
GENERATOR OUTPUT – PERCENT
DATE 10/17/89 516HA129
DA JAQUEWAY

GENERAL ELECTRIC GAS TURBINE
ALTITUDE CORRECTION FACTOR
ALTITUDE VS ATMOSPHERIC PRESSURE
AND
ALTITUDE VS CORRECTION FACTOR
FOR GAS TURBINE OUTPUT AND FUEL CONSUMPTION
NOTES:
1. Heat Rate and Thermal Efficiency are not affected by altitude.
2. Correction Factor = P(atm)/14.7
15.5 1
15 0.95
CORRECTION FACTOR
14.5 0.9
14 0.85
13.5 0.8
13 0.75
12.5 0.7
ATMOSPHERIC PRESSURE
12 0.65
11.5 0.6
11 0.55
10.5 0.5
0 1 2 3 4 5 6 7 8 9
ALTITUDE – THOUSAND FEET
4/24/90 416HA662
F.J. BROOKS REV A

GENERAL ELECTRIC MS6001, MS7001 AND MS9001 GAS TURBINES
CORRECTIONS TO OUTPUT AND HEAT RATE
FOR NON–ISO SPECIFIC HUMIDITY CONDITIONS
For operation at base load on exhaust
temperature control curve
1.01
1.009
ISO SPECIFIC HUMIDITY
0.0064 lb. water vapor/lb. dry air
1.008
1.007
1.006
HEAT RATE
1.005
1.004
CORRECTION FACTOR
1.003
1.002
1.001
0.999
POWER OUTPUT
0.998
0.997
0.996
0.995
0.994
0.000 0.005 0.010 0.015 0.020 0.025 0.030 0.03
SPECIFIC HUMIDITY (lb. water vapor/lb. dry air) 5
10/10/89 498HA697
DA JAQUEWAY REV B

GE MODEL PG7001(EA) GAS TURBINE
EFFECT OF STEAM INJECTION ON OUTPUT
BASE LOAD – NATURAL GAS / DISTILLATE
12
11
100F
10
9
PERCENT INCREASE IN OUTPUT
59F
8
45F
7
0F
CURVE 499HA899A
1
KH CONWAY 4/14/89
0
0 2 4 6 8 10 12 14 16 18 20
STEAM INJECTION – LB/S

GE MODEL PG7001(EA) GAS TURBINE
EFFECT OF STEAM INJECTION ON HEAT RATE
BASE LOAD – NATURAL GAS / DISTILLATE
6.0
5.5
5.0
100F
4.5
PERCENT DECREASE IN HEAT RATE
4.0
59F
3.5 45F
3.0 0F
2.5
2.0
1.5
1.0
CURVE 499HA900A
0.5
KH CONWAY 4/14/89
0.
0 2 4 6 8 10 12 14 16 18 20
STEAM INJECTION – LB/S

PG9351(FA)
Effects of Inlet Loss on Output and Heat Rate
With Compensating Control Curve
1.015
1.010
1.005
Percent design
1.000 Output
Heat Rate
0.995
0.990
0.985
0.980
0
25
50
75
100
125
150
175
200
Loss - mm of water 544HA984 Rev.-0
Frank J. Brooks
4/28/2003
PG9351(FA)
Effects of Exhaust Loss on Output and Heat Rate
With Compensating Control Curve
1.020
1.015
1.010
Percent design
1.005
Output
1.000 Heat Rate
0.995
0.990
0.985
0.980
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375
400
425
450
475
500
525
Loss - mm of water 544HA983 Rev.-0
Frank J. Brooks
4/28/2003
General Electric Co.
g
PG9351(FA) Standard Curve Natural Gas
Design Data
Fuel Methane
Ambient Temperature deg C 15
Ambient Rel. Humidity % 60%
Output kW 256900
Heat Rate kJ/kWh 9745
Heat Consumption kJ/h X 10^ -6 2503.5
Exhaust Flow kg/h X 10^ 3 2387.3
Exhaust Temperature deg C 602.2
Site Data
Fuel LHV kJ/kg 50044
Inlet Loss mm H2O 76.2
Exhaust Loss mm H2O 139.7 at design conditions
Site Pressure bar 1.0135
Site Elevation meter 0.0
Altitude Effects Curve 416HA662 Rev - B

Humidity Effects Curve 498HA697 Rev - B
Inlet Effects Curve 544HA984 Rev - 0
Exhaust Effects Curve 544HA983 Rev - 0
Notes:
1. Turbine performance is measured at the Generator terminals and includes allowances for the effects of
inlet bleed heating, excitation power, and a DLN combustion system.
2. Base performance is run at constant design relative humidity.
3. These performance curves are not for test correction purposes. Test correction curves will be issued with the
detailed test procedure, or detailed test procedure review.
Ambient Effects Curves

Ambient Effects on Output 553H1044 - 2 Rev - 0
Ambient Effects on Heat Rate 553H1044 - 3 Rev - 0
Ambient Effects on Exhaust Flow 553H1044 - 4 Rev - 0
Ambient Effects on Exhaust Temperature 553H1044 - 5 Rev - 0
Ambient Effects on Heat Consumption 553H1044 - 6 Rev - 0
Load Effects Curves

Load Effects on Exhaust Temperature 553H1044 - 9 Rev - 0
Load Effects on Exhaust Flow 553H1044 - 10 Rev - 0
Load Effects on Heat Consumption 553H1044 - 11 Rev - 0
Load Effects on Heat Rate 553H1044 - 12 Rev - 0
Frank J. Brooks 12/2/2004 553H1042 - 1 Rev - 0

GE Proprietary and Confidential
g
Output vs Ambient Temperature
115
PG9351(FA) Standard Curve
110
Natural Gas
105
Output - Percent Design
100
Base Output
20%RH
95 40%RH
60%RH
90
80% RH
85
80
75
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
553H1044 - 2 Rev - 0
Frank J. Brooks 12/2/2004 Ambient Temperature - Deg C
g
Heat Rate vs Ambient Temperature
109
108
Natural Gas
107
106
Heat Rate - Percent Design
105
Base Heat Rate
20%RH
104
40%RH
60%RH
103
80% RH
102
101
100
99
98
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
Frank J. Brooks 12/2/2004 Ambient Temperature - Deg C 553H1044 - 3 Rev - 0
g
Exhaust Flow vs Ambient Temperature
115
110
Natural Gas
Exhaust Flow - Percent Design
105
100
95
Base Exhaust Flow

90
20%RH
40%RH
60%RH
85
80% RH
80
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
g
Exhaust Temperature vs Ambient Temperature
106
105
104
Natural Gas
Exhaust Temperature- Percent Design
103
102
101
100
99
Base Exhaust Temp
98 20%RH
40%RH
97 60%RH
80% RH
96
95
94
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
g
Heat Consumption vs Ambient Temperature
110
Natural Gas
105
Heat Consumption - Percent Design
100
95
90
Base Heat Consumption

20%RH
40%RH
85
60%RH
80% RH
80
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
Ambient Temperature - Deg C
g
Exhaust Temperature Vs Load
at varying Compressor Inlet Temperatures
115
110
105
100
95
90
-15 deg C
85 0 deg C
15 deg C
80 30 deg C
45 deg C
75

70
65
0 10 20 30 40 50 60 70 80 90 100 110 120
Frank J. Brooks 12/2/2004 Percent Load 553H1044 - 9 Rev - 0

g
Exhaust Flow Vs Load
120
110
100
90
80
70
60 -15 deg C
0 deg C
15 deg C
50 30 deg C
45 deg C
40
0 10 20 30 40 50 60 70 80 90 100 110 120
g
Heat Rate vs Load
310 PG9351(FA) Standard Curve Natural Gas
290
270
250
230
-15 deg C
0 deg C
210
15 deg C
30 deg C
190 45 deg C
170
150
130
110
90
10 20 30 40 50 60 70 80 90 100 110 120
Percent Load
g
Heat Consumption vs Load
120
110
100
90
80
70
60
50 -15 deg C
0 deg C
15 deg C
40 30 deg C
45 deg C
30
20
0 10 20 30 40 50 60 70 80 90 100 110 120
Percent Load
g
PG9351(FA) Standard Curve Distillate
Design Data
Fuel Distillate
Ambient Temperature deg C 15
Ambient Rel. Humidity % 60%
Output kW 271700
Heat Rate kJ/kWh 10430
Heat Consumption kJ/h X 10^ -6 2833.8
Exhaust Flow kg/h X 10^ 3 2491.6
Exhaust Temperature deg C 588.9
Diluent Flow 87820
Site Data
Fuel LHV kJ/kg 42566
Inlet Loss mm H2O 76.2
Exhaust Loss mm H2O 149.9 at design conditions
Site Pressure bar 1.0135
Site Elevation meter 0.0
Altitude Effects Curve 416HA662 Rev - B

Humidity Effects Curve 498HA697 Rev - B
Inlet Effects Curve 544HA984 Rev - 0
Exhaust Effects Curve 544HA983 Rev - 0
Notes:
1. Turbine performance is measured at the Generator terminals and includes allowances for the effects of
inlet bleed heating, excitation power, and a DLN combustion system.
2. Base performance is run at constant design relative humidity.
3. These performance curves are not for test correction purposes. Test correction curves will be issued with the
detailed test procedure, or detailed test procedure review.
4. Diluent Water Injection to limit NOx to 42ppmvd @15% O2
Ambient Effects Curves
Ambient Effects on Output 553H1054 - 2 Rev - 0
Ambient Effects on Heat Rate 553H1054 - 3 Rev - 0
Ambient Effects on Exhaust Flow 553H1054 - 4 Rev - 0
Ambient Effects on Exhaust Temperature 553H1054 - 5 Rev - 0
Ambient Effects on Heat Consumption 553H1054 - 6 Rev - 0
Ambient Effects on Diluent Flow 553H1054 - 7 Rev - 0
Load Effects Curves

Load Effects on Exhaust Temperature 553H1054 - 9 Rev - 0
Load Effects on Exhaust Flow 553H1054 - 10 Rev - 0
Load Effects on Heat Consumption 553H1054 - 11 Rev - 0
Load Effects on Heat Rate 553H1054 - 12 Rev - 0

g
Output vs Ambient Temperature
110
105 Distillate
100
Output - Percent Design
Base Output
95
20%RH
40%RH
90
60%RH
80% RH
85
80
75
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
553H1054 - 2 Rev - 0
Frank J. Brooks 12/2/2004 Ambient Temperature - Deg C
g
Heat Rate vs Ambient Temperature
105
Distillate
104
103
Base Heat Rate
20%RH
40%RH
102
60%RH
80% RH
101
100
99
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
g
Exhaust Flow vs Ambient Temperature
110
Distillate
105
100
95
90
Base Exhaust Flow
20%RH
40%RH
85 60%RH
80% RH
80
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45

g
Exhaust Temperature vs Ambient Temperature
108
107
106 Distillate
105
104
103
102
101
100 Base Exhaust Temp

20%RH
99
40%RH
60%RH
98
80% RH
97
96
95
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
g
Heat Consumption vs Ambient Temperature
110
105 Distillate
100
95
90
85
Base Heat Consumption
20%RH
40%RH
80 60%RH
80% RH
75
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
Ambient Temperature - Deg C
g
Diluent Flow vs Ambient Temperature
105
100
95
90
Diluent Flow - Percent Design
85
80 20%RH
40%RH
75 60%RH
80% RH
70 Base Data
65
60 PG9351(FA) Standard Curve
55 Distillate
50
45
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
g
Exhaust Temperature Vs Load
115
110
105
100
95
90
-15 deg C
85 0 deg C
15 deg C
80 30 deg C
45 deg C
75

70
65
0 10 20 30 40 50 60 70 80 90 100 110 120

g
Exhaust Flow Vs Load
120
110
100
90
80
70
60 -15 deg C
0 deg C
15 deg C
50 30 deg C
45 deg C
40
0 10 20 30 40 50 60 70 80 90 100 110 120
g
Heat Rate vs Load
310 PG9351(FA) Standard Curve Distillate
290
270
250
230
-15 deg C
0 deg C
210
15 deg C
30 deg C
190 45 deg C
170
150
130
110
90
10 20 30 40 50 60 70 80 90 100 110 120
Percent Load
g
Heat Consumption vs Load
120
110
100
90
80
70
60
50 -15 deg C
0 deg C
15 deg C
40 30 deg C
45 deg C
30
20
0 10 20 30 40 50 60 70 80 90 100 110 120
Percent Load
GENERAL ELECTRIC GAS TURBINE
ALTITUDE CORRECTION CURVE
ALTITUDE VS ATMOSPHERIC PRESSURE
AND
ALTITUDE VS CORRECTION FACTOR
FOR GASTURBINE OUTPUT, FUEL CONSUMPTION, AND EXHAUST FLOW
NOTES:
1. Exhaust Temperature, Heat Rate, and Thermal Efficiency are not affected by altitude.
2. Correction Factor = P(atm)/14.7
15.5 1.00
15.0 0.95
Correction Factor
14.5 0.90
Atmospheric Pressure (PSIA)
14.0 0.85
Correction Factor
13.5 0.80
13.0 0.75
12.5 0.70
12.0 0.65
Atmospheric Pressure
11.5 0.60
11.0 0.55
10.5 0.50
0 1000 2000 3000 4000 5000 6000 7000 8000 9000
Altitude (Feet)
Gajipara H. N. 416HA662
6/30/99 Rev-B
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Tab 21
GEK 46078C
Revised, October 1992
GE Power Systems
Generator
Description
Hydrogen–Cooled Turbine–Generators
Electrical and Mechanical Features
Axial Fan – Conductive/Direct Cooled
GEK 46078C Description of Hydrogen–Cooled Turbine–Generators
TABLE OF CONTENTS
I. GENERAL DESCRIPTION OF GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. STATOR FRAME AND SPRING MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
III. STATOR CORE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
IV. STATOR WINDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
V. RESISTANCE TEMPERATURE DETECTORS AND TERMINAL BOARDS . . . . . . . . . . . . . . . . . . . . . . 8
VI. GENERATOR TERMINALS AND TERMINAL PLATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
VII. HIGH–VOLTAGE BUSHINGS AND CURRENT TRANSFORMERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
VIII. GAS COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
IX. STATOR VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
X. GENERATOR ROTOR (Mechanical and Ventilation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
XI. FIELD WINDING AND RETAINING RINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
XII. COLLECTOR AND COLLECTOR CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
XIII. BRUSHES AND BRUSH HOLDER RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
XIV. END SHIELDS AND BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
LIST OF ILLUSTRATIONS
Figure 1. Typical Hydrogen–Cooled Turbine–Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2. Typical Stator Frame for Hydrogen–Cooled Turbine–Generator
with Spring–Bar Core Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 3. Spring Bar Mounting of Stator Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 4. Typical Stator Punching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 5. Stator End Winding Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 6. Typical Stator Core End Windings for a Two–Pole, Spring–Bar
Mounted Hydrogen–Cooled Turbine–Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 7. Typical Stator Winding End Turns and Connections for a Two–Pole,
Spring–Bar Mounted Hydrogen–Cooled Turbine–Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 8. Armature Conductors Assembled in a “Roebel” Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 9. Ventilating System for a Hydrogen–Cooled Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 10. Typical Machined Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 11. Typical Assembled Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2
Description of Hydrogen–Cooled Turbine–Generators GEK 46078C
I. GENERAL DESCRIPTION OF GENERATORS
The hydrogen–cooled turbine–generator is completely enclosed for operation with hydrogen gas as
the cooling medium. The ventilation system is completely self–contained, including gas coolers and
fans, thus preventing the entrance of dirt and moisture. The separately excited rotating field, driven
by the steam turbine, rotates inside the stationary armature and is supported by bearings located
in the end shields mounted on the generator frame. See Figure 1.
The machine is designed to operate continuously, delivering power from the armature terminals,
with provisions being made for maintaining the hydrogen pressure and purity and for supplying
cooling water and lubricating oil. Temperature detectors and other devices are installed in, or con-
nected with the machine to permit the measurement of the winding and hydrogen temperatures,
and the hydrogen pressure and purity. The generator is constructed to withstand all normal condi-
tions of operation including three–phase short circuits and suddenly applied loads without harm.
Also, as explained later, the stator casing is made strong enough to limit the destructive effects of
an explosion of the hydrogen contents to the generator casing and enclosed parts.
II. STATOR FRAME AND SPRING MOUNTING
The construction of the stator frame and spring mounting is shown in Figures 2 and 3. The stator
frame consists of a gastight cylindrical casing of welded plate construction, reinforced internally
in the radial direction by stationary web plates, and in the axial direction by spring bars and braces.
A series of floating web plates are welded to key bars which support the stator core. The key bars
are fastened at their ends to the spring bars (see Figure 3) through floating web plates. The spring
bars are supported by the fixed web plates. This spring mounting of the core isolates both radial
Figure 1. Typical Hydrogen–Cooled Turbine–Generator
3
Figure 2. Typical Stator Frame for Hydrogen–Cooled Turbine–Generator with Spring–Bar Core Suspension
SPRING BARS FIXED WEB PLATES

KEY BARS
FLOATING WEB PLATES
CORE
Figure 3. Spring–Bar Mounting of Stator Core
4
Figure 4. Typical Stator Punching
PACKET OF
TEXTOLITE PUNCHINGS
WEDGES COIL END
GLASS TYING
MATERIAL
VENTILATING
DUCT
BINDING BAND
SUPPORT
PHASE
KEY BAR FIBERGLASS CONNECTIONS
BINDING BAND
OUTSIDE SPACE
BLOCK (FINGER) FLANGE
Figure 5. Stator End Winding Structure
5
and tangential magnetic vibration of the stator core from the outer frame and results in low frame
vibration and quiet operation. The motion of the core is limited to safe magnitudes by means of stop
collars on several of the spring bars. The stator core punchings are held under pressure axially by
flanges bolted on the ends of the key bars.
The stator frame is supported on the foundation by feet attached to the sides of the frame. Heavy
end shields which contain the generator bearings are bolted to the ends of the frame. The frame also
serves as the support and enclosure for the gas coolers. All end shields, coolers, hand–holes, etc.,
are carefully sealed to prevent leakage of hydrogen from the generator.
III. STATOR CORE
The stator core is made up of segmental, annealed, insulated punchings (see Figure 4) of preferred
grain–oriented, high–quality silicon steel to give minimum electrical loss. These punchings are as-
sembled in an interleaved manner on keys machined integral with the key bars (ribs) and are sepa-
rated into packets by space blocks to provide ventilation ducts. The punchings are stamped from
thin steel sheets and contain open–end slots for the armature bars with dovetail slots for wedges
to hold the armature bars in place. Other dovetail slots at the back of the punching are for assembly
and locking of the segments on the key bars. The assembled punchings are clamped into a stiff cylin-
drical core by pressure applied through ductile cast–iron end flanges by means of the stator key
bars. Pressure is applied to the teeth by non–magnetic steel fingers located under the end flanges.
See Figure 5. In order to reduce end heating from end leakage flux and its associated electrical
losses, occurring at the ends of the stator core, the end packets of punchings are stepped back to
increase the gap between the punchings and the rotor. The punching insulation is a thermo–setting
varnish containing “Santocel” which maintains its insulating value at temperatures above the nor-
mal operating range.
Figure 6. Typical Stator Core End Windings for a Two–Pole, Spring–

Bar Mounted Hydrogen–Cooled Turbine–Generator
6
Figure 7. Typical Stator Winding End Turns and Connections for a Two–
Pole, Spring–Bar Mounted Hydrogen–Cooled Turbine–Generator
FILLER BETWEEN INSULATED TOUGH PITCH

CROSSOVERS COPPER WIRE TRANSPOSED
CONDUCTORS
LAYERS OF
VERTICAL MICA TAPE
SEPARATOR
RESISTANCE TEMPERATURE
DETECTOR OR FILLER
TAPE
ARMOR
TRANSPOSITION OF INSULATED
CONDUCTORS IN ARMATURE BAR
CHAFING USING ROEBEL METHOD
STRIP
WEDGE
(TEXTOLITE)
STATOR SLOT ASSEMBLY
Figure 8. Armature Conductors Assembled in a “Roebel” Bar
7
IV. STATOR WINDING
The stator winding, Figures 6 and 7, is composed of insulated bars assembled in the stator slots,
joined at the ends to form coils, and connected in the proper phase belts by bus rings. Each phase
is split into groups of coils 180° apart. The stator bars are composed of insulated copper conductors
(strands) transposed by the “Roebel” method so that each strand occupies for an equal length along
the bar every radial position in the bar. This arrangement avoids circulating current loss which
would otherwise be present under load conditions due to the self–inductive distribution of magnetic
flux in the coil slot. See Figure 8 for details of the transposed bar.
Micapal insulation system is applied to form the main “ground wall” of insulation over the stator
bar, which is composed of several individually insulated transposed strands. This insulation system
consists of several layers of mica tape bonded with a thermosetting binder. The result is a high den-
sity, high dielectric strength system which has high tensile strength throughout the operating range
of temperature. The bars, with a composite buildup of layers of tape applied, are placed in a tank
and subjected to vacuum, pressure, and heating cycles, to remove the volatiles, compact the system
to eliminate voids and cure the binder.
Armor tape is applied to the core portion to protect the bar from abrasion in the slot. To minimize
the effect of corona, slightly conductive paint (containing graphite) is then applied to the bar in the
slot portion and extending several inches beyond the core.
Stator coil ends are covered with an outer layer of tape to bind and protect the mica insulation, after
which they are sprayed with epoxy paint. These end turns are securely restrained by the binding
bands, which are molded fiberglass rings supported from the stator core flanges. Conformable ma-
terial is used to distribute the pressure at the surface of the end turns. The fiberglass ties, space
blocks, and conformable material are bonded with thermosetting resin. The armature bars are held
in the coil slots by Textolite wedges driven into the dovetail slots. See Figure 5.
V. RESISTANCE TEMPERATURE DETECTORS AND TERMINAL BOARDS
Six or more temperature detectors of the resistance type are located between coils in each phase
of the armature windings to measure the temperature of the windings at the points of highest nor-
mal temperature.
Eight gas temperature detectors are provided to measure the inlet and outlet gas temperatures of
each of the four coolers. The leads from the detectors are brought out through a gastight gland in
the generator frame and connected to terminal boards for connection to temperature meters or re-
lays. The locations of the resistance temperature detectors, the arrangement of connections at the
temperature terminal board, and details of connections of a temperature detector to the customer‘s
leads for a temperature meter are shown on the Connection Outline drawing. A description of the
detector terminal boards is given in the instructions on “Terminal Board, Resistance Temperature
Detectors.” A description of the detectors and circuit is given in the instructions for “Resistance
Temperature Detectors.”
VI. GENERATOR TERMINALS AND TERMINAL PLATES
The main armature leads are brought out at the bottom of the generator casing through the genera-
tor terminal plates, Figure 7, at which point connections are made. On most generators, connec-
tions are provided at the collector end (opposite the turbine coupling). To minimize induced current
losses and heating caused by load current in the leads, the terminal plates are made of nonmagnetic
material. Drains are provided in the terminal plates to prevent accumulation of oil or water around
the connections. Gaskets are provided between the terminal plates and the stator frame to prevent
hydrogen leakage.
8
VII. HIGH–VOLTAGE BUSHINGS AND CURRENT TRANSFORMERS
The armature leads are brought through the terminal plates by means of gastight, high–voltage
bushings. See Figure 1. These bushings consist of one–piece porcelain insulators containing a cop-
per or aluminum conductor. The terminals at each end of the bushing are silver–plated for copper
conductor and tin–plated for aluminum conductor.
Bushing–type current transformers, if used, are mounted on the high–voltage bushing. A descrip-
tion of these transformers and instructions for their assembly is given in the “Bushing Current
Transformer” instructions (this reference is furnished only if the generator to which these instruc-
tions apply is provided with bushing–type current transformers).
VIII. GAS COOLERS
Generator gas coolers are mounted vertically in the cooler towers at the four corners of the frame
on cooler supports. The section “Vertical Coolers” gives a description of the coolers. Water pipe con-
nections are made externally at the bottom of each cooler. Hydrogen seals are made by gaskets com-
pressed between the generator frame and the cooler tube sheets, at the top and bottom of the cool-
ers. A complete description of these seals and the method of assembly is given in the section on
Maintenance.
WARNING
Servicing or repairing the cooler while the generator is operating with hydrogen
in the casing is extremely hazardous and should not be attempted.
IX. STATOR VENTILATION
The rotor fans provide for the ventilation of the generator. They are the axial flow type with individual
blades fastened to fan hubs near the ends of the rotor. The entrance and exit conditions of the gas
to and from the fans is controlled by an inlet nozzle.
COOLER COOLER
COLD
COLD GAS
GAS
GAS GAP
FAN FAN
ROTOR
Figure 9. Ventilating System for Hydrogen–Cooled Generator
9
The stator ventilating circuit is shown in Figure 9. Hydrogen is forced by the fans into the gas gap,
and also around behind the stator core. The stator is divided axially into sections by the web plates
and outer wedges so that in some sections cold gas is forced from the outside of the core toward
the gas gap through the radial gas ducts, and in other sections it passes from the gas gap toward
the outside of the core through the radial gas ducts. Cooling gas is conducted through tubes or
ducts to the proper section, and hot gas is directed to the coolers. After the heat is removed, cold
gas is returned to the rotor fans and recirculated.
The arrangement of alternate inward and outward gas flow in the stator core results in a substan-
tially uniform cooling of the core and windings, thus avoiding excessive local heating and reducing
stresses caused by temperature differentials.
X. GENERATOR ROTOR (Mechanical and Ventilation)
The construction of the generator rotor is illustrated in Figures 10 and 11. The rotor is machined
from a single alloy steel forging which has passed extensive tests to assure that the forging meets
the required physical and metallurgical properties.
Longitudinal slots, machined radially in the body, contain the field coils. Additional slots, machined
in the teeth, provide ventilation for the rotor body. Field coils are held in the slots against centrifugal
force by steel wedges, both magnetic and non–magnetic types being used to secure proper flux dis-
tribution. These wedges are individually fitted and driven into dovetail openings machined in the
rotor slots.
Rotor fans, provided for the ventilation of the generator, are assembled near the ends of the rotor.
The rotor is cooled externally by the gas flowing along the gap over the rotor surface, and internally
by gas which passes under the rotor end windings, into the rotor subslots, and radially outward
to the gap through holes in the field coils and slot wedges.
Figure 10. Typical Machined Rotor
Figure 11. Typical Assembled Rotor
10
XI. FIELD WINDING AND RETAINING RINGS
The field winding consists of rectangular copper bars fabricated into coils or edgewise bent and
formed into coils. Several turns in one pair of slots around one pole form a coil. Several coils are
assembled around each pole to form the winding. The individual turns are insulated from each oth-
er. Coils are insulated from the slot wall in the body portion by molded slot liners. To provide maxi-
mum ventilation and cooling, the end portions of the field coils are left bare except for turn insula-
tion on alternate turns. Molded ring insulation is provided between the coils and the retaining rings,
and epoxy glass blocking is provided in the end windings to separate and support the coils and re-
strict their movements under stress from temperature and rotational forces.
The end turns are held in place against centrifugal force by heavy retaining rings machined from
high strength, heat–treated alloy steel forgings which are shrunk and locked onto the rotor body.
XII. COLLECTOR AND COLLECTOR CONNECTIONS
Current is supplied to the field windings through the collector rings or brushless exciter which are
electrically connected with the field winding through insulated copper bars assembled in the bored–
out center of the rotor forging. At one end of the connection bars terminal studs, assembled in radial
holes in the rotor shaft, connect the winding to the bars. At the end of the shaft this connection
is accomplished using collector studs or fabricated insulated flexible leaf assemblies. The collector
end connections use an elastomeric seal system to contain H2 pressure.
A more complete description of the collector and instructions for its maintenance are given in the
instructions, “Brush Rigging and Collector Rings.”
XIII. BRUSHES AND BRUSH HOLDER RIGGING
A description of these devices through which current is supplied to the collector, together with their
operation and maintenance, is given in the instructions, “Brush Rigging and Collector Rings.”
XIV. END SHIELDS AND BEARINGS
The generator rotor bearings, the hydrogen shaft seals, and oil passages for supplying oil to these
parts are contained in the outer end shields. The end shields are split on the horizontal centerline
to facilitate their removal. Joints between the shield halves and between the shields and the stator
frame are fitted and provided with grooves for the insertion of sealing compound to seal the gas in
the machine.
The rotor bearings are provided with ball seats. A detailed description of the bearings is shown in
separate instructions listed in the Table of Contents of the composite book for the set.
The escape of hydrogen from the generator along the shaft is prevented by a shaft seal attached to
each outer end shield, inboard of the bearing. This arrangement permits inspection of the generator
bearings without removing gas from the machine. The design of these seals is shown in detail in
the instruction book on the “Shaft Sealing System.”
Both the bearing and the shaft seal housing at the collector end of the machine are insulated from
the generator frame to prevent the flow of shaft currents.
Inner end shields are located between the ends of the armature windings and the outer end shields
to separate the gas discharged from the fans from the gas entering the fans. Gas seal rings are at-
tached to the inner end shields to prevent gas leakage from the fan discharge back to the fan inlet.
11
GEK 95195A
Revised, June 1996
GE Power Systems
Generator
Alarm Device Settings

7H2 and 9H2 Generators
Reformated, September 1991
The settings for the alarm devices used in the hydrogen control system for the 9H2 hydrogen cooled generator
are listed below. The first column entitled “Device symbol” is used to identify the device found on the various
system drawings. The second column “Setpoint” lists the design setting used on the electrical device. The
column entitled “Device Description” provides the identification of the devices.
Device
Symbol Setpoint Device Description
95PH-1 100% Hydrogen gas analyzer failure, unit 1
95PH-2 100% Hydrogen gas analyzer failure, unit 2
95PL-1 85% Low hydrogen purity (1st level), unit 1
95PL-2 85% Low hydrogen purity (1st level), unit 2
96PH–1 Input: 50 to 100% hydrogen in air Transmitted purity signal from gas analyzer, unit 1
Output: 4 to 20 ma
96PH–2 Input: 50 to 100% hydrogen in air Transmitted purity signal from gas analyzer, unit 2
Output: 4 to 20 ma
63SA 4.5 psi Seal oil differential pressure alarm
63ST 3.5 psi Seal oil differential pressure failure
63QT-2 8 psi Bearing oil pressure switch (low)
63GH 5 psi above operating pressure High machine gas pressure
63GL 5 psi below operating pressure Low machine gas pressure
71SD Flooding of seal drain enlargement High seal drain enlargement oil level
71WG-1 Oil level at bottom of generator casing Liquid in generator casing. Two switches in one float
assembly
72WG-2 Oil level 23/4 inches (70 gallons inside generator casing)
27GH-1 Loss of dc power Loss of dc power

26HG-1 100°F (38°C) Generator heater thermostat
26HG-2 100°F (38°C) Collector heater thermostat
45FG-1 450°F (232°C) Generator compartment fire detector
45FG-2 450°F (232°C) Collector compartment fire detector
63HH-1 600 psi Hydrogen header supply pressure switch (opens on low
pressure)
63GK-1 15 psig Generator casing pressure switch (start-up permissive)
63CT-5 600 psi Low CO2 manifold pressure (opens on low pressure –
600 psi)
GEI 74430E
January 2002
GE Power Systems
Generator
Hydrogen Seal Assembly

The hydrogen seal ring casing on the collector end of the generator is insulated from the stator frame by the
insulating ring (6) to prevent circulation of stray shaft currents. The insulating ring is secured to the outer
halves of the casing ( 8 and 13) with Minnesota Mining and Manufacturing Co. EC826 cement, which must
be evenly and uniformly applied to provide an oil-tight joint.
With the lower half of the generator bearing in place and the rotor in position, roll the lower half seal casing
into place (on certain seal casings it may be necessary to insert the bolts in the holes before rolling) and then
put the upper half in place and bolt the two halves together around the journal. Center the seal casing. As-
semble to the journal and bolt the casings to the end shields. It will be necessary to roll out the lower half
bearing, and sometimes the lower half bearing ring, to complete bolting of the lower half seal casing to the
end shield.
I. ASSEMBLING AND DISASSEMBLING SEALING RINGS IN THE CASING
A. Place the garter spring in position, with ends supported from pins.
B. Insert two adjacent ring segments, depressing the spring below the ring segments.
C. The opposite pair of ring segments may then be pressed into position between the first segments and the
housing.
D. The sealing rings may be disassembled by pressing one ring segment toward the opposite segment, over-
coming the axial spring pressure. The flange on the outer diameter of the ring will then pass the shoulder
on the housing; the ring will then be disengaged from the housing by radial pressure of the spring.
2
GEI 74430E
Nomenclature List
1. Dowel
2. Spring 6 7 8 9 11
3. Oil Deflector
4. Inner Casing – Upper Half 10
5. Oil Seal
6. Insulation Ring
7. Insulation Bushing
8. Outer Casing – Upper Half See Note
9. Insulation Washer
10. Insulation Test Lead
11. Ring Segments 4
12. Inner Casing – Lower Half
13. Outer Casing – Lower Half
14. Oil Feed 1
2
3
11
Method of Assembling Ring

Segments with Casing Removed
from Generator
12
14
Note: Bolts Must Be Wired in
Groups as Shown. Wire 13
Connecting Bolts in the
Inner and Outer Bolt Circle 5
Will Ground the Casing,
Defeating the Purpose of
the Insulation.
Hydrogen Seal Assembly

Section at Turbine End Section at Collector End
Figure 1. Hydrogen Seal Assembly for Hydrogen-Cooled Generator (Dwg. 481D835, Rev. 4)
GEK 103765
Revised, June 2001
GE Power Systems
Generator
Shaft Sealing System

(9H2 Generator)
I. PURPOSE
To safely and effectively employ hydrogen for generator cooling, it is necessary to contain the gas in the gen-
erator casing. Therefore, shaft seals are required at each end of the generator where the rotor extends through
the end shield. A radial oil film type seal is used for this purpose.
II. DESIGN FEATURES (See the Bearing and Seal Oil Piping Diagram and Gas Control Piping Diagram)
A. Shaft Seal
The shaft seal at each end of the generator consists of a two-piece hydrogen seal casing containing a pair
of babbitted steel rings. Each ring is made up of two 180-degree segments to facilitate assembly of the
seal rings into the hydrogen seal casing. The ring segments are assembled against the side walls of the
seal casings using garter springs, and are held concentric with the shaft by the hydraulic pressure of the
seal oil. The rings, which have a bore diameter only a few mils greater than the shaft journal, are free
to float radially but are prevented from rotating with the shaft by a stop in the upper half of each seal
casing. Oil from the seal oil control system at a pressure of about 5.5 psi (0.387 kg/cm2) above the hydro-
gen pressure in the generator is supplied to the seal casing. The oil then passes radially through the space
between the rings and axially along the shaft between the shaft and seal rings in both directions. It is this
thin film of oil between the shaft surface and the rings that actually seals the hydrogen within the casing.
The total oil flow to the inner- or hydrogen-side rings of the two shaft seals is approximately two gallons
(7.57 liters) per minute, while the flow from the outer- or air-side rings may be several times that amount.
A large air-side flow is needed to cool the rings while a low hydrogen-side flow is essential for satisfacto-
ry operation of the continuous scavenging system.
B. Seal Oil Control
Pressurized oil for the seals is supplied from the main lubrication system to the seal oil controls where
it is regulated to maintain the 5.5 psi (0.387 kg/cm2) differential. The quantity of the total seal oil flow
can be read directly from the flowmeter.
GEK 103765 Shaft Sealing System
C. Differential Pressure Regulator
A differential pressure regulator is provided for controlling the seal oil pressure at the shaft seal. The
valve in the pressure regulator is directly controlled by the oil pressure by means of a spring and a dia-
phragm. The regulator is designed to maintain a constant differential pressure across its valve body. The
differential pressure setting is determined by the spring compression.
The upper connection to the diaphragm is piped to the seal drain enlargement and senses the gas pressure
in the generator casing. The lower connection of the diaphragm is piped to the seal oil supply line and
senses oil pressure being supplied to the shaft seals. When the pressure differential is across the valve
body, an increase in downstream pressure tends to close the valve. This restricts flow into the valve body
so the downstream pressure is reduced. As the downstream pressure drops, upstream pressure acts on
the diaphragm to open the valve and maintain the pressure setting differential. Once adjusted, the regula-
tor will maintain a nearly constant 5.5 psi (0.387 kg/cm2) pressure differential between the seal oil and
the generator hydrogen through the complete range of hydrogen pressures.
D. Instrumentation
An instrument panel contains a differential pressure gauge and three differential pressure switches.
These instruments sense seal oil pressure at the seals with respect to gas pressure. Two switches activate
on low-low seal oil differential pressure, to start the dc emergency seal oil pump located on the lube oil
tank. A switch also activates and sends an alarm to the control system on low seal oil differential pres-
sure. Pressure gauges are provided to measure seal oil pressure upstream of the differential pressure reg-
ulator, at the turbine end seal oil feed line, and at the collector end seal oil feed line. A flow meter pro-
vides indication of total seal oil supply to the seals. Valving is provided for adjusting, testing and draining
all instruments.
Differential pressure instruments, measuring gas pressure versus seal oil pressure, must be recalibrated
in the field due to static oil head in gas pressure sensing lines from seal oil enlargement to skid. Instru-
ments should read seal oil differential pressure as would be read at the generator seals.
E. Seal Drain Enlargement and Float Trap
The seal drain enlargement, consisting of two small detraining chambers, is mounted at the collector end
of the generator. Hydrogen gas in suspension with the drain oil (from the hydrogen-side drains of the
hydrogen seal casings) will bubble out in the chambers. Both chambers drain through a common line
to a float trap. The float trap, which is required to prevent the loss of hydrogen with the drain oil when
operating at elevated hydrogen pressures, drains to the bearing drain enlargement.
A vertical pipe extends from the upper part of each chamber of the seal drain enlargement. The other
end of each pipe connects to a control valve and flowmeter in the hydrogen control cabinet. This arrange-
ment permits a small amount of hydrogen to be continuously discharged to atmosphere from each cham-
ber of the seal drain enlargement. The lines are equipped with oil traps to prevent oil from filling the
hydrogen control cabinet in the event of an abnormally high oil level in the seal drain enlargement. The
normal discharge of hydrogen causes a small flow of hydrogen past the inner oil deflector of the genera-
tor casing. This flow prevents air liberated from the hydrogen-side seal oil, as it passes through the drain
chamber of the seal casing, from diffusing past the oil deflector into the generator casing. Since this scav-
enged hydrogen must be continually replaced with pure hydrogen, the purity of the gas in the generator
casing is maintained at a high value.
Another vertical pipe, open at the top, is installed in the collector end chamber of the seal drain enlarge-
ment to collect the oil which results from an abnormally high oil level in the enlargement. This overflow
2
Shaft Sealing System GEK 103765
is piped to a liquid level detector with an alarm switch. Since the two chambers of the enlargement are
connected by a common drain line, a high level in either chamber would normally result in the operation
of the alarm. An abnormally high oil level is usually caused by incorrect operation of the drain valves
or float trap.
F. Bearing Drain Enlargement
The air-side seal oil, the generator bearing oil, and the hydrogen-side seal oil (after passing through the
seal drain enlargement and float trap) drain to a chamber mounted on the generator casing. This chamber,
which has been designated as the bearing drain enlargement, provides a large surface area for defoaming
and detraining the oil before it is returned through a loop seal to the main lubricating oil tank. In addition,
hydrogen that is in solution in the oil will be released due to the drop to atmospheric pressure in this
chamber. The bearing drain enlargement is vented by a customer connection to the atmosphere.
In the event of failure of the shaft seal oil supply, hydrogen will pass from the generator into the bearing
drain enlargement and be vented to the atmosphere. The oil loop seal provides a barrier to prevent the
hydrogen from entering the main lubricating oil tank.
III. OPERATION (See the Turbine-Generator P&ID)
A. General
Whether the generator is running with air or hydrogen, it is necessary at all times to have the shaft seals
in operation.
When running with air, shaft sealing is necessary in order to supply oil to the seal rings to prevent their
heating up and seizing the shaft (due to small diametral clearance between seal rings and the shaft).
When running with hydrogen, shaft sealing is necessary in order to confine the hydrogen in the generator
casing.
B. Checking the High Oil Level Alarm
The high oil level alarm switch, 71SD-1, actuates an alarm when there is an abnormal rise in the oil level
in the seal drain enlargement.
To test the operation of this switch, first close valve (74), then remove the fill pipe cap and pour in water.
This should cause the float in the switch to rise and close the alarm contacts. After testing, drain the water
by removing the drain pipe cap. Replace both pipe caps and open valve (74).
C. Putting the shaft Seals in Operation
The shaft seals may be put into operation, and adjustments made to the seal oil components, any time
after the lubrication system and seal oil system have been completely flushed and are ready for operation.
Adjustments to the seal oil system must only be made when seal oil is being properly supplied from the
main lubrication system.
Filtered oil from the main lubrication system is supplied through the pressure regulator and flowmeter
to the shaft seals. Valves (H-07 and H-05) in the sensing lines to the pressure regulator should be open
approximately three-quarters of a turn. Restricting the opening of these valves will sufficiently throttle
the sensing line pressures so that sudden pressure changes will not damage the diaphragm of the pressure
regulator. This diaphragm is designed for a maximum differential pressure of 100 psi (7.03 kg/cm2), and
care should be taken never to exceed this value. Valve (H-07) is in the gas pressure sensing line, while
3
GEK 103765 Shaft Sealing System
valve (H-05) is in the seal oil pressure sensing line. All other valves on the seal oil control system should
be open or closed as shown on the diagram for normal operation. Check to make sure that seal oil is flow-
ing to the seals. This will be indicated by the flowmeter.
D. Charging the Casing with Air (See also Gas Control Valve Operation Diagram)
Adjustments of the seal oil control components should be made with the hydrogen supply disconnected
and air pressure in the generator casing. Start the seal oil pump. Remove the pipe plug from the air test/
purge connection located in the purging control valves assembly and admit dry air to the casing through
this connection. Adjust the valves in accordance with the illustration and charge the casing with 15 psi
(1.055 kg/cm2) of air as read on the casing pressure gauge on the hydrogen manifold and/or the hydrogen
control cabinet pressure gauge.
E. Adjustment of Pressure Regulator
Adjust the pressure regulator valve to hold the shaft seal oil pressure as read on the differential pressure
gauge, 63SDG-1 (HGA-2), at 5.5 psi (0.387 kg/cm2) above machine gas pressure.
To make the actual adjustment, remove the adjusting screw cap and loosen the hex nut. To increase the
differential pressure setting, turn the adjusting screw clockwise; to decrease the differential pressure set-
ting, turn the adjusting screw counterclockwise. Tighten the hex nut while holding the adjusting screw
and replace the adjusting screw cap.
It should be noted that while the pressure regulator will hold a nearly constant 5.5 psi (0.387 kg/cm2)
differential over the entire range of casing gas pressures, slight manual adjustments may be required at
some operating pressures.
F. Adjustment of Seal Oil Pressure Switches
The seal oil differential pressure switches are adjusted to:
1. Sound an alarm at the control panel when the seal oil differential pressure drops to approximately
4.5 psi (0.316 kg/cm2) (pressure switch 63SA-1 [HGA-2]).
2. Start the dc emergency seal oil pump, begin the automatic purge sequence, and sound an alarm on
the control panel when the seal oil differential pressure drops to approximately 3.5 psi (0.246 kg/
cm2) (redundant pressure switches 63ST-1A [63-P1] and 63ST-1B [63P1A]).
To adjust pressure switch 63SA-1 (HGA-2), close valve (V-114 [H-06]) and crack open valve (13A-1
[H-14] or 13B-1 [H-15]) until gauge (63SDG-1 [HGA-2]) reads 4.5 psi (0.316 kg/cm2) above the ma-
chine gas pressure. Make any internal adjustments necessary to pressure switch 63SA-1 (HGA-2) to ac-
tuate the contacts when this differential pressure is reached.
Further reduce the seal oil pressure at gauge 63SDG-1 (HGA-2) to 3.5 psi (0.246 kg/cm2) above the ma-
chine gas pressure. Adjust redundant pressure switches 63ST-1A (63-P1) and 63ST-1B (63-P1A) inter-
nally to actuate the contacts at this pressure.
When the emergency seal oil pump has come into service, it will run for 30 minutes and then shut off
automatically.
4
Shaft Sealing System GEK 103765
G. Shaft Seal Oil Flow Check
The total quantity of oil passing through the shaft seals may be determined by reading the flowmeter.
The flow values should be equal to or less than those given on the Hydrogen Design Data sheet.
NOTE
The main lubrication system should be properly supplying oil to the seals during
the following check of seal oil flows.
The hydrogen-side seal oil flow is determined by draining from valve (H-106) into a measuring contain-
er for a fixed period of time. This can be done by bypassing the float trap by closing valve (H-103) and
opening valves (H-106, H-66, H-65). Throttle valve (H-05) to hold the level of the sight indicator be-
tween valves (H-66, H-65) at approximately one-half full during the measuring period.
An alternative method of determining the hydrogen-side seal oil flow is to close valve (H-104) and slow-
ly drain oil from the float trap by opening valve (H-106)—maintaining the oil level within the sight glass
of the float trap.
The total flow through the flowmeter, minus the hydrogen-side flow past valve (H-106), equals the air-
side flow.
After flow measurement, all valves should be returned to normal operating positions as per diagram.
H. Float Trap Vent Line
Valve (H-162) is normally left open and is closed only when it is necessary to isolate the float trap for
servicing.I.
J. Operation at Reduced Gas Pressures
It may be necessary to operate with the float trap bypass open when operating at lower generator casing
gas pressures in order to avoid flooding the seal drain enlargement. When the generator casing gas pres-
sure is low, approximately 5 psi (0.352 kg/cm2) or less, the gas pressure in the seal drain enlargement
may not be sufficient to overcome the friction in the piping between the seal drain enlargement and bear-
ing drain enlargement, and flooding of the seal drain enlargement may occur. As casing gas pressure
builds up to approximately 5 psi (0.352 kg/cm2), the bypass valve (H–05) must be closed so that gas will
not be blown into the bearing drain enlargement. Bypassing is accomplished by operating valves (H-103,
H-65, H-66, H-05) as described in paragraph III. G.
5
GEK 95162C
Revised, June 1996
GE Power Systems
Generator
Hydrogen Cooling System

7H2 and 9H2 Generators
I. DESCRIPTION
Hydrogen is used as the cooling agent principally because of its low density and its superior cooling proper-
ties. Since its density is approximately one-fourteenth the density of air at a given temperature and pressure,
the use of hydrogen reduces the windage losses of a rotating machine to a small fraction of the losses encoun-
tered when running in air. For a high-speed machine such as a turbine generator, this results in an increase
in full load efficiency of between one-half and one percent. Hydrogen has a thermal conductivity of nearly
seven times that of air, and its ability to transfer heat through forced convection is about fifty percent better
than that of air. This permits a reduction of nearly twenty percent in the amount of active material required
in the construction of a generator of given output.
The life of the generator is increased by operating in hydrogen because the enclosed construction keeps dirt
and moisture out of the windings and ventilation passages. Also, with hydrogen, there is practically no deteri-
oration of the armature insulation caused by corona.
The system basically consists of the shaft sealing arrangement and the gas equipment. The shaft sealing com-
ponents consist of an oil source, pumps, regulators, and an alarm system.
The hydrogen equipment consists of hydrogen, under pressure, and the necessary instruments to control the
gas and to analyze its purity. Associated with the hydrogen equipment is an arrangement whereby carbon
dioxide, under pressure, is used to purge the generator casing when changing from air to hydrogen, or vice
versa.
II. SHAFT SEALING SYSTEM
To safely and effectively employ hydrogen for generator cooling, it is necessary to contain the gas in the gen-
erator casing. Therefore, shaft seals are required at each end of the generator where the rotor extends through
the end shield. A radial fluid film type seal is used for this purpose.
A. Shaft Seal
The shaft seal at each end of the generator consists of a hydrogen seal casing containing a pair of segmen-
tal bronze rings. The segments are positioned against the side walls of the hydrogen seal casing and are
held concentric with the shaft by a garter spring. The rings, which have a bore diameter of only a few
GEK 95162C Hydrogen Cooling System
mils greater than the shaft journal, are free to float radially but are prevented from rotating with the shaft
by a stop in the upper half of the hydrogen seal casing. This casing is bolted to the end shield. Oil from
the seal oil control system at a pressure of about 5 psi above the hydrogen pressure in the generator is
supplied to the seal housing. The oil then passes radially through the space between the rings and axially
along the shaft between the shaft and seal rings in both directions. It is this thin film of oil between the
shaft surface and the rings that actually seals the hydrogen within the casing.
Total oil flow to the inner or hydrogen side rings of the two shaft seals is less than one gallon per minute,
while the flow from the outer or air side rings may be several times that amount. A large air side flow
is needed to cool the rings while a low hydrogen side flow is essential for satisfactory operation of the
continuous scavenging system.
B. Seal Oil Control
Pressure oil for the seals is supplied from the main lubrication system intermediate pressure header to
the seal oil controls where it is regulated to maintain the 5 psi differential. The quantity of the total seal
oil flow can be read directly from the flowmeter. See Figure 1.
C. Differential Pressure Regulator
A differential pressure regulator is provided for controlling the seal oil pressure at the shaft seal. The
valve in the pressure regulator is actuated by a diaphragm.
The upper connection to the diaphragm is piped to the seal drain enlargement and senses the gas pressure
in the generator casing. The lower connection of the diaphragm is piped to the seal oil supply line at the
shaft seal and senses oil pressure being supplied to the shaft seals. Once adjusted, the regulator will main-
tain a constant differential through the complete range of hydrogen pressures.
D. Flowmeter
The flowmeter is provided for obtaining an instantaneous reading of the total seal oil flow.
E. Instrumentation
A differential pressure gauge and two differential pressure switches are mounted on the gauge board.
These instruments sense seal oil differential pressure at the seals with respect to gas pressure in the cas-
ing. The switches are electrically connected to actuate both the dc emergency seal oil pump located on
the main lube tank and the annunciator upon low differential pressure. Valving is provided for adjusting
these switches. See Figure 1.
The seal oil differential pressure, as read on the differential pressure gauge, will be the same at the two
seals due to the natural hydraulic balance obtained by oversized pressure feed piping to the generator
and a balanced piping circuit to each seal.
F. Bearing Drain Enlargement
The air-side seal oil and the generator bearing oil drains to a de-entraining chamber mounted on the gen-
erator casing. This de-entraining chamber, which has been designated as the bearing drain enlargement,
provides a large surface area for de-entraining the oil before it is returned through the loop seal to the
main oil tank. The bearing drain enlargement is vented to the top of the generator. See Figure 1.
2
Hydrogen Cooling System GEK 95162C
Seal Fluid
Pressure
Gages
From Bearing
Fluid Pressure HSF–2
Header (OFB) Generator
No. 1 Generator No. 2 Generator
Bearing (Gas Bearing (Collector
Turbine End) End)
CL Turbine
For Temperature For Temperature
Sensing Devices Sensing Devices
Seal Drain
Enlargement
116 TE Fluid Level CE
Bearing Drain 71
GSC
Enlargement Vents to Atmosphere
Fluid Level Thru Hydrogen
119 120 66 GST
Control Cabinet
GAV
67 GAV–2 Vent to Atmosphere
HHD–2
74 High Level
Alarm
HSA (71SD)
HHD–1
HGF
Drain to S
Lube Tank
(ODB) 111 Low Differential
Seal Fluid Alarm
122 HOF (63SA)
110 112 114
PS
Float 107
Loop Start Test Valve
Seal Trap PS 113
124 108
106 123 Low Differential

109 105 Emergency Bearing
and Seal Fluid Pump
Start (63ST)
From Intermediate 103 Flowmeter

Fluid Pressure Header
in Main Lube tank Differential
(HSF–1) 102 Pressure 104
Hydrogen Seal Regulator
Fluid Control
Components 115
Legend
Pressure Line Needle Valve Cap
Valve Normally Drain Line
Open Closed Throttling Globe Valve PS Pressure Switch
Sensing Line
Vent Line Sight Flow Pressure Gage
Connecting Lines Ball Valve Drain
Figure 1. Shaft Seal Adjustment Diagram
3
GEK 95162C Hydrogen Cooling System
In the event of failure of the shaft seal oil supply, hydrogen will pass from the generator into the bearing
drain enlargement and be vented to the top of the generator. The oil loop seal provides a barrier to prevent
the hydrogen from entering the main oil tank.
G. Seal Drain Enlargement
Two small de-entraining chambers, known as seal drain enlargements, are provided for removing en-
trained hydrogen gas from the oil which drains from the hydrogen side seal rings. One of these enlarge-
ments is mounted on each end shield and the two are drained through a common line to a float trap. The
float trap, which is required to prevent the loss of hydrogen with the drain oil when operating at elevated
hydrogen pressures, drains to the bearing drain enlargement, where further de-entraining takes place be-
fore the oil is returned to the main lube tank. See Figure 1.
A vertical pipe open at the top terminates in the upper part of each section of the seal drain enlargement.
The other end of this line connects to a control valve and flowmeter in the hydrogen control cabinet. This
arrangement permits a small amount of hydrogen to be continuously discharged to atmosphere from each
seal drain enlargement. The discharge of hydrogen causes a small flow of hydrogen past the inner oil de-
flector of the generator casing. This flow prevents air liberated from the hydrogen side seal oil as it passes
through the drain chamber of the seal housing from passing into the generator casing. Since this scavenged
hydrogen must be continually replaced with pure hydrogen, the purity of the gas in the generator casing
is maintained at a high value.
Another vertical pipe, open at the top, is also installed in one of the seal drain enlargements to collect the
oil which results from an abnormal oil level in the enlargement. This overflow is piped to a high level alarm
switch. Since the two enlargements are connected by a common drain line, a high level in either would
normally result in the operation of the alarm. Abnormal oil level is usually caused by incorrect operation
of the drain valves.
H. Rotameter
The rotameter is a variable area flow meter suitable for measuring rates of flow of either liquid or gases.
A metering element (float) moves vertically in a tapered metal tube. As the float rises, there is a greater
annular flow area; as it descends, there is a smaller flow area. When fluid flows through the rotameter
(from bottom to top), the float rises to a point of dynamic balance which is a true indication of the rate
of flow. See rotameter installation and operating instructions for additional information.
GE Power Systems

518 • 385 • 2211 TX: 145354
GE Power Systems
Hydrogen Control Panel

220V Top Entry
Installation, Operation and Maintenance
1
Table of Contents
Section Page
1. General 3
1.1 Functional Description 3
1.2 Gas Analyzers 3
1.3 Major Components 3
1.4 Environmental Design Conditions and Fabrication 3
1.5 General Specifications 3
2. Other Equipment 4
2.2 Flow Indicators 4
2.3 Metering Valves 4
2.4 Moisture Filters 4
2.5 Moisture Indicators 4
2.6 Differential Pressure Transmitter 4
2.7 Differential Pressure Indicator 4
3. Mechanical & Electrical Installation 4
3.1 Mechanical 4
3.2 Electrical 4
4. Powering Up the System 4
5. Setting the Scavenging Flow Rates 5
6. Analyzer Calibration 5
6.10 Nitrogen Purge 6
6.11 H2/AIR Calibration 6
6.12 H2/CO2 Calibration 6
7. Setting the Analog Output Signal and Alarms 7
7.6 Analog Output Setup 7
7.7 Low and Low-Low Alarms 8
8. Analyzer Confirmation 8
8.2 Using QT-290A to Confirm QT-290B 8
8.3 Using QT-290B to Confirm QT-290A 8
9. Standard Operation 8
10. Maintenance 11
2
IMPORTANT!
Always disconnect the power to the panel before servicing the HCP or any of its sub-components. Close
all isolation valves during removal of any component. The valves should be returned to their original
state once the equipment is replaced. Always perform a leak test after opening any tube line
1. General
1.1. Functional Description: The primary function of the hydrogen panel is to analyze and control the
purity of the hydrogen gas within hydrogen cooled generators. To maintain the desired hydrogen
purity of approximately 98% in the generator casing, a small quantity of hydrogen gas is
continuously scavenged from the seal drain enlargements (turbine end and collector end) and
discharged to atmosphere. Because air entrained in the seal oil is detrained into the seal drain
enlargement, its hydrogen gas purity is usually lower than that of the generator casing.
Experience has proven that maintaining the purity in the seal oil drain enlargements at
approximately 5 to 10% lower than that of the casing’s results in acceptable purity levels within
the generator while simultaneously meeting the hydrogen consumption guarantee. During
standard operation the hydrogen panel is an automatic piece of equipment controlled by the
Generator Control System. Operating procedures are programmed into the GCS.
1.2. Gas Analyzers: Two hydrogen gas purity analyzers are provided to monitor the purity of the gas
being scavenged from the generator seal drain enlargements. Panel mounted purity displays are
provided for each gas analyzer. The analyzers output a 4-20 mA signal that corresponds linearly
to a 70-100% hydrogen mixture. This signal is sent to the Generator Control System (GCS) for
continuous monitoring as well as facilitating low purity and low-low purity alarm set points.
1.3. Major Components:
• Two (2) local displays

• Two (2) hydrogen gas analyzers
• Two (2) gas analyzer flow meters
• One (1) total gas flow meter
• One (1) Differential pressure transmitter
• One (1) Differential pressure gauge
• Three (3) gas filter/dryers
• Three (3) moisture indicators
• Five (5) Solenoid valves – (2) 2-way & (3) 3-way
• Four (4) Metering valves
• Isolation valves
1.4. Environmental Design Conditions and Fabrication: The panel is designed for wind loads up to
100 mph and seismic zone #4 UBC. All materials or components provided are compatible with
hydrogen and carbon dioxide gases where applicable. This applies to both direct and indirect
contact. Any electrical device on the panel that may be exposed to hydrogen gas is rated for use in
a Class 1, Division 1, Group B hazardous area.
1.5. General Specifications:

• Ambient Temperature: 14° to149° F
• Maximum Pressure: 100 psig
• Ambient Location: Class I, Division 1, Group B, C & D
• Accuracy: ± 0.5 %
• Analog Output: 4-20 mA, configurable
• Alarm Outputs: 2 configurable contacts
• Input Voltage: 100-240 VAC, 50/60 Hz, 40 W max.
• Display: 4-line, backlit LCD
3
• Keypad: 6-key, infrared
• Measurement Ranges: 70-100% hydrogen in air
0-100% hydrogen in carbon dioxide
0-100% air in carbon dioxide
• Weight: Approximately 500 lbs
• Dimensions: 80” H x 36” W x 18” D
2. Other Equipment
2.1. The two primary components in the HCP are the gas analyzers described above. The manuals
specific to these analyzers are contained later in this manual. The following is a brief description of
the other components included in the HCP.
2.2. Flow Indicators (FI-2971, FI-2972 & FI-2973): There are two low flow and one total flow
indicators on the HCP. The two low flow indicators display the flow through each individual
analyzer. The range for the low flow indicators is 90 to 900 SCCM. The total flow indicator
displays the total flow through the panel. The range for this indicator is 1200 to 12200 SCCM.
2.3. Metering Valves (HO-2971, HO-2972, HO-2973 & HO-2974): These four metering valves are
used to control the low and high end scavenging flow for both the collector end and the turbine end.
The setting of these valves is described in Section 4. There is also a metering valve integral to each
analyzer flow indicator. These two metering valves are used to establish the flow rate through each
analyzer. This procedure is also discussed in Section 4.
2.4. Moisture Filters: These 3 filters remove the moisture and small particulate from the incoming
gases. These filters should be checked and replaced on a periodic basis. Replacement cartridges
are available and are described later in the manual.
2.5. Moisture Indicator (MI-2971, MI-2972 & MI-2973): Located at the exit of each filter is a moisture
indicator. When the indicator changes color, from blue to pink, it is time to change the associated
moisture filter and replace the indicator.
2.6. Differential Pressure Transmitter (PDT-292): The differential pressure transmitter on the panel
provides a 4-20 mA signal to the GCS. The range on the transmitter is set to 0-30 inches of water.
The transmitter measures the differential pressure across the generator fan. The transmitter is loop
powered from the GCS.
2.7. Differential Pressure Indicator (PDI-292): The differential pressure gauge provides a visual
indication of the differential pressure across the generator fan. The gauge also has a range of 0-30
inches of water.
3. Mechanical & Electrical Installation

3.1. Mechanical: The panel must be correctly located, leveled, and supported per GE site
specifications. All customer tubing connections to the turbine must be made in accordance with
applicable GE schematics and specifications, using customer supplied materials. All tubing
connections must be leak checked and leaks corrected before applying power to the HCP.
3.2. Electrical: All electrical connections must be made to the customer power supply, other panels and
controller per connection diagram provided by GE. Electrical connections to the HCP are made
through the four conduit connections located in the top of the panel. Refer to CCLLC Dwg. P-
26001-701-01 and P-26001-701-02 for the HCP wiring diagrams and terminal layout. Verify that
all seal-offs on the panel have been filled to maintain the area classification rating. Before opening
and working inside the electrical junction box on the HCP, verify that an explosive level of
Hydrogen is not present. The HCP requires an external power disconnect device such as a switch
or circuit breaker. The disconnect device must be marked as such, clearly visible, directly
accessible, and located within 6 feet of the unit.
4. Powering Up the System

4.1. This section should be completed after the HCP is installed, both mechanically and electrically.
4
4.2. All valves should be in the off position as shipped from the factory. Before beginning any
operations, review all valves to assure they are in the off position and if they are not, move them to
the closed or off position. Set all hand switches to the “Cal/Purge” setting.
4.3. Review both the system PID and the wiring schematic to assure that the system has been setup
correctly.
4.4. The analyzer functions required during normal operation and setup the HCP are described below.
Please refer to the Panametric’s User Manual (Document No. 910.204A-4) for additional
information or other functions not described below.
4.5. After initial power up, the display units will sequence through a number of messages. The display
will settle on:
• 1 H2/AIR
• mA Input Under Range
4.6. An actual value will appear if the system is reading in the normal operating range.
4.7. If this is the initial start-up of the HCP, the scavenging flow rates must be set and then the analyzers
are calibrated.
5. Setting the Scavenging Flow Rates

5.1. Open the following valves: HV-2971, HV-2972, HV-2973, HV-2974, HV-2979, HV-2980, HV-
2981 & HV-2982.
5.2. Adjust the valve integral to FI-2971 until the flow rate indicates 500 SCCM. This is the flow rate
to the Turbine End analyzer.
5.3. Adjust the valve integral to FI-2972 until the flow rate indicates 500 SCCM. This is the flow rate
to the Collector End analyzer.
5.4. Adjust HO-2972 until FI-2973, the Total Flow indicator, shows a flow rate of 2000 SCCM. This
sets the normal scavenging rate for the Turbine End.
5.5. Adjust HO-2974 until FI-2973 shows a flow rate of 3000 SCCM. This sets the normal scavenging
rate for the Collector End.
5.6. Energize FY-2971. Now adjust HO-2971 until FI-2973 shows a flow rate of 4000 SCCM. This
sets the high scavenging rate for the Turbine End.
5.7. Energize FY-2973. Now adjust HO-2973 until FI-2973 shows a flow rate of 5000 SCCM. This
sets the high scavenging rate for the Collector End.
5.8. De-energize FY-2971 and FY-2973. The Total Flow indicator should now read 3000 SCCM.
5.9. Close the following valves: HV-2971, HV-2972, HV-2973, HV-2974, HV-2979, HV-2980, HV-
2981 & HV-2982.
6. Analyzer Calibration
6.1. Both analyzers must be independently calibrated. However, they may be calibrated at the same
time. The steps described below should be performed on both analyzers. Use certified sample
gases for calibrating the analyzers.
6.2. The infrared keypad on the display unit is used to maneuver through the menu. Each key is
activated by placing a thumb or finger on the window of the display over the button.
6.3. The system power to the analyzers must be on for at least 30 minutes prior to the start of the gas
calibration to allow the sensors to reach temperature equilibrium.
6.4. Refer to Figure 3-2 Panametrics User Manual (910-204A-4) for a complete menu map. The [ESC],
[ENTER] and arrow keys are used to maneuver through the menu.
6.5. While in the measurement mode, press the [ESC], [ENTER] & [ESC] keys in sequence. Enter the
operator level password of (2719) at the next screen. Use the left and right arrows to move to the
correct position and the up and down arrows to increment the value. Press [ENTER] when done.
This will place you in the User Program. To exit the User Program at any time, press [ESC] from
the User Program main menu. Pressing the [ESC] key will move the program back one menu.
5
6.6. Once in the User Program select the “CAL” option by highlighting the choice with the arrow keys
and pressing the [ENTER] key twice. Select “CAL” again. Next select the “MANUAL CAL”
option.
6.7. The system will offer both the “H2/AIR” and “H2/CO2” curves for calibration.
6.8. Verify that HV-2983, HV-2984, HV-2985 & HV-2986 are in the closed position. Move hand
switches, 30H2STAT1, 30H2STAT2 & 30H2STAT3 to the “Cal/Purge” setting. This will energize
solenoids FY-2972, FY-2974 & FY-2981 allowing flow from the various sample gas ports.
6.9. Open HV-2979, HV-2980, HV-2981 & HV-2982.
6.10. Nitrogen Purge: Open HV-2985. This will allow Nitrogen to flow through the system. Allow the
gas to flow for 3-4 minutes to completely purge the system. Shutoff HV-2985.
6.11. H2/AIR Calibration:
6.11.1. Select the “H2/AIR” Gas Curve.
6.11.2. Next select “Zero.”
6.11.3. At the following prompt enter the percentage of H2 in the sample gas (usually 0.00%
for the zero gas). Use the arrow keys to arrive at the correct number and press
[ENTER].
6.11.4. The next screen will display “Hold 4-20 mA Output During Calibration?” Select
“YES.”
6.11.5. The next screen will display “Introduce Cal Gas.” Open HV-2985 to allow Nitrogen
flow. Once the calibration gas is introduced, select “Next.”
6.11.6. The screen will display the percentage of H2 and will display “Hit Next When Stable.”
Allow a minimum of 30 minutes for the display reading to stabilize. Once the display
reading stabilizes, select “Next.”
6.11.7. The meter will next display the Zero Drift value and whether the unit “Passed” or
“Failed” the calibration. When the display shows “Passed,” select “Finished.”
6.11.8. Shutoff HV-2985 to stop the Nitrogen flow.
6.11.9. If the calibration “Failed,” perform steps 6.11.1 through 6.11.7. If the unit fails again,
contact the factory (Control Center, LLC, 407-681-5000).
6.11.10. Next select “Span.”
6.11.11. At the following prompt enter the percentage of H2 in the sample gas. Use the arrow
keys to arrive at the correct number and press [ENTER].
6.11.12. The next screen will ask if you would like to hold the current 4-20 mA output during
calibration. Select “YES.”
6.11.13. The next screen will state “Introduce Cal Gas.” Open HV-2984 to allow H2 flow.
Once the calibration gas is introduced, select “Next.”
6.11.16. Shutoff HV-2984 to stop the Hydrogen flow.
6.11.17. If the calibration “Failed,” perform steps 6.11.10 through 6.11.16. If the unit fails
again, contact the factory.
6.11.18. Once the span calibration is complete, press [ESC] once to return to the “Gas Curve”
selection screen.
6.12. H2/CO2 Calibration:
6.12.1. Select the “H2/CO2” Gas Curve.
6.12.2. Next select “Zero.”
6.12.3. At the following prompt enter the percentage of H2 in the sample gas (usually 0.00%
for the zero gas). Use the arrow keys to arrive at the correct number and press
[ENTER].
6.12.5. The next screen will state “Introduce Cal Gas.” Open HV-2986 to allow CO2
Calibration Gas flow. Once the calibration gas is introduced, select “Next.”
6
6.12.8. Shutoff HV-2986 to stop the CO2 flow.
6.12.9. If the calibration “Failed,” perform steps 6.12.1 through 6.12.8. If the unit fails again,
contact the factory.
6.12.10. Next select “Span.”
6.12.11. At the following prompt enter the percentage of H2 in the sample gas. Use the arrow
keys to arrive at the correct number and press [ENTER].
6.12.13. The next screen will state “Introduce Cal Gas.” Open HV-2984 to allow H2 flow.
Once the calibration gas is introduced, select “Next.”
6.12.16. Shutoff HV-2984 to stop the Hydrogen flow.
6.12.17. If the calibration “Failed,” perform steps 6.12.10 through 6.12.16. If the unit fails
again, contact the factory.
6.12.18. Once the span calibration is complete, press [ESC] three times to return to the “Cal
Menu” selection screen.
6.13. The analyzer calibration is complete. Press [ESC] three times to return to the normal display.
6.14. Verify the HV-2983, HV-2984, HV-2985 & HV-2986 are closed. Move hand switches,
30H2STAT1, 30H2STAT2 & 30H2STAT3 to “Turbine End,” “Collector End,” and “CASE,”
respectively.
6.15. To lock the keypad, press [ESC] to enter the User Program. Select “Opt.” Next select “Lock
Menus.” Now select “Lock All.” The screen will now return to the normal display and show a
small padlock in the upper right hand corner. To re-enter the User Program follow the instructions
in Paragraph 6.5.
7. Setting the Analog Output Signal and Alarms

7.1. Enter the User Program as described in Paragraph 6.5, however use (8968) as the password to allow
additional functionality.
7.2. Refer to Figure 5-1 of Panametrics User Manual (910-204A-4) for a complete menu map.
7.3. Select “Cal.”
7.4. Select “Cal” again.
7.5. Select “Setup.”
7.6. Analog Output Setup:
7.6.1. Select “4-20mA-Out.”
7.6.2. Select “4-20_Out_Range.”
7.6.3. Next select “H2/AIR.” This is the scale that will be output by the analyzer.
7.6.4. Next enter the percentage of hydrogen in air that should generate a 4 mA output. Press
[ENTER] when complete. This is preset at the factory to 70%.
7.6.5. At the next prompt, enter the percentage of hydrogen in air that should generate a 20
mA output. Press [ENTER] when complete. This is preset at the factory to 100%.
7.6.6. These values must correspond to what the GCS is expecting when it sees a 4 mA and
20 mA signal.
7.6.7. Press [ESC] to leave this submenu.
7.6.8. “Test” can be selected to simulate a signal to GCS and test out the wiring.
7
7.6.9. After selecting “Test,” enter the mA output to be simulated. Press [ENTER] when
complete. The unit will now send out the corresponding signal. When the testing is
complete, press [ENTER] to end the simulation. Press [ESC] to exit the menu.
7.7. Low and Low-Low Alarms:
7.7.1. From the “Setup Menu,” select “Alarms.”
7.7.2. Select “Low-Alarm.”
7.7.3. Select “Trip Point.”
7.7.4. Enter the setting at which the alarm should make and press [ENTER]. The alarm is
preset at the factory to 85%.
7.7.5. Select “Fail-Safe.” Select “Fail-Safe” again. Selecting “Fail-Safe” here indicates that
the alarm is wired to the normally closed (NC) contacts, and the alarm relay is
energized to keep the alarm “Off” during normal operation. A fault condition de-
energizes the alarm relay and triggers the alarm by allowing these contacts to close
7.7.6. Select “Test.”
7.7.7. Select “Trip” to make the contact. The GCS should now be receiving a Low-Alarm
signal.
7.7.8. Select “Reset” to clear the alarm.
7.7.9. Press [ESC] to return to the Alarm selection menu.
7.7.10. Select “Low-Low-Alarm.” Repeat steps 7.7.3 through 7.7.9 for the Low-Low Alarm
setup. The “Low-Low-Alarm” is preset at the factory to 80%.
7.7.11. Press [ESC] to back out of the menus to the normal display menu.
7.8. To lock the keypad, press [ESC] to enter the User Program. Select “Opt.” Next select “Lock
Menus.” Now select “Lock All.” The screen will now return to the normal display and show a
small padlock in the upper right hand corner. To re-enter the User Program follow the instructions
in Paragraph 6.5.
8. Analyzer Confirmation
8.1. Either analyzer can be used to confirm the reading of the other. For instance if one of the analyzers
is indicating a low hydrogen purity, the other analyzer can be used to verify the reading.
8.2. Using QT-290A to Confirm QT-290B: Shutoff HV-2972 and open HV-2987. This will allow the
same gas flow to both QT-290A and QT-290B. Allow 3-4 minutes for both analyzers displays to
stabilize. After stabilizing both analyzers should read the same purity level. If the readings do not
match, QT-290B must be checked and recalibrated as described in Section 5. After completing the
confirmation procedure, close HV-2987 and reopen HV-29721. During this procedure, the signals
from QT-290A to the GCS should be disregarded.
8.3. Using QT-290B to Confirm QT-290A: Shutoff HV-2974 and open HV-2987. This will allow the
same gas flow to both QT-290A and QT-290B. Allow 3-4 minutes for both analyzers displays to
stabilize. After stabilizing both analyzers should read the same purity level. If the readings do not
match, QT-290A must be checked and recalibrated as described in Section 5. After completing the
confirmation procedure, close HV-2987 and reopen HV-2974. During this procedure, the signals
from QT-290B to the GCS should be disregarded
9. Standard Operation
9.1. During standard operation, the analyzer displays will show the percentage of H2 in the mixture
being sampled.
9.2. Refer to figure 1 for valve and switch orientation during standard operation.
9.3. The metering valves, HO-2971, HO-2972, HO-2973 & HO-2974 should be left as set in Section 3.
9.4. During standard operation, the HCP is controlled by the GCS and the hand switches are set to
“Turbine End,” “Collector End,” and “CASE.” The switches are changed to “CASE/Cal/Purge” for
gas calibration and local control of the HCP.
9.5. Periodically the scavenging flow rates should be adjusted as described in Section 4 to optimize the
amount of Hydrogen consumed.
9.6. Refer to Figure 1 and Figure 2 for valve and switch orientation for various operations.
8
Figure 1
Equipment Tag Valve/Switch Position

Standard H2/CO2 Cal H2/Air Cal N2 Purge
Operation
HO-2971 OPEN CLOSED CLOSED CLOSED
HV-2971 OPEN CLOSED CLOSED CLOSED
HV-2977 CLOSED CLOSED CLOSED CLOSED
HV-2979 OPEN OPEN OPEN OPEN
HV-2983 CLOSED CLOSED CLOSED OPEN
HV-2984 CLOSED CLOSED (for zero) CLOSED (for zero) CLOSED
OPEN (for span) OPEN (for span)
HV-2985 CLOSED CLOSED OPEN (for zero) OPEN
CLOSED (for span)
HV-2986 CLOSED OPEN (for zero) CLOSED CLOSED
CLOSED (for span)
30H2STAT1 Turbine End CASE/Cal/Purge CASE/Cal/Purge CASE/Cal/Purge
30H2STAT2 Collector End CASE/Cal/Purge CASE/Cal/Purge CASE/Cal/Purge
30H2STAT3 CASE Cal/Purge Cal/Purge Cal/Purge
9
Figure 2
Equipment Tag Valve/Switch Position

QT-290A Confirm QT-290B Confirm CE Flow Rate TE Flow Rate
HO-2971 OPEN OPEN CLOSED CLOSED
HV-2971 OPEN OPEN CLOSED OPEN
HV-2972 OPEN CLOSED CLOSED OPEN
HV-2973 OPEN OPEN OPEN CLOSED
HV-2974 CLOSED OPEN OPEN CLOSED
HV-2975 OPEN OPEN CLOSED CLOSED
30H2STAT1 Turbine End Turbine End Turbine End Turbine End
30H2STAT2 Collector End Collector End Collector End Collector End
30H2STAT3 CASE CASE CASE CASE
10
10. Maintenance
10.1. General: Basic maintenance of the HCP consists of cleaning, calibration checks, and filter
replacement. Non-repairable items such as gauges, switches, etc. are normally removed and
replaced, or can be re-calibrated if applicable. Refer to instructions from the component
manufacturers found later in this manual. Repairable items such as valves may fall under some or
all of the following procedures: removal, disassembly, cleaning, inspection, repair or replacement
of components, tolerance limits, re-assembly, and alignment. Manufacturer’s instructions should
be referred to and can be found in the body of this manual.
10.2. Daily maintenance should consist of checking and adjusting the analyzer and scavenging flow rates.
General panel cleaning should be performed regularly. Also hydrogen purity should be checked
daily.
10.3. Weekly inspections should consist of the following:
• Inspect the moisture indicators. Replace the gas purifier cartridge if indicator shows excessive
moisture.
• Any build up of liquid should be released from the purifier cylinders. Make sure that there is
no pressure on the system. Open drain valve to release liquid. CAUTION: THE PURIFIERS
MAY CONTAIN HYDROGEN GAS; USE PROPER SAFETY PRECAUTIONS.
10.4 Every six months check analyzer and calibration voltages
IMPORTANT! Always disconnect the power to the panel before servicing the HCP or any of
its sub-components. Close all isolation valves during removal of any component. The valves
should be returned to their original state once the equipment is replaced. Always perform a
leak test after opening any tube line.
11
1 1
3 2 2 3
1
3 2
GEK 103812a
Revised February 2002
GE Power Systems
Generator
Collectors, Brush Rigging, Pin Style Magazines and Brushes
GEK 103812a Collectors, Brush Rigging, Pin Style Magazines and Brushes
TABLE OF CONTENTS
I. GENERAL...................................................................................................................................... 4
A. Introduction .............................................................................................................................. 4
B. Safety........................................................................................................................................ 7
II. INSTALLATION............................................................................................................................ 8
A. General ..................................................................................................................................... 8
B. Ring Surface............................................................................................................................. 8
C. Support Bar Alignment ............................................................................................................ 9
D. Axial Brush Position ................................................................................................................ 9
E. Pin Radial Clearance ................................................................................................................ 9
F. Number of Brushes .................................................................................................................. 9
G. Guide Pins (Carbon Ways)....................................................................................................... 9
H. Mounting Screws...................................................................................................................... 9
I. Installing Brushes..................................................................................................................... 10
J. Contouring Brush Faces ........................................................................................................... 10
K. Brush Pressure.......................................................................................................................... 11
L. Assembly Bolts ........................................................................................................................ 11
M. Insulation Test .......................................................................................................................... 11
N. Provision for Reversing Polarity .............................................................................................. 11
O. Freedom from Oil..................................................................................................................... 11
P. Air Filters ................................................................................................................................. 12
Q. Air Ducts .................................................................................................................................. 12
R. Air Source ................................................................................................................................ 12
S. Ring Film ................................................................................................................................. 12
III. OPERATION AND MAINTENANCE......................................................................................... 12

A. Changing Brushes .................................................................................................................... 12
B. Collector Ring Wear/ Wear and Runout Limits ....................................................................... 14
C. Brush Wear............................................................................................................................... 16
D. Brush Pressure.......................................................................................................................... 16
E. Brush Vibration ........................................................................................................................ 16
F. Brush Types.............................................................................................................................. 18
G. Ring Film ................................................................................................................................. 18
H. Humidity .................................................................................................................................. 19
I. Contaminating Gases ............................................................................................................... 19
J. Changing Polarity to Compensate for Unequal Collector Ring Wear ..................................... 19
IV. PERIODIC CHECKS AND INSPECTIONS .............................................................................. 19

A. Collector Preventive Maintenance — Overview...................................................................... 19
B. Daily Inspections...................................................................................................................... 20
C. Weekly Inspections .................................................................................................................. 21
D. Monthly Inspections................................................................................................................. 22
E. Servicing during Shutdowns .................................................................................................... 22
F. Technical Support..................................................................................................................... 23
V. COLLECTOR FLASHOVERS .................................................................................................... 23

A. General ..................................................................................................................................... 23
B. Causes ...................................................................................................................................... 24
2
Collectors, Brush Rigging, Pin Style Magazines and Brushes GEK 103812a
VI. GRINDING COLLECTOR RINGS............................................................................................. 26

A. General ..................................................................................................................................... 26
B. Choices and General Guidelines .............................................................................................. 27
C. General Equipment Guidelines ................................................................................................ 28
D. Vibration Patterns..................................................................................................................... 28
LIST OF FIGURES
Figure 1. Dual Pin Magazine — Brushes Installed. ................................................................................ 4

Figure 2. Back View of Dual Pin Magazine — Handle Removed. ......................................................... 5
Figure 3. Brush Magazine Showing Locking Device and Brush Retainer Plate. .................................... 6
Figure 4. Handle Button Being Pressed to Disconnect Handle from Magazine. .................................... 7
Figure 5. Unlocking Magazine. ............................................................................................................... 13
Figure 6. Locking Magazine into Collector............................................................................................. 14
Figure 7. Acceptable Vibration Levels for Generator Collectors. ........................................................... 17
Figure 8. Long-Term Brush Vibration. .................................................................................................... 18
Figure 9. Dual Outboard Collector Ring Flashover Damage. ................................................................ 25
Figure 10. Brush holder Damage from a Flashover. ................................................................................ 25
3
I. GENERAL
A. Introduction
Collectors consist of heat-treated steel forgings shrunk over insulation rings that are shrunk on the
generator shaft. A spiral groove is machined in the outer surface of each ring to aid in obtaining ap-
proximately equal current distribution in the collector, brushes and leads.
The collector is provided with a fan of adequate capacity to supply filtered air to the collector and
brushes. Filters of required type and capacity should be provided.
Brushes for alternating-current generators are made from various compositions of natural graphite and
binding materials. They have a low friction coefficient and are self-lubricating. The brushes are pro-
vided with a double-flexible copper lead or pigtail. A constant pressure spring is mounted radially (as
part of the brush holder) over each brush so that the pressure is applied on the center line of the brush.
This is a concentrically coiled spring that requires no pressure adjustments.
Several silver-plated brush magazines (see Figure 1, Figure 2 and Figure 3), each carrying several
brushes in a radial position, are inserted in silver-plated brass support bars. The bars are axially located
and bolted to support rings that are concentric with each collector ring. A plastic handle is attached
to the magazine for handling and locking or unlocking the magazine in the support bars. This is ac-
complished by a pin-and-cam arrangement that applies the compressive force of a group of Belleville
spring washers to a wedge shaped member. This wedge member fits in the support bar and secures the
brush holders with four bolts that also allow radial adjustment of the holders.
Figure 1. Dual Pin Magazine — Brushes Installed.
4
Figure 2. Back View of Dual Pin Magazine — Handle Removed.
5
Figure 3. Brush Magazine Showing Locking Device and Brush Retainer Plate.
A cam-actuated brush retaining plate is provided to hold the brushes in position against the pressure
of the brush springs during magazine insertion. Brush pigtails retain the brushes during removal. The
brush magazines are offset with respect to each other over the contact surface of the collector ring.
Insulating blocks or spacers separate the bus rings from the base. The magazine allows changing of the
individual brushes at a location remote from the operating collector.
The dual pin brush holder uses two (2) guide pins per brush to hold/guide the brushes in place instead
of the brush being guided by a “box” surrounding the sides of the brush as with conventional brush
holders. These pins pass through the holes in brushes. This dual pin construction allows more efficient
cooling of the brushes and thus lower brush and collector ring temperatures per amp of current than the
“box” brush holders.
6
Figure 4. Handle Button Being Pressed to Disconnect Handle from Magazine.
B. Safety
During installation and maintenance, when handling or removing brushes as described in this instruc-
tion book, observe appropriate safety precautions when collector and brush rigging maintenance is
required. The following are general safety guidelines with regard to handling or changing brushes or
maintaining brush rigging and the collector rings. However, they do not purport to cover all conditions
and situations with regard to brush rigging and collector maintenance.
***WARNING***
SERIOUS ELECTRICAL SHOCK CAN OCCUR IF EITHER (1)

THE POSITIVE AND NEGATIVE POLARITY COMPONENTS
ARE TOUCHED SIMULTANEOUSLY, OR (2) EITHER POLARITY
COMPONENT AND GROUND ARE TOUCHED SIMULTANE-
OUSLY.
ROTOR GROUND FAULT DETECTION EQUIPMENT CAN PRO-

VIDE A VOLTAGE ON THE RINGS TO GROUND EVEN WHEN
THE UNIT IS NOT IN OPERATION.
1. This and subsequent instructions do not purport to cover all conditions and situations with regard
to brush rigging and collector maintenance.
7
2. Only qualified personnel familiar with the construction and operation of the collector and brush
rigging and the hazards involved should install, adjust, operate and /or service this unit. Read and
understand this manual in its entirety before proceeding. Failure to observe this precaution could
result in severe bodily injury or loss of life or damage to the equipment.
3. A removable insulated handle is provided for changing brushes and is released from the brush
holders by pressing the button, as shown in Figure 4. Be sure that the brush changing handle and
other equipment coming in contact with brushes or collector rings is clean and dry prior to use.
Failure to do this can result in a serious shock hazard.
4. While maintaining brushes and collector rings, remove any metallic objects (watches, chains, etc.)
or other items, which could come in contact or fall into the brush rigging or rotating collector ring
and fan parts. Also it is recommended that rubber gloves designed for working on energized
electrical equipment be worn when handling brushes to prevent inadvertent contact with brush
rigging by either hand. During operation, the brush rigging voltage can vary from 200 to 750
VDC depending on design and operating conditions. Where possible, use one hand when working
on the energized collector components.
5. The user is responsible for conforming to the applicable local codes with respect wiring, ground-
ing, interconnections of this equipment, and local safety regulations.
6. Keep the inside of collector housing very clean. Normal brush wear produces a fine dust which
can deposit on insulating surfaces of the brush rigging, collectors, and housing which is conduc-
tive. Buildup of this dust can result in a shock hazard even touching non-electrical parts and can
cause equipment damage if build-up of dust becomes severe.
II. INSTALLATION
A. General
Ideal conditions for brush operation would be to run them on highly polished rings of accurate contour
having zero vibration and cooled to temperatures not exceeding 212F (100C) in a controlled humidity
medium, free from dust and contaminating gases. Though all these conditions cannot be met in actual
operation, the nearer they can be approached, the better. To this end, ample margins are used in the
design of collectors and meticulous care is used in their manufacture. However, there are other factors
upon which good performance depends, including the following:
1. Correct installation and initial operation
2. Proper collector operating conditions and effective operating maintenance
3. Thorough equipment servicing and reconditioning during scheduled outages
Excellent operating practices may not result in first-class collector performance if the initial assembly
is faulty. The following items must be checked before and during startup.
B. Ring Surface
Collector rings should be polished to an eight microinch (203 nm) finish for collector rings 7 inches
and larger and 32 microinch (812 nm) or better for collector rings smaller than 7 inches. The rings
should be free from markings, rust, dirt and oil. Oil and dirt can be removed with a small amount
8
of electrical equipment cleaning solvent, after which additional cleaning must be accomplished by an
application of alcohol followed by a dry cloth to remove any remaining moisture. The cleaning must
be done with care to prevent liquid dripping in insulation parts. Avoid handprints or fingerprints on the
rings, because the body moisture left by such an imprint will cause rust. If any nicks or small upsets
in the surfaces on which brushes bear have occurred during handling, blend them smooth with a hand
stone.
C. Support Bar Alignment
On larger collectors, the support bars are concentrically aligned in the factory. This should confine
the adjustments during installation to horizontal and vertical shifting of the entire brush holder rigging
assembly.
It has been found, however, that the support arms on some riggings are not sufficiently concentric
to allow unrestricted magazine interchangeability even on the same ring. To overcome this lack of
interchangeability, each brush magazine should be restricted to its own support arm by use of proper
identification.
D. Axial Brush Position
When installing the brush rigging, refer to the generator clearance diagram for proper axial positioning
of the brushes on the collector rings. The axial position has been determined to insure that the brushes
remain fully on the ring during load conditions as the turbine generator rotor expands. It is also impor-
tant to set the axial position accurately (within about .031 in or 0.79 mm) to insure that the collector
fan does not come in contact with the fan baffle. Brushes near the edges of the rings may ride off the
ring by up to 1/2 of the brush width during transient conditions such as startup or shutdown conditions,
which is acceptable.
E. Pin Radial Clearance
Radial distance between the end of the pin and rings should be .12 to .25 inch (3.2 to 6.4 mm). A
larger gap does not give proper support to the brush edges and reduces the usable length of brush,
and therefore its life. Four holes are located in each support bar to access the height adjustment bolts
securing the brush holder to the wedge.
F. Number of Brushes
The number of brushes depends on the generator field current and on the fact that brush magazines use
multiples of four or six brushes. Enough brush magazines are fitted so that the current density in the
brush face does not exceed 50 to 58 amperes per square inch (7.75 to 9 amperes per square centimeter).
G. Guide Pins (Carbon Ways)
Carbon ways should be clean and free of obstructions. A brush may be assembled without interference
being noticed, but the brush will not operate properly if it does not move freely. Design clearance
between a new brush holes and the pins is from .016 to .021 inches (0.406 - 0.533 mm) and can be
checked with a good caliper.
H. Mounting Screws
Make sure that screws securing the brush holders are tight and not bottoming in the tapped holes.
9
I. Installing Brushes
Before installing brushes, be sure that the brush holder pins are clean and free of carbon or other con-
tamination. Clean with a suitable solvent and a soft cloth. Do not use sandpaper to clean pin surfaces.
If residue is stuck on the pins use a soft brush or fine steel wool and solvent to remove. Clean and dry
thoroughly before proceeding.
To install new brushes, place the magazine on a clean flat table (recommend covering table with clean
heavy paper or cardboard) or place magazine in a spare support (provided in the collector housing in
some units). Turn the handle to the release position. Check the length of the pigtails; they should be
about 4.12 inches (104.6 mm) long from the top of the brush to the bend in the terminal.
Insert the brushes one at a time into the pins in the magazine. Slide the brush up and down a couple of
times to be sure the brush moves freely. If it does not, check the pin’s surface finish and check the pin
spacing to be sure that they are parallel within .005 inches (0.13 mm) over the length of the pin. If not
in tolerance determine the cause and repair or straighten as necessary being careful not to mar the fine
pin finish.
After checking that the brush moves freely, slide the brush up until the terminal is at the mounting hole,
then secure the terminal to the magazine using the screws provided. When all brushes are assembled,
take the magazine and push the brushes against the edge of a table to raise the brushes until the springs
hit the top of the magazine. Before engaging the retainer, check that there is about .01 to .02 inches
(.25 to .50 mm) gap between the brushes and the retainer. This clearance is critical in insuring proper
brush retention. Turn the handle to engage the retainer, which will hold the brushes in place during
insertion in the support bar on the collector brush holder rigging.
J. Contouring Brush Faces
It is good practice to fit the new brushes to the contour of the collector ring. This is best accomplished
on a drum having the same diameter as the ring, and covered with a heavy bonded production paper
such as "garnet." The fixture to hold the brush relative to the drum must simulate the same normal
position as when the brush is installed in the machine. This insures that the brush surface is in proper
contact with the ring. Brushes should be sanded in the direction of rotation only. To be sure that there
is no imbedded sand in the brush face, finish by scraping with a knife. The old brush can be used as a
reference when contouring the new brush. Limit the number of brushes installed in a 24-hour period to
less than 25% of the total number of brushes on the individual rings to allow the brushes to wear into
the ring surface.
10
NOTE
On new installations, or when all of brushes are replaced at one time, the collector
rings themselves can be used as the contouring drum. For this process a sheet of
sand paper is placed around the ring and attached securely in place. The machine is
rotated on turning gear, slowly shaping the brushes to the rings. Extreme caution
must be used when doing this and is best performed under the supervision of a
trained GE service representative. The use of the wrong sandpaper type, improper
installation of the sandpaper, and then the follow-up cleaning techniques can all
have detrimental effects on the machine if not properly performed.
When a full set of brushes is installed on the unit, the field current should be applied
gradually to allow proper seating of the brushes to the rings. It is recommended
to perform the normal daily inspections on the unit after first application of field
current on the unit and at approximately 50 and 100% turbine output base load
conditions to verify the brushes are operating correctly.
K. Brush Pressure
Brush pressure is predetermined with the use of constant pressure springs and needs no adjustment.
The brush has a spring with a nominal constant force of approximately three pounds per brush (see
also paragraph III.D).
L. Assembly Bolts
The bolts that secure the support arms to the bus rings and other accessible bolts on the rigging should
be checked for tightness.
M. Insulation Test
Megger each polarity of the rigging to ground with a 500-volt megger, both before and after the brushes
are in place. Minimum values, without dryout, should be greater than 2 megohms before startup. Lower
values should be referred to General Electric Company.
N. Provision for Reversing Polarity
Ring wear is inherently slightly different for the two polarities. To extend the life of the collectors,
polarities are sometimes reversed, especially on older generators (see Paragraph III. K). This is accom-
plished by reversing cable connections or changing a link in the solid bus work. But this also means
that corresponding changes may have to be made in the excitation control equipment especially with
static start equipment requiring pole position sensors.
O. Freedom from Oil
It is important to prevent or remove any oil accumulation on the base top, floor or any other places
in the enclosure where it may be picked up by an air stream and carried as a vapor to the collector.
Accumulation of oil and carbon dust contributes to lower megger readings and impairs the effectiveness
of the brush film. Common sources of oil vapor that may contaminate an air stream are leaking joints
in an oil-pressure line, bearing seals, an over-oiled air filter and oil that has been centrifuged from the
lubricating grease of a coupling.
11
P. Air Filters
The filters recommended in a separate instruction in the generator instruction book should be used.
During periods of construction, they may become so loaded with dirt or cement dust as to be detrimental
to collector operation. Consequently, it is worthwhile to place a second set of temporary filters ahead
of the permanent ones so the two are in series. Ventilating fans have sufficient reserve to supply the
additional pressure drop of the double filters as long as they are not allowed to be plugged up.
Q. Air Ducts
Air ducts sometimes can become contaminated with the various materials during construction periods,
and their effective area is thereby reduced. A good cleaning is necessary before startup and at regular
maintenance intervals to avoid throttling inlet air to high velocities over accumulations of cement dust,
grit, oil or other construction debris.
R. Air Source
The air inlet should be located to provide clean, cool air (less than 40 C). The air source should be free
of contamination.
S. Ring Film
Formation of ring film is an important factor on which good operation depends. Any film that may
have been on the rings from factory test was probably removed with the protective shipping coating.
Do not apply heavy current to raw, unfilmed rings through unseated brushes. Rather, wear the brushes
in during warm-up and stretch out runs so that a seat is formed.
It is best to start the initial film at low current and increase it gradually. If the brush grade is ever
changed, it is strongly recommended that the existing ring film be removed by polishing to let the new
brush material form its own characteristic film.
The formation of a good brush film will depend on freedom from scratches and tears on the ring face
and freedom of the air stream from abrasive dust that can lodge under brushes to score the rings. Ring
scratches leave steel in a form that can be picked up easily by brushes, become concentrated under
the action of current flow and form a metal-to-metal contact. The resulting pinpoint concentration of
current when field is applied is sufficiently great to cause tiny arcs, which are really explosions that
produce microscopic pits or holes in the rings that may or may not be healed over by brush film.
III. OPERATION AND MAINTENANCE
The following are recommended operation and maintenance procedures based on factory and station oper-
ating experience and collector ring problems sometimes encountered.
A. Changing Brushes
1. Turn the magazine handle counterclockwise 90 until it is perpendicular to the collector axis (see
Figure 5). Remove the magazine from the bursh rigging.
12
Figure 5. Unlocking Magazine.
2. Insert the magazine into the bench-mounted spare support bar; turn the handle clockwise 90 to
lock in place.
3. Change the brushes per paragraph II.J.
4. Insert the magazine into the collector and turn the handle clockwise 90 to release the brushes and
lock the magazine in place. (see Figure 6)
13
Figure 6. Locking Magazine into Collector.
B. Collector Ring Wear/ Wear and Runout Limits
The two collector ring surfaces must be maintained within 0.060 inch (1.52 mm) of each other on the
diameter to maintain brush magazine interchangeability. If ring wear is very different between rings,
see Paragraph III.K for corrective action.
14
On generators whose collector ring diameters cannot be maintained within .10 inch (2.5 mm) of each
other, do not interchange magazines between rings. The magazines should be placed in their original
positions to maintain their radial clearances from the collector ring.
The three parts subject to wear are the rings, the brushes, and the guide pins. The most important of
these is the wear of the rings, because of the amount of steel removed and the profile to which the
rings are changed by loss of material. The rate of ring wear may vary greatly depending mainly on the
effectiveness of the protective brush film. Under good conditions the wear rate has been so small that
rings have run 11 for years with only a few mils' reduction in ring diameter. Ring wear is typically less
than .001 inches(0.025 mm) per 1,000 hours for collector rings with axial cooling holes and somewhat
greater for non-axially cooled rings. Wear rates on the order of .005 inches (0.127 mm) per 1,000 hours
indicate poor collector performance. As a rule, wear rates are not constant.
Ring wear is due to mechanical abrasion by the brushes and electrical or arc erosion of steel by the
brush currents. Of the two, the electrical wear is generally the greater. In cases of severe ring wear,
the usual sequence is for mechanical abrasion to wear one or more depressions a few mils deep in the
originally round ring surface so that the sliding brush contact becomes more variable and minute arcing
begins to accelerate the wear rate. If allowed to continue, heat from the arcing raises the brush friction,
and tangential chattering of brushes begins to chip their edges. As depressions are worn deeper in the
rings, accelerating forces on the brushes become very high so that they shatter and break, or brush
operation becomes unsatisfactory, such as sparking and pitting of the collector ring.
Periodic collector ring resurfacing by grinding to correct this condition is considered routine main-
tenance, and normally collector rings have sufficient stock to last the lifetime of the generator. If it
becomes necessary to true up the ring surface more frequently than once every two or three years, the
reason for the ring surface deterioration should be sought out and corrected. Recommend resurfac-
ing rings (see section VI, GRINDING COLLECTOR RINGS) if any of the following conditions are
present:
1. Collector rings pitting or frosted surface in brush tracts, which cannot be removed by normal
cleaning.
2. Excessive brush vibration (see Paragraph III.E)
3. Excessive radial runout in brush tracks. If the ring contour shows bumps and hollows or flat
spots of .002 inches (0.0508 mm) or over in depth, or radial runout changes more than .0005
inches (.013 mm) per 3 inches (76 mm) indicator travel around the circumference. If previously
resurfaced, then runout may be elliptical. Check for changes in runout from previous records.
4. Excessive axial runout or taper. Brush tracks have excessive axial runout or taper if they are
grooved over .02 inches (0.508 mm) deep, or if there is an axially taper greater than .01 inches
per inch. Collector operation is tolerant to minor taper of the collector rings. Taper has the
greatest effect on support of brushes i.e. distance from the ring surface to the brush holder and
interchangeability.
The ring diameter can be reduced just to where the original spiral groove remains. If it appears nec-
essary to reduce the diameter below that level, General Electric Company has to be contacted. For
satisfactory collector operation a spiral groove is necessary, but not all collectors have sufficient stock
to allow deepening of the original spiral groove. In general collector rings without axial cooling holes
may be regrooved once.
15
C. Brush Wear
Brush wear is a function of numerous variables: brush material, ring material, ring runout and surface
finish, spring pressure, field current loading, cooling air cleanliness and temperature, ring film, ring
polarity, brush vibration magnitude and frequency, running speed, etc.
Brush wear will obviously vary between generators. The average brush life is typically between 4 to 6
months, which corresponds to about 1/3 to 1/2 inch of wear per 1000 hours of operation. It has often
been found that the brushes on the ring of positive polarity wear more quickly.
D. Brush Pressure
Recommended brush pressure is in the range of 11 /2 to 2 psi [10.3-13.8 kPa (105-141 g/cm)] for high-
speed rings (3000 RPM or higher) that have a good contour and low vibration amplitude. Constant
pressure springs with a design pressure slightly greater than this are used to allow for operation on
rings that experience signs of wear and vibration.
E. Brush Vibration
Excessive collector vibration can result in brush bounce, arcing and ultimately a flashover. Thus it is
important to monitor brush vibration magnitude and dominant frequencies on several specific brushes.
Assuming unchanged generator balance, brush vibration can be expected to increase slowly over a long
period of time due to collector ring wear. The collector rings will wear slowly, generally into a series
of peaks and valleys around the periphery and varying between the different brush tracks.
If brush vibration is allowed to increase excessively, a point in time will be reached when the brushes
are no longer able to maintain ring contact around the entire periphery and will start bouncing and
arcing. At this time, arc erosion of the ring surface very quickly deepens existing valleys. From this
point on, brush vibration will increase much more quickly with time and will result in brush damage
or sparking, collector ring pitting, and ultimately a flashover if not corrected.
There is no single value of brush vibration magnitude that signals the start of brush bounce because
the outward radial force on the brush is a function of brush mass and the acceleration, not the displace-
ment. Fairly high radial brush displacement magnitudes can be tolerated up to the 1 per rev operating
frequency, i.e. due to shaft span unbalance. But many peaks and valleys in the ring periphery give a
higher vibration frequency and consequently higher force on the brush, since the acceleration is pro-
portional to the square of the frequency.
It has generally been found that brush vibration magnitudes on 3600-rpm collectors of less than 6 mils
pk-pk (0.152 mm) will result in acceptable performance. However, vibration in the order of 15 mils
(0.381 mm) indicates that severe trouble is not far away. Since the brush acceleration, not vibration
magnitude, is the key to acceptable performance of the carbon brushes in the presence of vibration,
somewhat higher vibration magnitudes can be accommodated at lower vibration frequencies. Like-
wise, if the vibration frequency is higher than 3600 rpm (2/rev vibration for example) or if a local
highspot on the ring is causing rapid acceleration of the brush, lower vibration magnitude guidelines
would apply. The curves in Figure 7 express the variation of the vibration magnitude guidelines as
a function of the vibration frequency. For example, for 3000-rpm collector systems, 1 per rev brush
vibration magnitudes of less than 9 mils pk-pk (0.229 mm) will result in acceptable performance. At
the lower operating speeds of 4 pole generators, the ability of the collector to operate reliably will not
be determined as much by brush acceleration; instead, other mechanisms related to the magnitude of
16
vibration can result in long term deterioration of the carbon brush collector system. For this reason,
the region of acceptable vibration magnitude is limited to 10 mils (0.254 mm) as shown in the curve.
Past experience has shown that the objective of maintaining low vibration levels has contributed to an
excellent collector reliability record. In-service maintenance programs should continue to work to that
objective as depicted by staying within the “acceptable” region of the curve. It is important to recog-
nize that these curves represent guidelines and that careful inspection of the brushes and tracking of
vibration magnitudes is important, particularly if the vibration levels are in the regions designated as
“marginal” or “trouble may be imminent”.
Figure 7. Acceptable Vibration Levels for Generator Collectors.
It is recommended that a plot of vibration magnitude of selected brushes, measured weekly, be made
against time, as indicated in Figure 8. If vibration begins to increase rapidly with time, investigation as
to possible causes should be initiated immediately and corrective action taken.
17
Figure 8. Long-Term Brush Vibration.
Brush and collector surface vibration can be measured by mounting a vibration detector (accelerom-
eter, etc.) on top of a light insulated rod and carefully placing the rod in contact with the top surface
of a brush. Applying firm pressure to the brush will provide a reading of the collector ring surface
vibration. Applying very light pressure will provide a reading of the brush vibration. If the brush is not
remaining in contact with the ring, these two measurements will differ. And this indication of brush
bounce indicates that the ring surface should be inspected for pitting or high spots and that maintenance
of the ring surface may be required.
F. Brush Types
With few exceptions, collectors require a low density, nonlaminar brush with reasonable transverse
strength and low selectivity; e.g., one that does not result in any single brush carrying more than its
share of current by a percentage that is very large. Abrasiveness should also be low. As a general rule,
the higher the ring speed, the softer the brush.
The brush grade selected for the rigging is based on years of operational experience. Do not substitute
a brush grade different from those provided with the unit unless it has been recommended by General
Electric Company. In the selection of a different grade of brush, it is important to furnish a complete
list of difficulties experienced with the original grade. In general, however, it has been found to be
more effective to eliminate the basic problems rather than to mask them with a special brush grade.
Do not use brushes other than those specified for the removable brush magazine.
G. Ring Film
Ring film is vital to good collector performance and is essential to continued efficient operation. After
a good ring film is established, brushes do not touch the steel at all, for they ride on a protective glaze
or coating over the ring surface. This is analogous to a journal sliding on a thin film of oil without
touching the bearing that supports it.
18
Normally, ring films are a few microns thick and composed mainly of brush material with a top layer
of water molecules whose source is moisture taken from the air. It is this layer of water molecules
adhering to the surface of carbon crystals that gives a film its lubricating properties and allows brushes
to operate with minimum friction and wear rates.
The purpose of the design in general and the brush in particular is to automatically produce and maintain
this film with minimum attention from operators. If ring film problems are noticed, contact General
Electric for assistance.
H. Humidity
Ideal moisture content for brush operation is approximately 50 grains of water per pound of dry air (7 g
water per kg dry air), which roughly corresponds to a relative humidity of 30% at 80F (26.7C). Shorter
brush life may be expected if the water content drops below 20 grains (2.9 g) or 10% relative humidity
at ordinary temperatures. Low humidity conditions may be improved by substituting specially treated
brushes that contain a hygroscopic additive or adding moisture by means of humidifiers, special coolers
or steam vapor to the surrounding atmosphere. High humidity above 100 grains of moisture per pound
(14.3 g water per kg dry air) is also troublesome if contaminating gases are present.
I. Contaminating Gases
Hydrogen sulfide, sulfur dioxide, chlorine, fume from carbon tetrachloride and other air contaminants
can affect brush operation adversely by causing undue concentrations of unwanted materials in the ring
films or brush faces. Such contamination can be reduced by the application of special chemical filters
containing activated charcoal to the ventilating system.
J. Changing Polarity to Compensate for Unequal Collector Ring Wear
If collector ring wear is significantly different between rings of opposite polarity, reversing the polarity
of the rings (see Paragraph II.Q) to put the faster wear on rings with the greater diameter may improve
ring life. However, the improvement is often minor and other factors such as contamination or surface
roughness may be the actual causes of differences in ring wear. If these problems are present, correct
these and do not change polarity and thereby maintain previously established collector ring films.
IV. PERIODIC CHECKS AND INSPECTIONS
A. Collector Preventive Maintenance — Overview
1. Daily
a. Check for sparking
b. Brush chatter
c. Loose, frayed or blued pigtails
d. Dust or oil
e. Changes from previous conditions
f. Short or worn out brushes
19
2. Weekly
a. Check for overheating
b. Spot-check vibration and record
c. Spot-check removal of a brush
d. Examine brush springs and connections
e. Check for brush hang-up
f. Inspect air filters
3. Monthly
a. Observe ring with strobe light
b. Plot vibration on long-term chart
4. Shutdown
a. Take runouts in each brush track
b. Examine for worn parts and replace
c. Check bolts for tightness
d. Clean off dirt and dust
e. Inspect air passages
5. Do not do these things
a. Leave cleaning solvents on rings
b. Mix brush grades
c. Substitute brush grades without manufacturer’s agreement
While collectors and brushes are intended to give trouble-free service, they are, nevertheless, moving
parts subject to wear and require reasonable attention and periodic servicing. Vigilance can minimize
some difficulties and prevent others before they occur. A systematic routine at stated intervals will
ensure that proper attention is given when needed. Such a routine would include the following, with
modifications to suit operating conditions and station requirements:
B. Daily Inspections
During visual inspection from observations through the housing windows, look for the following:
1. Unusual sparking between brushes and rings
20
2. Chattering of brushes or brush springs
3. Loose or bent handle flange
4. Loose, frayed, blued or burned off pigtails
5. Accumulation of dust or oil
6. Any noticeable increase in noise level or operating temperature
7. Any perceptible change from normal conditions such as an abnormal change in indicated gener-
ator field temperature or voltage or collector air temperature rise
8. Check the appearance of ring surfaces and of the brush films on the rings for any change from
normal.
9. Replace any short or worn out brushes. Replace any brushes that have tight pigtails or that have
worn so their tops are within 1/8 inch (3.2 mm) of the top of the notch in the wear gage plate.
C. Weekly Inspections
Inspection should be made by an electrician, or other person qualified by experience to make a more
thorough investigation of the daily inspection items listed above and, in addition:
1. Ascertain whether or not the equipment is running at normal temperature or at an abnormally hot
temperature. The temperature may be judged without actually touching anything by passing the
hand in close proximity to brushes and rings and in inlet and outlet air streams where these are
accessible. If overheating is evident, investigate the reason.
2. Spot-check and record the vibration level on a few specific brushes on each ring for plotting on
the long-term vibration chart (Figure 8). Also check for an increase in the vibration level on the
brush holder rigging.
An insulated rod connected to a vibration indicator is needed to make the measurements on these
electrically energized parts. For safety reasons, it is well to hold the hand not being used behind
the back while this is done.
3. See that all brush magazines are aligned and have not shifted position.
4. Remove at least one magazine from each ring per paragraph II.J and III.A. Examine brushes for
pitting, edge chipping, grooving or threading.
5. Before replacing the brush, note the amount of carbon dust at the tips. Examine the inside of the
pins carefully, particularly the end, for hardened deposits of carbon. If any obstructions exist,
remove and clean per paragraph II.J. Check the remaining holders.
Examine the wedge surfaces for cleanliness and smoothness. Ensure that the 4 magazine holding
bolts are tight. Turn the handle back and forth to determine if the Belleville springs are preloaded.
Broken springs or a loose shaft-to-handle bolt will show up in the form of a loose handle.
6. Examine the constant-pressure springs for cracks or loose rivets.
21
7. Check for excessive pigtail heating. This may be caused by a loose pigtail connections to brush
or poor contact at the brush terminal. If the connection is loose, tighten or replace the brush as
necessary.
8. Inspect the condition and mounting of the air filters and clean or replace them as necessary. In
removing mechanical filters such as Dust Stop, Farr, etc., the outer surface on the inlet side should
be vacuum cleaned before disturbing the filter. If this is not done, the suction of the ventilating
fan will pull these dust particles into the housing as they become dislodged during removal.
D. Monthly Inspections
With the following additions, these inspections are otherwise the same as weekly inspections. The
purpose of these additions is to cross-check for any occurring signs of wear that may have escaped de-
tection and to provide a written running record of brush and ring wear, vibration amplitude and general
overall performance. If rings are wearing or vibration is building up, this should be recorded. A review
of this record as a scheduled outage or period of overhaul approaches may give a good indication of
what servicing, if any, is required.
1. Look closely at the rings under a strobe light for signs of either markings or wear not otherwise
visible.
2. Plot the vibration magnitude of the brushes measured on a long-term vibration graph, as shown
inFigure 8, and note changes in trends.
If the measured brushes operate at high vibration levels, a vibration measurement of all brushes may
be justified. This will give an idea of whether the problem is confined to one ring or to specific brush
tracks.
E. Servicing during Shutdowns
A review and comparison of operating data that has been periodically recorded, together with a final
inspection, should provide enough information so that any necessary work can be scheduled and new
parts or necessary equipment made available before the outage. This particularly applies to the time and
equipment for grinding rings, if necessary. After shutdown, recommended procedures are as follows:
1. With the unit on turning gear, indicate each brush track and record the runout pattern. If rings
have been ground at speed, they may not be round but elliptical to suit the vibration pattern of the
machine. Part of the traverse indication will be unusable as read because of the interference of
the grooving, which allows the indicator button to give a false reading. If the ring runouts exceed
limits in paragraph III. B, then true their surfaces by grinding them (see section VI, GRINDING
COLLECTOR RINGS).
2. Replace any worn constant-pressure springs.
3. See that all brush holder rigging bolts are clean and tight.
4. Remove any dirt or carbon dust from fan guards, blades and ring. Inspect for proper clearance.
5. Give ring insulation, rigging and housing a thorough cleaning.
6. Inspect air passages for any accumulations of oil, dirt or other obstructions.
22
7. If the cleaning process has left accumulations of dirt on the collector rings, clean them with clean,
lint free rags. Use of solvents should be minimized due to their impact on the brush film.
8. If the rings have been ground, establish a new film before applying full current. If the grinding
has reduced diameters of one polarity appreciably more than the other, see paragraph III. K to
determine if the ring polarity should be reversed.
9. Perform an insulation resistance test on each polarity of the rigging to ground with a 500-volt
megger, both before and after the brushes are in place. Minimum values, without drying out,
should be greater than 2 megohms before startup. Lower values should be referred to General
Electric Company. Follow manufacturers instructions relating to the static excitation components
prior to performing this test.
F. Technical Support
In case of difficulty with the brush rigging or collector rings, which cannot be corrected by reference
to these instructions, it will help if the following information is submitted to the General Electric Com-
pany:
1. Complete description of the specific trouble and generator serial number
2. Grade of brush being used
3. Average excitation current on the generator
4. Unusual atmospheric conditions, including temperature, humidity, and gaseous or solid contami-
nants
5. If the difficulty is associated with one polarity, state which, as determined by a voltmeter
6. Approximate brush vibration and shaft vibration at the adjacent bearing
7. Average brush life being obtained on each polarity
8. Date rings were last resurfaced and method used.
9. History of any other maintenance activities performed on the collector assembly.
By submitting a complete report of this type, the General Electric Company can more accurately diag-
nose the trouble and suggest corrective action.
V. COLLECTOR FLASHOVERS
A. General
The most serious collector problem is a flashover. In most cases, it can be prevented by proper main-
tenance.
The term collector flashover describes the opening of the highly inductive generator field circuit at
either one or both collector polarities. Breakdown of the insulation separating the two polarities that are
at different electrical potential is a very rare occurrence. The open circuit is the result of a progressive
23
loss of contact between the ring and brushes, causing the current to be transferred by arcing across the
gap until the gap becomes too large for the arc to be sustained. This action is similar to very slowly
opening a knife switch in an inductive circuit. On the collector, the arcing itself is the mechanism for
increasing the gap and results in excessive ring and brush holder heating and pitting.
To compensate for the energy lost during the heavy arcing prior to flashover, the automatic voltage
regulator simply calls for higher exciter output to keep the generator terminal voltage constant. This
action can be detected indirectly as an erratic and generally higher indicated temperature on the gen-
erator field temperature recorder, since the recorder uses the quotient of excitation voltage to current,
both measured on the brush rigging side of the collector. Therefore, erratic behavior of a generator
field temperature recorder (if provided) should not be automatically regarded as recorder malfunction
but should be looked upon as a warning of possible collector arcing.
B. Causes
The conditions that lead to a flashover are progressive; therefore it is necessary to recognize and heed
the early warning signals during routine maintenance to prevent serious trouble.
The most common causes are failure to periodically inspect and replace worn down brushes, extremely
high vibration due to a rough ring, brushes hanging up in holders, cooling air contamination and severe
selectivity. Clearly, performing the prescribed maintenance can eliminate further complications.
Selectivity, which in this context refers to the unwillingness of the parallel brushes to share current
equally, is a natural phenomenon on slip rings. In mild forms selectivity leads simply to high brush
wear on those brushes consistently carrying high current, but it has been found that most brushes go
through cycles of high and low current conduction for an averaging effect. In extreme cases selectivity
can render the over-loaded brushes ineffective by burning off their copper pigtails, further overloading
the remaining brushes and thus causing a runaway of this condition. Aggravating circumstances such
as high brush vibration, hung up brushes, oil contamination, or mixing of brush grades on the same
ring are usually present before extreme cases occur.
No matter what cause is blamed for a flashover, it takes time for conditions to deteriorate until the
actual flashover occurs. More and more individual brushes become inactive as they lose contact or
their pigtails are burned off until finally the only way for the current to continue flowing is by arcing
across the gaps between the rotating and stationary parts of the collector assembly. This is the stage
during which the rings get pitted, brushes vaporize and brush holders melt (see Figure 9 and Figure 10).
24
Figure 9. Dual Outboard Collector Ring Flashover Damage.
Compare its eroded surface with the undamaged inboard ring on the left.
Figure 10. Brush holder Damage from a Flashover.
Note that only one brush still has a pigtail; the pigtails burned off on the other two brushes.
The severe arcing sometimes goes on for hours, even days, before the gap increases to the point where
the arc breaks down and the field circuit opens, completing the flashover.
25
This information has been gleaned from field temperature recorder charts inspected after a flashover.
In summary, most collector flashovers can be prevented by proper maintenance. This includes replac-
ing short brushes, frequently observing the brush and ring conditions to determine the need for ring
resurfacing, and checking for the cause of a field ground indication and erratic field temperature be-
havior.
VI. GRINDING COLLECTOR RINGS
A. General
Should grinding of rings become necessary, it is strongly recommended that the work be done by a GE
approved service shop who are experienced in servicing collector rings and may recognize problems
resulting in resurfacing.
1. There are two basic methods of grinding collector rings: (1) at rated speed and (2) on turning
gear. Mixing the two is generally not recommended.
2. Do not grind at intermediate speeds.
3. If ground at speed, line up stone with major axis.
4. Be sure that entire periphery is touched by finishing stone.
5. Remove metal slivers from edges of spiral grooves.
6. Finish ring surface to required finish per Paragraph II.B.
Most brush wear patterns in collector rings can be classified into two types: a groove that reduces
the ring diameter on the brush tracks but leaves the ring round, or a wearing that changes the original
roundness of the ring to an irregular contour of high spots and valleys. If the rings remain round, the
grooving will not affect operation until the wear grooves are worn deep enough to damage brushes when
axial ring movements due to rotor expansion or contractions occur. However, if the rings develop an
irregular contour around the periphery, a few mils' wear may be sufficient to damage brushes or cause
sparking. The reason for this is that the frequency of diameter change rather than the amount of change
results in a high rate of radial acceleration, and, consequently, produces damaging brush impacts and
sparking. A few mils' change in diameter occurring in 5 of rotation can be more damaging than a
much larger change occurring in 360.
Prior to the time when rings are to be ground, give rings, brushes and holders a thorough inspection
per Paragraph IV.
If vibration has been severe, do not reapply any of the brushes. Even though some may have consider-
able usable length, they have been subjected to vibration fatigue, are probably worn at pin holes, and
possibly have been excessively heated so that their binder is damaged. Install a set of new brushes.
Estimate the depth of the wear grooves and taper on the rings per Paragraphs IV. E and III. B, and if
they are above recommend limits, machine on turning gear prior to grinding at speed to true up the
collector rings.
26
Unless the vibration pattern is known from previous experience, record brush vibration to determine
whether readings are fairly constant or whether they have a variation from high to low in the form of
an elliptical pattern. For the latter, it is best to take the readings more than once and plot the results on
polar coordinate paper to establish the major and minor axes of vibration pattern. This should be the
same for all rings on the machine. The major axis is the line to which the cutting tools should be set.
Note also the amplitude of shaft vibration at the deflector fit and near the collector rings by means of
a shaft stick and vibration indicator. If this is excessive, a balance refinement may be required before
rings are ground.
B. Choices and General Guidelines
There are two acceptable methods of grinding: at rated speed with a rigid stone or on turning gear
with a rotating grinding wheel. When grinding on turning gear, the objective is to get the collector ring
round, and with good shaft balance, this is how the ring will essentially appear to the brushes at speed.
When grinding at rated speed, the objective is to compensate for shaft vibration to make the ring appear
“round” at speed; in other words, “grind out” the vibration. But later changes in rotor balance will also
change the effective ring contour. If properly done, either method will accomplish the objective of
giving the brushes a continuous and polished surface on which to ride.
Grinding at intermediate speeds is definitely not recommended. One reason for this is the generator
shaft usually has critical speeds below running speed and the shaft vibration pattern characteristic to
that particular intermediate speed would be ground out, possibly resulting in a rather non-uniform ring
periphery at rated speed. Furthermore, prolonged running at intermediate speeds may damage some
turbine components.
When collector ring resurfacing is required, several factors should be considered before-deciding which
way to do it. The type of equipment available, the experience possessed by the person to do the job,
and the availability or capability of the turbine-generator to be on turning gear or at speed electrically
unloaded for the necessary time all should be considered.
Precautions have to be taken, prior to grinding on turning gear, that the shaft is turning smoothly in its
bearings, that the collector shaft extension is not unduly flexible and that turning gear operation is not
jerky. These things have to be checked out since, especially on some older units, their existence may
not give any choice but to grind at speed.
Usually there is less time pressure while on turning gear. On any collector grinding job, the last opera-
tion should be the removal of metal slivers from the edges of the spiral grooves; this cannot be done at
speed. This means, after grinding at speed, the unit should come down again, or the metal slivers will
cause rapid brush wear. It may be more convenient to do the entire resurfacing operation on turning
gear.
Whatever method is chosen, there are two factors of utmost importance: (1) the ring surface contour
should be smooth without sharp peaks and valleys that result in high brush acceleration and possible
brush bounce, and (2) the polish ring surface to meet paragraph II. B finish.
There is a danger in doing most of the metal removal on turning gear and then finishing at speed.
Because the ring contour looks differently at speed since it reflects shaft vibration, the finishing stone
does not necessarily touch the entire ring periphery but only the high spot or spots. The ring may thus
27
end up with an irregular contour. Therefore, if only the finishing is done at speed, it is imperative that
enough metal is removed to completely grind out the shaft vibration pattern.
C. General Equipment Guidelines
Collector rings with axial cooling holes are generally heat treated to a hardness of between 280 and
320 Brinnell. Other rings have a Brinnell hardness somewhat lower (230 to 270). To cut them dry on
turning gear will require cutting tools suitable to minimize chatter and produce the required surface
finish.
The rigging to support the tooling from either the housing base or the floor should be ready before the
machine is taken out of service. It should provide a firm, rigid support to the base or foundation.
Plan to conclude the resurfacing of rings with the polishing stone and do not depend on the use of
crocus or similar material for a final polish. Those may give the rings a very high polish but may also
produce smear metal.
D. Vibration Patterns
The preceding is a general description of how to determine from conditions at the collector rings what
the proper machining procedure should be, what equipment and new parts are necessary and the re-
quirements of the setup. Major considerations are the amount of metal to be removed and the angular
position on the ring periphery at which the tooling should be set. In general, one of the two following
machining procedures should be used, depending upon vibration pattern: (1) no pattern to brush vibra-
tions or a circular pattern, or (2) amplitudes have elliptical pattern. General procedures for these are as
follows:
1. Case one: no pattern to brush vibrations
a. Objective is to remove wear marks, restore the rings to roundness and polish them for oper-
ation.
b. Guidelines / Procedure for Grinding Rings at Rated Speed
(1) Set up tooling.
(2) On turning gear, machine to remove all wear marks from the rings. Rings are very hard
so appropriate cutters should be used to avoid work hardening of rings. When finished, the
rings will be round within the limits of the bearings on turning gear.
(3) Grind rings at speed. Note the cutting action with the strobe light and continue grinding
until tool marks disappear. Particular care should be exercised to avoid obstructions that may
project beyond the ring diameter.
(4) Check the vibration with a brush and indicator. It should not be greatly different than the
collector end shaft vibration.
(5) Polish collector rings, check surface with strobe light, and recheck the vibration.
(6) Remove the feather edge from the groove edges.
28
c. Results
The rings should be round, have a fine bright polish, meeting requirements of paragraphs
II. B, III. B, III. E (vibration), and IV. E, and show no irregularities or markings. With the
rigging in place and brushes back in the boxes and seated, they should not have a vibration
amplitude significantly higher than that of the shaft. Two mils' (0.051 mm’s) brush vibration
after grinding is fairly common, with rings that have been ground to less than one mil (0.025
mm) runout.
2. Case two: elliptical pattern to brush vibrations
a. Objective: To remove wear marks from the rings, grind them to an elliptical shape whose
minor axis corresponds to the major axis of the vibration at speed and polish the rings.
b. Procedure/ Guidelines
(1) Machining on turning gear can be the same as that of the previous case. Position tooling
for cutting at speed parallel to the major axis of vibration.
(2)At rated speed, measure collector ring vibration on both axes. Half the difference of the
two is the theoretical minimum vibration limit to which the rings can be ground. For example,
if one axis reads 10 mils (0.254 mm) and the other 6 mils (0.152 mm), the final result will
theoretically not be better than 2 mils (0.051 mm).
(3) Grind the rings, taking frequent vibration readings until the axes are within two mils of
each other. The tooling should hit first at one spot only and gradually increase the portion of
the circumference covered to include most of the ring. This may be watched with the strobe
light.
(4) When the two axes are within two mils (0.051 mm) of being equal, grinding is complete
and polish rings to finish per Paragraph II.B.
(5) Return the machine to turning gear and remove feather edges from the grooving.
If the difference between the two axes is small, less than 2 mils, omit the operations on turning
gear and tooling mounting need not be on major axis but at any location that is convenient.
Start with a coarse grinding, and when the strobe light shows this to be cutting all around
the ring and wear marks have been ground out, finish grind and then polish. No vibration
readings need be taken during the process; the end results have already been determined by
the difference in the two axes.
c. Results
Rings finished by either of these last methods will not be round; they will be elliptical. How-
ever, it is what the brushes see at speed that is important rather than the contour read by an
indicator on turning gear.
29
GEK 46097D
January 2002
GE Power Systems
Generator
Journal Bearings
I. JOURNAL BEARINGS
The journal bearings are Babbitted steel shells. Figures 1 and 2 show the two types of bearings commonly used.
The journal bearings are made in two halves in order to permit removal of a bearing without removing the rotor.
The bearing halves are kept in alignment by dowels in the horizontal joint and held together by cap screws.
Since bearing halves are machined as a unit, they must be kept together as a matched set and never be inter-
changed with other bearing halves. The oil inlet holes in a bearing are sized to form the orifices for the bearing.
There are no orifices used in pipelines to the bearings.
A portion of the drain oil is forced up through the top of the bearing and bearing cap to the sight flow and ther-
mometer or other temperature indicating device. This provides a means of checking the oil flow to each bear-
ing as well as the temperature of the oil leaving the bearing.
OIL HOLES TO OIL HOLES TO

SIGHT FLOW AND SIGHT FLOW AND
THERMOMETER THERMOMETER
UPPER HALF
UPPER HALF
STEEL OIL INLET STEEL

SHELL HOLES SHELL OIL INLET
LOWER HALF BABBITT
OIL DRAIN HOLES
BABBITT
HOLES LOWER HALF
Figure 1. Axial Groove (Cylindrical Bore) Journal Bearing Figure 2. Elliptical Bore Journal Bearing
GEK 46097D Journal Bearings
A. Inspection of Bearings
It is usually not necessary to inspect a journal bearing between regular overhaul or inspection periods un-
less there is some indication that such an inspection is necessary.
At the regular overhaul period each journal bearing should be inspected for clearance, condition and align-
ment. The pinch fit between the ball of the bearing and the ball seat of the bearing bracket should also be
checked.
The upper halves of all bearing brackets (bearing caps) can be removed in order to provide access to the
journal bearings.
B. Checking Bearing Clearance
The diametral clearances for elliptical journal bearings are 0.00133 inch vertical per inch (0.00133 mm/
mm) of journal diameter, 0.00266 inch horizontal per inch (0.00266 mm/mm) of journal diameter. The
diametral clearance for axial groove, cylindrical bore, journal bearings is 0.00133 inch per inch (0.00133
mm/mm) of journal diameter. Clearance measurements should be taken with the turbines at ambient tem-
perature. There are various methods for measuring the clearance between the turbine shaft and a journal
bearing; however, one of the simpler methods is outlined below. This method does not require lifting the
rotor or removing the lower-half bearing.
1. Remove the cap from the bearing bracket.
2. Unbolt and remove the upper-half bearing. The upper half is doweled to the lower half. Protect the
bearing and journal surfaces.
3. Wipe the bearing and journal surfaces with a lint-free cloth.
4. Lay a piece of soft lead wire on the journal surface between X and Y, Figure 3.
Note: To protect the Babbitt from damage, the soft lead wire should not be
over 0.010 inch (254 mm) larger in diameter than the larger diametral
clearance. For instance, if the clearance for a particular journal bear-
ing shows 0.013 to 0.015 inch (0.330–0.381 mm), do not use soft lead
wire over 0.025 inch (0.635 mm) in diameter. If wire with a larger diam-
eter is used, place shims that are correspondingly larger on the horizon-
tal joint of the bearing before the final measurement of the compressed
wire. When using shims in the horizontal joint, cover as much of the
joint as possible and particularly the area adjacent to the bolts.
ROTOR
X
A B
C D
Y
SOFT
LEAD WIRE L.H. BEARING
Figure 3. Checking Bearing Clearance and Alignment
2
Journal Bearings GEK 46097D
5. Replace the upper-half bearing and bolt it down, being careful not to disturb the lead wire.
6. Remove the upper-half bearing and measure the compressed lead wire. The clearance is satisfactory
if it does not exceed twice the original design clearance.
C. Removing a Bearing for Inspection
To examine a journal bearing it is necessary to remove the entire bearing. The upper half of the bearing
is removed as described in the preceding paragraph, steps 1 and 2. To remove the lower half of the bearing,
it is necessary to lift the shaft sufficiently to remove its weight from the lower half of the bearing, after
which the lower half can be removed. Lifting the shaft is accomplished with the rotor jacking device fur-
nished with the tools. The procedure for removing the lower half of the bearing is as follows:
1. Remove the lower half of the oil deflector(s).
2. Install the rotor jacking device (see Figure 4).
JACK
SCREWS
SHAFT
BUTT
YOKE
RING
BEARING
BRACKET
Figure 4. Jacking Device for Rotor
3. Alternately tighten each jack screw the same number of turns, one turn at a time, so that the shaft will
be lifted vertically from the bearing surface, after which the lower-half bearing can be removed.
4. If the lower-half bearing is too heavy to be rolled out without mechanical assistance, screw an eyebolt
into the tapped hole on the joint of the lower-half bearing. Use the tapped hole on the same side of
the bearing as the dowel that is used to prevent rotation of the bearing.
5. Hook a lifting sling into the eyebolt and start to lift the lower-half bearing. It may be necessary to ad-
just the lifting rig during the operation in order to pull the lower-half bearing in a circular motion so
it can be removed after it has cleared the shaft.
Unless a bearing is severely wiped or scored, or the Babbitt broken, clean the bearing and replace it.
D. Installing and Aligning a Bearing
When a journal bearing is replaced it is essential that the bore be aligned parallel with the axis of the jour-
nal. It cannot be assumed that because the bearing has a ball seat it will automatically align itself with
3
the shaft. For misaligned bearings, the unit loading is increased and the maximum oil–film pressure may
increase considerably, resulting in higher oil-film temperatures.
Examine the ball of the bearing and the ball seat of the bearing bracket to make sure there are no burrs
or imperfections that will interfere with the seating of the bearing. Dress the surfaces, if necessary, and
make sure they are clean.
Before the bearing is replaced, wipe the bearing and journal surfaces with turbine oil, then proceed as fol-
lows:
1. Roll the lower half into position so that it will follow the ball seat of the bearing bracket.
2. Position the lower half so that twist is acceptable (see Figure 5).
3. Back off the jackscrews of the rotor lifting device so that the rotor resets in the lower-half bearing.
Do not tap the bearing after lowering the rotor as the surfaces of the bearing and the bearing bracket
are not necessarily parallel.
Positioning the lower-half bearing as in step 2, above, resulted in lining up the bearing in one direction
only. To determine if the bearing is tilted in its ball seat, use soft lead wire as outlined in steps 4 and 5 in
section B, CHECKING BEARING CLEARANCE.
4. Remove the upper-half bearing and measure the compressed lead wire at both ends (X and Y). Any
difference in thickness between X and Y will show which way and how much the bearing is tilted.
If the bearing is tilted, the rotor must again be jacked and the tilt corrected (see Figure 6).
5. When the tilt is corrected, replace the upper-half bearing.
6. Remove the jacking device and replace the oil deflector(s).
7. Replace the bearing cap.
E. Checking Pinch Fit of Bearing Cap
A journal bearing is kept in alignment in its bearing bracket by means of the pinch fit between the ball
of the bearing and the ball seat of the bearing bracket. The pinch fit should be between 0.001 and 0.005
inch (0.025 to 0.127 mm).
Figure 7 shows the method of taking measurements to check the pinch fit. The procedure is as follows:
1. Remove the bearing cap.
2. Lay a piece of soft lead wire on the top of the ball of the bearing at A, parallel to the shaft direction.
Use 0.020 inch (0.508 mm) diameter wire.
3. Place 0.015 inch (0.381 mm) thick shims on the horizontal joint of the bearing bracket at B and C,
covering as much of the joint as possible and particularly the area adjacent to the bolts and assembly,
and bolt down the bearing cap. Since the joint of the bearing bracket will be held open 0.015 inch
(0.381 mm) by the shims, the soft lead wire will be compressed to less than 0.015 inch (0.381 mm)
by an amount equal to the pinch fit.
4
inch)
Figure 5. Twist
5
inch)
Figure 6. Tilt
6
4. Remove the bearing cap and measure the compressed lead wire. If the wire measures between 0.015
and 0.020 inch (0.381–0.508 mm), there is no pinch fit. If the wire measures less than 0.015 inch
(0.381 mm), the difference between the measurement and 0.015 inch (0.381 mm) is the pinch fit. For
example, if the compressed wire measures 0.012 inch (0.305 mm), the pinch fit is 0.015 – 0.012 or
0.003 inch (0.381 – 0.305 = 0.076 mm).
5. If the pinch fit is between 0.001 and 0.005 inch (0.025 – 0.127 mm), remove the shims and replace
the bearing cap.
A
BEARING
CAP
BEARING
B SHAFT C
Figure 7. Checking Pinch Fit of Bearing Cap

If the measurement taken in step 4 shows that the pinch fit is either less than specified or nonexistent, it
cannot be immediately determined, without manufacturing drawings, whether the diameter of the ball seat
in the bearing bracket is too large, or the ball of the bearing is too small. The spare bearing should be
installed, aligned properly and another pinch fit taken to see if the situation is corrected.
Where the bearing housing assembly includes both a bearing and bearing ring, the following procedure
is required to obtain assembly pinch:
6. With bearing cap and upper half of bearing ring removed, arrange shims and wires at horizontal joint
of bearing ring and wire at top of bearing ball as outlined above.
Assemble and bolt down upper half bearing ring. Remove upper-half bearing ring. Measure thickness of
wire at bearing ball against thickness of wire at joint to verify pinch, as stated above.
7. Reassemble bearing and bearing ring (without shims or wire).
With bearing cap removed, arrange shims and wires at lower-half horizontal joint and top of bearing ring.
Assemble and bolt down bearing cap. Remove bearing cap. Measure thickness of wire at bearing ring
against thickness of wire at cap joint to verify pinch, as is stated above. The pinch, fit should be between
0.001 and 0.005 inch (0.025 – 0.127 mm).
It is very important that care be taken to follow procedures precisely because minor deviations can affect
final readings considerably.
If the check of the pinch fit is less than required, contact the factory.
7
II. INSULATED BEARING

The insulated bearing consists of an outer ball seat casing (8 and 13, Figure 8), insulating shims (9 and 12),
and an inner casing (10 and 11). The outer casing is held by the bearing bracket and clamped by the pinch fit
of the mating ball seat in the bearing bracket cap. The two halves of casing (8 and 13) are also bolted and dow-
eled together.
With insulation shims (9 and 12) in place, inner casing (10 and 11) is bolted to outer casing (8 and 13) by insu-
lated bolts (5).
All parts are split horizontally to facilitate assembly and disassembly.
III. INSPECTION AND MAINTENANCE
Bearings should be inspected during the regular inspection period. Check the assembled lining for electrical
grounds. Insulation must have 100,000 ohms’ [100 kΩ] minimum resistance (measured with a 500-volt meg-
ger) between inner and outer rings.
Note that inner and outer rings should not be disassembled because it is machined as an assembly. If bolt insula-
tion pieces must be cleaned to obtain proper megger readings, only one bolt should be removed at a time.
8
10
A 3 4
13
12
5 11 14
6
7
2
1
OIL
FEED
BABBITT
10
9
8
A
SECTION A-A
Figure 8. Shaft Bearing
GE Power Systems

518 • 385 • 2211 TX: 145354
GEK 27070
Reformatted, August 1999
GE Power Systems
Steam Turbine
Oil Recommendations
I. RESPONSIBILITY OF OPERATOR
Temperature and pressure of the oil to and from the bearings shall be within the limits specified.
The oil purity shall be sustained by checking for water leaks, draining sludge and closely adhering to the
regulation set forth by the oil vendor for sampling, purifying and oil replacement.
II. RESPONSIBILITY OF OIL VENDOR
It is generally recognized that turbine lubricating oil should be a petroleum derivative free from water, sedi-
ment, inorganic acids or any materials which in the service specified will prove injurious to the oil or the
equipment, and there should be no tendency toward permanent emulsification nor rapid oxidation with the
formation of sludge.
The responsibility of supplying the proper oil for the lubricating system rests with the oil vendor and the tur-
bine operator. This responsibility includes specifications for flushing, purifying, inspection, and treatment
of the oil during operation and maintenance to insure satisfactory performance of the equipment in service.
III. RUST PREVENTION AND OXIDATION
In the normal operation of steam turbine, particularly during the starting and stopping periods, a certain
amount of water may find its way into, and become entrained in, the lubrication system. This water may come
from leaks in the oil cooler, packings at either end of the turbine, or from atmospheric condensation.
To meet this condition, it is essential that the oil have a preferential metal-wetting ability to coat the ferrous
metals of the system with a film of oil. Otherwise, the entrained moisture may be taken to, and deposited on,
the ferrous metal parts of the oil system and quickly start rusting.
It is recommended that the oil shall successfully pass the Referee Tests for rust prevention.
GEK 27070 Oil Recommendations
IV. OIL PURIFYING SYSTEM
In the servicing of turbine lubricants, it is expected the operator will be governed by the specific recommendations
of the vendor from whon the oil is obtained. However, the opinion of the turbine manufacturer is often sought
and in those cases, the following comments on water washing and clay filters are offered as a general guide.
It is recommended that the purification system be such as to remove all water and other foreign matter.
V. WATER WASHING
The following action taken by Section I of Technical Committee C, D–2 of A.S.T.M. at their June 24, 1946
meeting is endorsed:
“The committee went on record against water washing oils containing rust and ox-
idation inhibitors since experience indicates such practice may cause some reduc-
tion in inhibitor content. The only exception to this recommendation might be in
the case of contamination of the rust and oxidation inhibited turbine oil with corro-
sive materials which are water soluble. The committee sees no objection to water
washing straight mineral turbine oils if such practice is desirable to remove corro-
sive materials, oil deterioration products, or potentially corrosive contaminants.
It is recommended that, where water washing is employed, the water have a pH
of 6.5 to 8, and a conductivity of 2–5 µmhos/cm (2–5 µS/cm).”
VI. CLAY FILTERS
The following action taken by Section I of Technical Committee C, D–2 of A.S.T.M. at their June 24, 1946
meeting is endorsed:
“The committee went on record against the use of clay filters with rust and oxida-
tion inhibited turbine oils since experience indicates such filters will remove the
rust inhibitor and some types of oxidation inhibitor from present day rust and ox-
idation turbine oils.”
VII. DEFINITIONS AND TESTS
A. VISCOSITY
The viscosity or body of an oil is the measure of its resistance to flow. Saybolt Universal Seconds (SUS)
are the number of seconds required for 60 milliliters of oil to flow through the orifice of the Saybolt vis-
cosimeter at a specified temperature.
REFEREE TEST ASTM–D–88
2
VIII. TYPICAL OIL CHARACTERISTICS FOR TURBINE SETS
A. PHYSICAL PROPERTIES OF OIL
Saybolt Viscosity @ 100°F (37.8°C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140–170 SUS

Saybolt Viscosity @ 210°F (98.9°C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43–45 SUS
Minimum Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330°F (165.6°C)
Maximum Neutralization Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20 mg KOH/g
Rust Prevention Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shall Pass
Oxidation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 hours
B. OPERATING CONDITIONS
Maximum Viscosity before Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380 SUS

Minimum Oil Temperature before Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70°F (21°C)
Operating Bearing Inlet Oil Temperature . . . . . . . . . . . . . . . . . . . . . 120°F (48.9°C) (See Note 3)
Satisfactory Bearing Outlet Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . 140–160°F (60–71°C)
NOTE
1. Specific instructions for equipment prevail when they differ from this tabu-
lation.
2. No reference is made under these Typical Oil Characteristics for Turbine

Sets to the ASTM steam–emulsion number since these recommendations are
for inhibited oils.
Experience has indicated that the steam-emulsion number has little or no val-
ue when used in testing of inhibited turbine oils. This is consistent with the
action of ASTM Designation: D–157–36 which is as follows:
“Results obtained on rust and oxidation-inhibited turbine oils cannot be in-

terpreted in the same manner as in the practice with uninhibited oils. Steam–
emulsion numbers of such inhibited oils are not reproducible and the exis-
tence of any correlation to emulsion in service is considered doubtful.”
3. The temperature of bearing oil coolers should be held at 120°F (49°C). Devi-
ations from this temperature level are permissible within the following
ranges:
Shell and tube cooler 110–130°F (43–54°C)

Gravity flow cooler 115–120°F (46–49°C)
Bearings have been designed for 120°F (49°C) oil, therefore it is preferred to hold
oil inlet temperatures reasonably close to 120°F (49°C).
C. TEMPERATURE EFFECT ON VISCOSITY
Figure 1 is a viscosity-temperature chart which shows three oil curves. Although the viscosity of each
oil at 100°F (38°C) is quite different, a small temperature change will result in producing the same vis-
cosity in all three oils. To illustrate, the viscosity of the three oils is the same when No. 1 is at 100°F
(38°C), No. 2 at 126°F (52°C), and No. 3 at 138°F (59°C). In other words, the performance of bearings
3
GEK 27070 Oil Recommendations
5000
2000
1000
VISCOSITY – SAYBOLT UNIVERSAL SECONDS
500
300
150
100
70
50
45
40
–17.8 10 37.7 65.6 93.3 121.1
TEMPERATURE (°C)
37
0 50 100 150 200 250
TEMPERATURE (°F)
Figure 1. Viscosity Temperature Chart
or gears would be the same with each of the three oils if they were used at the three different temperatures
indicated. A study of these three curves will convince one that the range of inlet temperature must be
kept small in order to maintain the desired operating viscosity.
D. FLASH POINT
The flash point of an oil is the lowest temperature in degrees Fahrenheit at which sufficient vapors are given
off to form an inflammable mixture with air that will burn momentarily when a small flame is applied.
REFEREE TEST ASTM–D–92.
E. NEUTRALIZATION VALUE
The neutralization value is the weight in milligrams of potassium hydroxide required to neutralize one
gram of the oil and expresses the total amount of mineral acid and of the organic compounds having acid
characteristics.
REFEREE TEST ASTM–D–974–55T–0.20 MAX
4
F. RUST PREVENTION
This test is to determine the rust preventing characteristics of the oil in the presence of water.
REFEREE TEST ASTMD665–47T
G. OXIDATION
To determine the oxidation characteristics of the oil, the time measured in hours required to build up a
neutralization value of 2.0 mg KOH per gram of oil in a sample of oil subjected to temperature of 95°C
in the presence of water, oxygen, and an iron-copper catalyst.
REFEREE TEST ASTM–D943–54
5
Tab 22
Figure 1-1. Typical EX2100 Excitation Control
Figure 1-2. Typical EX2100 Excitation Control Components
1-2 · Chapter 1 Overview EX2100 Installation and Startup GEH-6631

Figure 1-4. EX2100 Cabinet Lineup Components
1-6 · Chapter 1 Overview EX2100 Installation and Startup GEH-6631

Cutout for Customer
Connections
ECTB
ECTB Wiring
(Refer to elementary sheet EXHS/EXTB
7A and 11A for details)
Control Rack
EPCT
PT1
(optional) PT2 Ethernet Link to ACLA
(Refer to elementary sheet 8A
CT1 and 11A for details)
CT2
Power Supply Rack

Breaker 1, 2
120 V ac, 15 A
Breaker 3
120 V ac, 5 A
EPDM DACA 1 (DACA

(FU1 – FU12 on EPDM, 2 optional)
refer to elementary sheet
7A and 11A for details)
Space Heater 1
(optional)
TB1
Cutout for Customer

Connections
Figure 4-1. Sample Component Layout, Exciter Control Cabinet
GEH-6631 EX2100 Installation and Startup Chapter 4 Cabling and Connections · 4-3
Ac Line Filter
Shaft Voltage Suppressor
LFU2 (optional), FU1 – FU3
LFU1, FU1 – FU3

EXAM
EDCF – M1
EACF
(optional) EDCF – M2
(optional) EDCF - C
Ac input from PPT
Phase A – Front Shunt
De-excitation Module
Phase B – Middle Shunt
Phase C – Rear Shunt
Ground Lug
(optional) PTB1 Dc Field Flashing (optional)

125 V dc, 15% AFNL
FF, FU1 and FU2
Space Heater 2 (optional)
Figure 4-2. Sample Component Layout, Exciter Auxiliary Cabinet
4-4 · Chapter 4 Cabling and Connections EX2100 Installation and Startup GEH-6631
Drip Shield (optional) Fans 4 – 6
(optional)
Dc Bus Connections
(optional) Fans 1 – 3
Ground Lug
EGPA M1
EGPA M2
Dc Contactors 41A, 41B
(optional)
Ac Disconnect
(less than 600 V ac
applications only)
Ground Lug
Ac Input Connections
(optional)
Dc Bus Connnections
Bridge 2
Bridge 1
Thermal Sensors
Figure 4-3. Sample Component Layout, Exciter Power Conversion Cabinet
GEH-6631 EX2100 Installation and Startup Chapter 4 Cabling and Connections · 4-5
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GEH-6632B
EX2100™ Excitation Control

User's Guide for 77, 53, and 42 mm
Thyristor Control Systems
These instructions do not purport to cover all details or variations in equipment, nor to provide
for every possible contingency to be met during installation, operation, and maintenance. The
information is supplied for informational purposes only, and GE makes no warranty as to the
accuracy of the information included herein. Changes, modifications and/or improvements to
equipment and specifications are made periodically and these changes may or may not be
reflected herein. It is understood that GE may make changes, modifications, or improvements to
the equipment referenced herein or to the document itself at any time. This document is intended
for trained personnel familiar with the GE products referenced herein.
GE may have patents or pending patent applications covering subject matter in this document.
The furnishing of this document does not provide any license whatsoever to any of these patents.
All license inquiries should be directed to the address below. If further information is desired, or
if particular problems arise that are not covered sufficiently for the purchaser’s purpose, the
matter should be referred to:
GE Energy
Post Sales Service
1501 Roanoke Blvd.
Salem, VA 24153-6492 USA
Phone: + 1 888 GE4 SERV (888 434 7378, United States)
+ 1 540 378 3280 (International)
Fax: + 1 540 387 8606 (All)
(“+” indicates the international access code required when calling from outside the USA)
This document contains proprietary information of General Electric Company, USA and is
furnished to its customer solely to assist that customer in the installation, testing, operation,
and/or maintenance of the equipment described. This document shall not be reproduced in whole
or in part nor shall its contents be disclosed to any third party without the written approval of GE
Energy.
GE PROVIDES THE FOLLOWING DOCUMENT AND THE INFORMATION INCLUDED

THEREIN AS IS AND WITHOUT WARRANTY OF ANY KIND, EXPRESS OR IMPLIED,
INCLUDING BUT NOT LIMITED TO ANY IMPLIED STATUTORY WARRANTY OF
MERCHANTABILITY OR FITNESS FOR PARTICULAR PURPOSE.
© 2004 General Electric Company, USA.

All rights reserved.
EX2100 is a trademark of General Electric Company, USA.

CIMPLICITY is a registered trademark of GE Fanuc Automation North America, Inc.
Ethernet is a trademark of Xerox Corporation.
Windows NT is a registered trademark of Microsoft Corporation.
Safety Symbol Legend
Indicates a procedure, condition, or statement that, if not

strictly observed, could result in personal injury or death.
Indicates a procedure, condition, or statement that, if not

strictly observed, could result in damage to or destruction of
equipment.
Note Indicates an essential or important procedure, condition, or statement.
EX2100 User's Guide GEH-6632 Safety Symbol Legend • a

This equipment contains a potential hazard of electric shock
or burn. Only personnel who are adequately trained and
thoroughly familiar with the equipment and the instructions
should install, operate, or maintain this equipment.
Isolation of test equipment from the equipment under test

presents potential electrical hazards. If the test equipment
cannot be grounded to the equipment under test, the test
equipment’s case must be shielded to prevent contact by
personnel.
To minimize hazard of electrical shock or burn, approved

grounding practices and procedures must be strictly followed.
To prevent personal injury or equipment damage caused by

equipment malfunction, only adequately trained personnel
should modify any programmable machine.
b • Safety Symbol Legend GEH-6632 EX2100 User’s Guide

Chapter 1 Equipment Overview
Introduction
The EX2100™ Excitation Control (EX2100 or exciter) produces the field excitation
current to control generator ac terminal voltage and/or the reactive volt-amperes. It is
a thyristor excitation system designed for generators on both new and retrofit steam,
gas, and hydro turbines.
This chapter introduces the exciter and defines the document contents. Its purpose is
to present a general product overview as follows:
Section/Topic Page
System Overview .....................................................................................................1-2
Hardware Overview..................................................................................................1-5
Software Overview...................................................................................................1-6
Technical Characteristics..........................................................................................1-6
How to Get Help.......................................................................................................1-8
Related Documents...................................................................................................1-8
Document Distribution ......................................................................................1-8
Chapter 2 Functional Description
Chapter 3 Printed Wiring Boards Overview
Chapter 4 Terminal Boards I/O and Equipment Connections
Chapter 5 Diagnostic Interface (Keypad)
Appendix A Warranty and Renewal Parts
Appendix B Ratings and Specifications
Glossary
EX2100 User’s Guide GEH-6632 Chapter 1 Equipment Overview • 1-1

System Overview
The exciter is a flexible modular system that can be assembled to provide a range of
available output currents and several levels of system redundancy. These options
include power from a potential, compound, or auxiliary source. Single or multiple
bridges, warm backup bridges, and simplex or redundant controls are available. An
overview of the turbine generator excitation system is shown in the figure Overview
of Generator and Exciter System.
Power for the exciter is drawn from a power potential transformer connected to the
generator terminals, or from an excitation transformer connected to an auxiliary bus.
Generator line current and stator output voltage are the primary feedbacks to the
exciter, and dc voltage and current is the controlled output to the exciter field.
The architecture supports Ethernet LAN (Unit Data Highway) communication with
other GE equipment including the GE Control System Toolbox (toolbox) for
configuration, the turbine control, the LCI Static Starter, and the HMI (operator
interface).
Figure Exciter One Line Diagram is a simplified one line diagram of the exciter
showing the power source, generator current and voltage measurements, control
module, power conversion module (PCM), and protection circuits. In the potential
source system, the secondary of the PPT is connected to the input of a 3-phase full-
wave inverting thyristor bridge. The inverting bridge provides both positive and
negative forcing voltage for optimum performance. Negative forcing provides fast
response for load rejection and de-excitation.
Either simplex or redundant Excitation control results from phase controlling the output of the SCR bridge
control is available. circuit. The SCR firing signals are generated by digital regulators in the controller.
In the redundant control option (Figure Exciter One Line Diagram), either M1 or M2
can be the active master control, while C monitors both to determine which should
be active and which should be standby controller. Dual independent firing circuits
and automatic tracking is used to ensure a smooth transfer to the standby controller.
1-2 • Chapter 1 Equipment Overview GEH-6632 EX2100 User’s Guide

Transmission Line
Step-up Transformer
Air Circuit Breaker (52G)
Current Transformers (CTs)
Potential
Transformers
(PTs)
Exciter Power
Potential
Transformer (PPT)
Turbine Generator
Controlled
dc to Field
Power Conversion
EX2100 Module (Bridge) Ac Source
Exciter
Control,
Data Highway to Turbine Sequencing, Instrumentation
Control, HMI, & DCS Protection
Overview of Generator and Exciter System

AC DC
AC
Load Diagnostic Unit Control
Interface Data Power
(Keypad) Highway Supplies
Customer I/O
CT Current
PT Voltage I/O
Bridge I/O
AC AC CB
Generator Aux
Source
Control Control Control

M1 M2 C
PPT
PCT (3) Compound

Source only
Linear Gating Selector
Reactors
(3)
AC CB or
Disconnect
Line Filter
Power
Conversion
Modules
(Bridge)
AC
Flashing
DC
Control
DC CB or
Contactor
Active Field Shunt

Ground Detector
PT: Potential Transformer
CT: Current Transformer
CB: Circuit Breaker
I/O: Input/Output
Deexcitation
PCT: Power Current Transformer
PPT: Power Potential Transformer
Crowbar
Shaft Voltage Suppression
Exciter One Line Diagram

Hardware Overview
The EX2100 hardware is contained in cabinets as follows:
• Control cabinet for the control, communication, and I/O boards
• Auxiliary cabinet for field flashing and protection circuits such as de-excitation
and shaft voltage suppression
• Power conversion cabinet for the power SCR cells, cooling fans, dc contactors,
and ac disconnect
The exciter's power converter consists of bridge rectifiers, resistor/capacitor filter
configurations, and control circuitry. An outside view of the cabinets for a typical 77
mm or 53 mm warm backup lineup is shown in the figure Exciter Cabinets (77 mm
and 53 mm WBU Typical). The components and bridge size vary for different
excitation systems and for the power output required.
Bridge sizes are referenced to the size of the SCR device used. 100 mm, 77mm, 53
mm, and 42 mm (equivalent) sizes are available. Bridge configurations of simplex or
single bridge, warm backup or redundant bridge, multiple parallel bridges (up to 4
total), and N+1 or N+2 online maintainable versions are available.
Control Auxiliary Contactors &

Cabinet Cabinet Disconnects
Fan
Drawers
Power
Conversion
Cabinet
Keypads
Exciter Cabinets (77 mm and 53 mm WBU Typical)

Software Overview
Microprocessor-based controllers (ACLx and DSPX) execute the exciter control
code. The software consists of modules (blocks) combined to create the required
system functionality. Block definitions and configuration parameters are stored in
flash memory, while variables are stored in random-access memory (RAM).
The exciter application software emulates traditional analog controls. It uses an open
architecture system, with a library of existing software blocks configured from the
toolbox. The blocks individually perform specific functions, such as logic gates,
proportional integral (P.I.) regulators, function generators, and signal level detectors.
The control selects one of two modes, either generator voltage regulation (Auto
Regulation), or direct control (voltage or current, depending upon the application).
Generator protection functions are integrated into the control, including over and
under-excitation limiting, power system stabilization, and V/Hz limiting.
The blocks can be interrogated while the exciter is running by using the toolbox. The
dynamically changing I/O values of each block can be observed in operation, which
is valuable during startup or troubleshooting.
Technical Characteristics
Summary characteristics for the EX2100 are as follows; for further details refer to
Appendix B.
Unit Specific ratings are provided on equipment nameplate and

supersede all information herein.
EX2100 Characteristics
EX2100 Approximate PCM Type Number of Number of Approximate Approximate

SCR Exciter Current PCMs Shipping Weight (pounds) Dimensions (l x w
Capability Splits x h)(inches)
42 mm 165 A dc Simplex or 1 1 1875 lbs 71 x 31.5 x 104.5
WBU, Conv. (simplex) (simplex)
3200 lbs (wbu)
42 mm 500 A dc Simplex or 1 1 1875 lbs 118.5 x 31.5 x
WBU, Forced (simplex) 104.5 (WBU)
3200 lbs (wbu)
53 mm 1000 A dc Simplex or 1 or 2 1 4000 lbs 112 x 31.5 x 104.5
WBU (simplex) 5600 (simplex, no aux)
lbs (wbu)
77 mm 2000 A dc Simplex or 1 or 2 1 4000 lbs 142 x 31.5 x 104.5
WBU (simplex) 5600 (wbu)
lbs (wbu)
100 mm 2800 A dc Simplex or 1 or 2 2 17400 lbs 198.5 x 48.5 x 106
WBU (2 PCM) (2 PCM)
100 mm 6000 A dc N+1 or N+2 3 or 4 2 20925 lbs 236 X 48.5 x 106
(3 PCM) (3 PCM)
100 mm 8000 A dc N 4 2 24450 lbs 275.5 x 48.5 x 106
(4 PCM) (4 PCM)

EX2100 Characteristics Description
Power Converter Module (PCM)
Forcing requirements 150% of design Amperes (EDA) for 30 sec at 40ºC (typical)
Power Sources
Power for the PCM – Voltage source Auxiliary bus
Generator terminals
Compound source
600, 1000 or 1300 V ac versions
Power for the PCM - Frequency 3-phase 50/60 Hz
Flashing power Battery source 125 V dc or 250 V dc, with up to 200 A for at least 10
sec
240 or 480 V ac, 50/60 Hz single-phase auxiliary source
Control power For two ac sources, or one ac and one dc source:
Nominal 120 V ac ±15%, with 1 DACA, 10 A rms max.
Battery source, 125 V dc, range 80 – 140 V dc, 10.6 A dc max.
Input/Output QTY
Potential transformers (PTs) 2 3-phase standard, single phase available

120 V ac nominal
1 VA nominal burden
Current transformers (CTs, 1 or 5 A) 2 Any two phases, single phase available

1 VA nominal burden
86G dedicated contact input 1 Open for trip
52G dedicated contact input 1 Closed for online
Trip rated contact outputs 2 At 125 V dc with relay break characteristics:

Resistive load 0.5 A
Inductive load 0.2 A
General Purpose contact inputs 6 Customer contacts, 70 V dc supplied by ECTB
General Purpose Form C contact outputs 4 At 125 V dc with relay break characteristics:
Resistive load 0.5 A
Inductive load 0.1 A
± 10 V differential amplifier input 1 For LCI reference or customer use.
Thermal
Base controls cabinet Continuous operation in a 0 to 40ºC ambient environment, with 5 to

95% humidity, non-condensing
Base power conversion and auxiliary Continuous operation in a 0 to 40ºC ambient environment, with 5 to
cabinet 95% humidity, non-condensing
Cabinet Enclosures
Cabinet type, control & auxiliary NEMA 1 (IEC IP 20), convection cooled
enclosures
Cabinet type, power conversion NEMA 1 (IEC IP 20), forced air cooled or convection (42 mm)
Power and Control Cable Access Entrances from the top and/or bottom

How to Get Help
“+” indicates the If help is needed beyond the instructions provided in the drive system
international access code documentation, contact GE as follows:
required when calling from GE Energy
outside of the USA. Product Service Engineering
1501 Roanoke Blvd.
Salem, VA 24153-6492 USA
Phone: + 1 800 533 5885 (United States, Canada, Mexico)
+ 1 540 378 3280 (International)
Fax: + 1 540 387 8606 (All)
Related Documents
The following documents also apply to the exciter and may assist in understanding
the system.
• GEI-100488 EX2100 Static Excitation System Product Description
• 100256C EX2100 Receiving, Handling and Storage
• GEH-6631 EX2100 Installation and Startup Guide for 77, 53, and 42 mm
Thyristor Control Systems
• GEH-6633 EX2100 Maintenance, Parts Replacement and Troubleshooting
Guide for 77, 53, and 42 mm Thyristor Control Systems
• GEH-6694 EX2100 Installation and Startup Guide (100 mm)
• GEH-6695 Maintenance, Parts Replacement and Troubleshooting (100 mm)
• GEH-6414 Control System Toolbox for Configuring an EX2100 Control
• Printed Wiring Board (GEI) publications refer to Chapter 3.
Document Distribution
GE Energy supplies product documents to its customers to support the equipment
provided for each requisition. The contract documents define the terms of the
document distribution.
If provided (per contract) the following documents contain requisition information
about the drive system.
• Requisition drawings, including outlines, layouts, and elementary diagrams
• Renewal parts listing
Note If differences exist between the general product documentation and the
requisition documentation, the requisition documentation should be considered the
more exact representation of your equipment or system configuration.

1.3 PROTECTION FEATURES 1 PRODUCT DESCRIPTION
1.3 PROTECTION FEATURES 1.3.1 DESCRIPTION
1 The following protection functions are included with the DGP system.
Table 1–3: DGP PROTECTION FUNCTIONS
PROTECTION FUNCTION ANSI CODE(S)
Stator Differential 87G
Current Unbalance 46
Loss of Excitation 40
Anti-Motoring 32
Time Overcurrent with Voltage Restraint 51V
Stator Ground 64G1, 64G2, 27TN

Ground Overcurrent 51GN
Over-excitation 24
Overvoltage 59
Undervoltage 27
Over and Underfrequency 81
Voltage Transformer Fuse Failure VTFF

Accidental Energization AE
A single-line diagram for the DGP is shown below.
GSU
Transf.
TO
GEN. 52G POWER
SYSTEM
51GN 27NT 64G2 64G1 87G VTFF 51V 32 40 46 24 64G2 32 27 81
RS232 RS232 VTFF 51V 40 59 DGP
ALARM TRIP
To To
MODEM LAPTOP
PC
Figure 1–2: SINGLE LINE DIAGRAM
1-6 DGP Digital Generator Protection System GE Power Management

1 PRODUCT DESCRIPTION 1.3 PROTECTION FEATURES
1.3.2 STATOR DIFFERENTIAL (87G)
This function provides high-speed protection of the generator stator during internal phase-to-phase and three-
1
phase faults. It uses a product-restraint algorithm with dual-slope characteristic described in Section 2.3.2:
STATOR DIFFERENTIAL 87G on page 2–13. Refer to Figure 1–3: SIMPLE LOGIC DIAGRAM – 87G, 32, 27,
59, AND AE on page 1–12 for the logic diagram of this function.
Function 87G will not operate for turn-to-turn faults in the machine windings.
It will also not operate for single-phase-to-ground faults if the system is ungrounded or high-impedance
grounded. Phase-to-ground protection by this function requires that the neutral of the machine (or another
machine operating in parallel) be grounded. A small portion of the winding next to the neutral will not be pro-
tected, the amount being determined by the voltage necessary to cause minimum pickup current to flow
through the neutral-to-ground impedance. Current-limiting devices in the neutral-ground circuit increase this
impedance and will decrease the ground-fault-protection coverage of this function.
1.3.3 CURRENT UNBALANCE (46T)
There are several causes of generator unbalance. Some of these include unbalanced loads, unbalanced sys-
tem faults, and/or open circuits. The negative-sequence component (I2) of stator current is directly related to
this unbalance and sets up a counter-rotating flux field in the machine. This in turn causes local heating in the
rotor iron. The capability of machines to withstand heating caused by unbalance currents is typically exper-
2
essed in terms of an I 2 T constant, and is supplied by the manufacturer of the machine.
The current unbalance trip function (46T) of the DGP provides operating-time characteristics expressed as
I22T = K, as shown in Figure 2–6: TIME CURRENT CHARACTERISTIC OF 46T FUNCTION on page 2–19. A
linear reset characteristic is incorporated to approximate the machine cooling following an intermittent current-
unbalance condition. In addition to 46T, the DGP system also includes a current-unbalance alarm function,
46A, which is operated by the negative-sequence component (I2) with an adjustable pickup and time delay.
See Figure 1–4: SIMPLE LOGIC DIAGRAM – 46, 40, AND 51V on page 1–13 for the logic diagram.
1.3.4 LOSS OF EXCITATION (40)
This function is used to detect loss of excitation on synchronous machines. It includes two mho characteristics
looking into the machine, each with adjustable reach, offset, and time delay. Logic is provided to block this
function by presence of a negative-sequence voltage (indicating a voltage transformer fuse failure VTFF condi-
tion) and/or an external VTFF Digital Input DI6 (see Figure 1–4: SIMPLE LOGIC DIAGRAM – 46, 40, AND 51V
on page 1–13).
Excitation can be lost due to inadvertent tripping of the field breaker, open or short circuit on the field winding,
regulator failure, or loss of the source to the field winding. Loss of excitation can be damaging to the machine
and/or detrimental to the operation of the system. When a synchronous generator loses excitation, it will tend
to act as an induction generator: it will run above normal speed, operate at reduced power and receive its exci-
tation (VARS) from the system. The impedance seen by a relay looking into a generator will depend on the
machine characteristics, the load flow prior to the loss of excitation, and the type of excitation failure.
Studies indicates that first zone mho function (40-1) can be set to detect severe cases of excitation failure with
a shorter time delay, whereas the second zone (40-2) can be set to detect all the excitation failure cases. A
longer time delay setting is required for the 40-2 function for security during stable power system swing condi-
tions. Figure 2–7: MHO CHARACTERISTICS FOR 40-1 & 40-2 FUNCTIONS on page 2–21 shows the charac-
teristics of this function.
GE Power Management DGP Digital Generator Protection System 1-7

1.3.5 ANTI-MOTORING (32)
1 On a total or partial loss of prime mover, if the power generated is less than no-load losses of the machine, real
power will start flowing into the generator. Typical motoring power of different kinds of prime movers are shown
in the table below. For a specific application, the minimum motoring power of the generator should be obtained
from the supplier of the unit.
The DGP system includes a reverse power function with adjustable time-delay. Either one or two (32-1 & 32-2)
independent setpoints are incorporated depending on the model number.
Table 1–4: TYPICAL MOTORING POWER
TYPE OF PRIME MOTORING POWER IN %

MOVERS OF UNIT RATING
Gas Turbine 10 to 100
Diesel 15 to 25
Hydraulic Turbine 2 to 100
Steam Turbine 0.5 to 4
The 32-1 can be configured as a part of sequential tripping logic as shown in Figure 1–3: SIMPLE LOGIC DIA-
GRAM – 87G, 32, 27, 59, AND AE on page 1–12. If the sequential trip logic is used, 32-1 is enabled when clos-
ing of turbine inlet valves is indicated by digital input DI2 following a turbine trip. The trip sequence is then
continued when timer TL1 times out. The 32-2, if included, is not dependent on the DI2 and is primarily
intended to provide backup to the sequential trip. If the sequential trip is not enabled, the 32-1 can be used as
anti-motoring similar to 32-2.
1.3.6 TIME OVERCURRENT WITH VOLTAGE RESTRAINT 51V
A system must be protected against prolonged generator contribution to a fault. The DGP incorporates a time-
overcurrent function with voltage restraint (51V) to provide part of the system backup protection. As shown in
Figure 1–4: SIMPLE LOGIC DIAGRAM – 46, 40, AND 51V on page 1–13, this function is supervised by a fault
detector and VTFF. The VTFF supervision can be by an internal and/or external (DI6) VTFF function. See Sec-
tion 2.3.7: OVERCURRENT WITH VOLTAGE RESTRAINT (51V) on page 2–22 for the characteristic curves of
the 51V. Note that a separate algorithm is processed for each phase, with the restraint provided by correspond-
ing phase voltage. The restraint is proportional to the magnitude of the voltage and is independent of the phase
angle. A linear reset characteristic is incorporated for this function.
1.3.7 STATOR GROUND (64G/27TN)
This function consists of two overlapping zones (64G1 and 64G2/27TN) to detect stator ground faults in a high-
impedance-grounded generator system. The 64G1 is standard in all DGP models; however, the 64G2/27TN
function is provided in some models only. Together, the two zones cover 100% of the stator windings. See Fig-
ure 1–5: SIMPLE LOGIC DIAGRAM – 64G1, 64G2, 51GN, AND 24 on page 1–14.
Normally the generator-stator neutral has a potential close to ground. With the occurrence of a stator ground
fault, a potential increase will occur on the neutral for all faults except those near the neutral. 64G1 uses a fun-
damental-frequency neutral overvoltage to cover about 95% of the stator winding, depending on the pickup
voltage setting. Alternately, 64G1 can be used as a generator-bus ground detector in a high-impedance
grounded or an ungrounded system. For this application, the VN input must be a zero-sequence voltage
derived from the generator bus, and functions 64G2/27TN must be disabled.

64G2 is based on the percentage of third-harmonic voltage at the generator neutral (VN3) compared to the
total third-harmonic voltage generated. This function is designed to cover 15% of the neutral end of the stator
windings, and is supervised by fundamental and third-harmonic voltage thresholds. These thresholds are fixed 1
at 30 and 0.5 volts respectively. The third-harmonic comparator method eliminates the need to know the gener-
ator harmonic characteristic to use or set this function. Note that wye-connected VTs are required for
proper operation of 64G2.
27TN is the third-harmonic neutral undervoltage function with a forward power supervision and can be used
with either wye or delta connected VTs. The percentage of stator windings covered by this function depends on
its threshold setting as well as the VN3 generated by the machine at the time of the fault. The magnitude of
VN3 under normal conditions is a function of several factors, such as type of generator, load current, load
power factor, system status, etc. It can be very small (nearly zero) under some conditions. To enhance security
during low VN3 voltage conditions, this function can be inhibited by a settable window of forward power. How-
ever, it should be noted that other conditions influencing the VN3 voltage may make 27TN insecure. In these
cases, function 64G2 (available in some models; see the DGP nomenclature guide) or some other means
should be considered.
Digital input DI1 can be configured to block 64G2/27TN when the generator is off-line. This provision is made
to enhance security of the functions under conditions such as static start of a gas turbine generator. Temporary
ungrounding of generator neutral during the static start can look like a ground fault near the neutral.
1.3.8 GROUND OVERCURRENT (51GN)
51GN is an inverse overcurrent function available in some models. It can be used to detect stator ground faults
in a high or low resistance grounded generator system. See Figure 1–5: SIMPLE LOGIC DIAGRAM – 64G1,
64G2, 51GN, AND 24 on page 1–14 for simplified logic diagram and Figure 2–16: 51GN TIME-CURRENT
CHARACTERISTICS on page 2–39 for the inverse time-current characteristics.
This function uses current INR which can be derived by residual connection or by using a generator neutral CT
as noted in Figures 1–9: ELEMENTARY DIAGRAM WITH TEST BLOCKS, WYE VTs and 1–12: ELEMEN-
TARY DIAGRAM WITHOUT TEST BLOCKS, DELTA VTs.
Since this function is independent of the phase current inputs, it can alternately be connected to a CT in the
neutral of the generator step-up transformer.
1.3.9 OVEREXCITATION (24)
Overexcitation can be caused by regulator failure, load rejection, or an excessive excitation when the genera-
tor is off-line. It can also result from decreasing speed while the regulator or an operator attempts to maintain
rated stator voltage. The Volts/Hertz quantity is proportional to magnetic flux in the generator and step-up
transformer cores, and is used to detect the overexcitation condition. See Figure 1–5: SIMPLE LOGIC DIA-
GRAM – 64G1, 64G2, 51GN, AND 24 for details.
The overexcitation protection includes trip (24T) and alarm (24A) functions. 24T consists of an inverse function
and an instantaneous function with time-delay characteristics. The combination of these two characteristics
allows the 24T setting to closely follow the generator and/or step-up transformer V/Hz limit curve. Both 24A
and 24T are computed for each of the three phase voltages (see Table 2–3: 24A VOLTAGES on page 2–30).
Function 24T can be configured to operate different output relays for generator on-line and off-line conditions.
This function incorporates a user-settable linear reset characteristic to mimic machine cooling. The figures in
Section 2.3.12: OVEREXCITATION TRIP (VOLTS/HERTZ: 24T) show the characteristics of this function.

1.3.10 OVERVOLTAGE (59)
1 This function consists of a positive-sequence overvoltage with an user selectable inverse or definite time char-
acteristic. See Figure 1–3: SIMPLE LOGIC DIAGRAM – 87G, 32, 27, 59, AND AE on page 1–12 for the logic
diagram and Figure 2–15: 59 TIME-VOLTAGE CHARACTERISTICS on page 2–35 for the inverse time-voltage
characteristics. A linear reset characteristic is incorporated for this function. The overvoltage function can be
considered as a backup to the Volts/Hz function. Some possible causes of this condition are a system distur-
bance or regulator failure.
1.3.11 UNDERVOLTAGE (27)
This function consists of a positive-sequence undervoltage with an user selectable inverse or definite time
characteristic. See Figure 1–3: SIMPLE LOGIC DIAGRAM – 87G, 32, 27, 59, AND AE on page 1–12 for the
logic diagram and Figure 2–17: 27 TIME-VOLTAGE CHARACTERISTICS on page 2–40 for the inverse time-
voltage characteristics. A linear reset characteristic is incorporated for this function.
1.3.12 OVER AND UNDERFREQUENCY (81)
This function provides over and underfrequency protection, each with an adjustable time delay. Two or four
over and underfrequency steps are provided depending on the model. All frequency functions are supervised
by an adjustable positive-sequence voltage level. This undervoltage cut-off level and/or digital input DI1 can be
used to block the frequency functions during start-up. Frequency disturbance can occur due to a system fault
or islanding of the unit or an unconnected unit can operate at abnormal frequency due to malfunction of speed
control. Figure 1–6: SIMPLE LOGIC DIAGRAM – 81-O AND 81-U on page 1–15 shows the logic diagram for
this function.
1.3.13 VOLTAGE TRANSFORMER FUSE FAILURE (VTFF)
Functions 40 and 51V may operate for a full or partial loss of AC potential caused by one or more blown fuses.
The DGP makes provisions to block tripping by these functions when a fuse failure is detected; all other protec-
tion functions are allowed to trip. Figure 1–7: SIMPLE LOGIC DIAGRAM – VT FUSE FAILURE on page 1–16
shows the logic diagram for the VTFF function.
If AC potential is lost on one or more phases, the negative-sequence voltage (V2) rises and/or the positive-
sequence voltage (V1) drops. Either V2 > 15V or V1 < 50V provides a basic indication of the VTFF condition.
This signal is supervised by a Disturbance Detector (DD) and generator positive-sequence current (I1) detec-
tor (see three-input AND gate on the logic diagram). Supervision by the DD and I1 signals provide security
against false operation during fault and generator out of service conditions respectively. Security is enhanced
by use of the A/0 and B/0 timers shown in the logic diagram.
Signal DD is derived from a combination of sequence current levels, change in levels, and pickup flags of vari-
ous protection functions as shown in the logic diagram.
The VTFF logic allows integration of an external VTFF contact. Either of the two fuse-failure signals or both
signals can be configured to block tripping of functions 40 and 51V.
Detection of VTFF energizes the 74FF (Fuse Failure alarm) relay, de-energizes the 74CR (critical alarm) relay,
and turns the status LED red, even though all protection functions except 40 and 51V are unaffected.

1.3.14 ACCIDENTAL ENERGIZATION (AE)
The DGP includes logic to detect accidental energization of the generator (see Figure 1–3: SIMPLE LOGIC
1
DIAGRAM – 87G, 32, 27, 59, AND AE on page 1–12). When a generator is energized while at standstill or
reduced speed, it behaves and accelerates as an induction motor. The machine terminal voltage and current
during such an event will be a function of generator, transformer, and system impedances.
An instantaneous overcurrent signal (50) is used to detect the accidental energization. This signal is armed by
a logic signal derived from positive-sequence voltage and GEN OFF LINE input DI1. These two "arming" sig-
nals can be configured in AND or OR mode by Setting 2703: AE ARM. The 50 function is armed 5 seconds
after the generator is taken out of service. The logic automatically disarms itself during a normal start-up
sequence when the voltage detector picks up and/or the generator is on-line.
For the AE logic to perform, special precautions must be taken to ensure that the DGP system and associated
trip circuits remain in service when the generator is out of service. Additionally, the generator off-line input, DI1,
must be reliable. It should also be noted that the pickup flag of function 51V is used as signal 50; therefore this
logic will automatically be disabled if function 51V is disabled.

Tab 23
GEK 107415
Revised, June 2000
GE Power Systems
Gas Turbine
Starting System
I. GAS TURBINE STATIC START SYSTEM
A. System Function and Design Requirements
Power for startup of the gas turbine is provided by the static start system. The static start system provides
variable frequency voltage and current to the generator, in this way the generator serves as the starting
motor required for starting the gas turbine. The static start system consists of the following major com-
ponents:
1. Load Commutated Inverter (LCI)
2. Isolation Transformer
3. LCI Disconnect Switch
4. Slow Roll Motor (Turning Gear)
The turning gear provides the power necessary to breakaway and rotate the turbine prior to turbine start
and also to rotate the shafting after turbine shutdown to avoid deformation of its shafting.
The turning gear system consists of an induction motor, reduction gears, SSS clutch, electrical isolation,
and flexible coupling.
The turning gear will breakaway the turbine and slow roll at 5 to 7 rpm. In the event of power failure
the turning gear is equipped with a feature for manual turning of the rotor system.
Lubricating oil for the reduction gears is self–contained. Lubrication of the SSS clutch and output shaft
bearings requires continuous oil supply from the main lube oil system.
The SSS clutch is a positive tooth type overrunning clutch which is self-engaging in the breakaway or
turning mode and overruns whenever the turbine/generator shafting exceeds the turning gear drive
speed.
The insulated flexible coupling allows for angular and parallel misalignment as well as allowing for gen-
erator shaft axial expansion.
GEK 107415 Starting System
B. Operation
On a start signal, the lift oil pumps are started to lift the stationary rotor off of the bearing surfaces. The
bearing pressure lift system must be operating prior to energizing the turning gear. This significantly
reduces the amount of starting and break–away torque required for the machines and minimizes bearing
damage during startup. Breakaway of the rotor system is accomplished by energizing the turning gear
induction motor. A double reduction worm gear reducer is furnished with a hollow shaft in which the
SSS clutch is mounted. Automatic engagement of the SSS clutch provides direct power transmission
to the rotor system. The turning gear will rotate the rotor system to 5 to 7 rpm. As the static starter begins
the starting sequence and accelerates the rotor the SSS clutch will automatically disengage the turning
gear from the turbine rotor.
The static starter will begin operation in the “pulsed” mode, changing to the “load commutated” mode
as soon as possible. The static starter will supply the variable frequency stator (armature) current re-
quired by the generator to operate as a synchronous motor and drive the gas turbine. The static starter
will control the excitation system during static starting to regulate the field (rotor) current as required
to maintain the required flux and generator voltage. The static start system operates to accelerate the tur-
bine to 25 to 30 percent of rated speed to purge the system for several minutes. At the end of the purge
period the LCI removes power from the generator allowing the unit to coast down to approximately 15%
speed and the turbine is fired and then accelerated to a self sustaining speed of about 90%. The static
starter currents will be reduced as required until the starting means is no longer required. After self sus-
taining speed is accomplished the control system will load and synchronize the gas turbine generator.
Operation of the neutral ground and stator disconnect switches is automatically controlled during the
starting process.
Upon turbine shutdown, as the turbine decelerates to below turning gear speed (5 to 7 rpm), the SSS
clutch engages if the turning motor is energized to provide slow roll rotor cooldown. This cooldown con-
tinues until proper gas turbine wheelspace temperatures drop to ambient.
In the event of a power outage when rotor turning is required, a manual turning assembly is provided
to turn the rotor. This manual turning feature can also be used for borescope inspection of the gas turbine.
The turning gear system is sized to provide breakaway of the shafting system with the bearing pressure
lift system operating on both the gas turbine and generator for manual and motor turning of the rotor
train.
C. Operating Precautions
* * * WARNING * * *
This equipment contains a potential hazard of electric shock or

burn. Only personnel who are adequately trained and thoroughly
familiar with the equipment and the instructions should install, op-
erate, or maintain this equipment.
Isolation of test equipment from the equipment under test presents
potential electrical hazards. If the test equipment cannot be
grounded to the equipment under test, the test equipment’s case
must be shielded to prevent contact by personnel.
To minimize hazard of electrical shock or burn, approved ground-
ing practices and procedures must be strictly followed.
2
Load Commutated Inverter, User’s Manual GEH-6373
2 Functional 2-1. LCI System Basics

Description The LCI is a static, adjustable frequency drive system.
It uses application-specific, microprocessor-based
software to control the speed of a synchronous ma-
Section 2 of this manual is a functional description of chine (motor or generator). The basic LCI is a 6-pulse
the LCI. Its purpose is to provide a basic technical configuration that consists of two functional sections:
overview of the operating theory, to help the user bet- a power converter assembly and a control assembly
ter understand how to run and maintain the drive.
Figure 2-1 is a simplified one-line diagram of a single
This description requires the reader to be already fa- channel LCI. Sections 2-1.1 through 2-1.3 describe the
miliar with the principles of power conversion and function of the components shown. Sections 2-5 and
microprocessor-based control. This section is organ- 2-6 cover 12-pulse configurations.
ized as follows:
Section Heading Page 2-1.1. Power Conversion
2-1. LCI System Basics ........................................... 5 The LCI power converter is made up of a rectifier
2-1.1. Power Conversion......................................... 5 that feeds an inverter through a dc link reactor. A
2-1.2. Excitation Voltage Controller....................... 6 transformer isolates the LCI from the ac system bus
2-1.3. Microprocessor-Based Control ..................... 6 and provides the correct voltage at the rectifier termi-
2-2. Power Converter Operation ............................. 6 nals. The transformer’s internal impedance limits the
2-3. Control Operation ............................................ 9 magnitude of any downstream bus faults.
2-3.1. Synchronization ............................................ 9
2-3.2. Commutation................................................. 9 The rectifier is a line commutated, phase-controlled
2-3.3. Force Commutated Operation/Modes......... 10 thyristor bridge that functions as a source converter.
2-3.4. Load Commutated Mode ............................ 10 Its microprocessor-controlled gating produces a vari-
2-3.5. Torque Control............................................ 13 able dc voltage output to the dc link reactor. The re-
2-3.6. Phase-Locked Loop..................................... 15 actor smoothes the current and keeps it continuous
2-4. Dual-Channel, 12-Pulse Configuration.......... 15 over the system’s operating range.
2-4.1. Shutdown Operations.................................. 16 The reactor output is fed to the inverter, which is a
2-5. Series 12-Pulse Configuration ....................... 15 load commutated thyristor bridge. The inverter is also
microprocessor-controlled and functions as a load
converter (see section 2-2.1.1). The inverter produces
a variable frequency ac output to a synchronous mo-
tor’s stator terminals.
DC LINK SYNCHRONOUS MACHINE

ISOLATION RECTIFIER INVERTER
TRANSFORMER (SOURCE) REACTOR (LOAD)
AC
LINE FIELD
MICRO- EXCITATION
PROCESSOR – VOLTAGE
BASED CONTROL CONTROLLER
Figure 2-1. Simplified LCI System One-Line Diagram
Section 2, Functional Description • 5

GEH-6373 Innovation Series AC Drives
2-1.1.1. Power Flow Reversal. The LCI’s rectifier • Speed reference signal
and inverter bridges use the same power hardware and
are both controlled by microprocessor-based elec- • Process commands, such as stop and start
tronics. Their functions can be reversed by reversing The LCI control evaluates the process commands and
their power flow. In this case, the synchronous motor internal status signals to determine whether the LCI
is braked by pumping its energy back into the ac line. should be in a stopped, started, alarmed, or faulted
Because of this reversing capability, the line side condition.
bridge (labeled rectifier in Figure 2-1), can also be If in a started condition, the control provides gate sig-
called the source converter; the machine side bridge nals to the thyristor bridges and the excitation voltage
(labeled inverter) can be called the load converter. controller. These signals are low-level and are condi-
tioned in the power bridge circuitry to provide the
2-1.2. Excitation Voltage Controller necessary isolation and power level.
The synchronous motor field is usually excited by a
brushless exciter coupled to the motor shaft. The 2-2. Power Converter Operation
brushless exciter is a wound rotor induction motor. Its
rotor voltage is rectified to supply field current to the
synchronous motor. Note
The LCI control cabinet includes a static excitation The system elementary diagrams contain de-
voltage controller to supply stator voltage for the tails on the source and load bridge configu-
ration for each customer requisition.
brushless exciter. The LCI’s electronic control (see
section 2-1.3) gates/controls this voltage controller. The power bridges are 6-pulse, 2-way types. (See sec-
This controls the excitation to produce the required tions 2-4 and 2-5 for 12-pulse bridge configurations.)
machine flux. It also provides field overcurrent and The elementary diagram shows the physical arrange-
undercurrent protection. ment of the thyristors (SCRs) in the power bridges.
The bridge legs fire in the order that they are num-
For applications with slip-ring excitation, the LCI
bered (see Figure 2-2). The synchronous machine sta-
supports control of a dc bridge exciter from the same
tor voltages transfer the source converter current from
control hardware as the brushless exciter uses.
one leg to the next.
For applications using an external ac or dc exciter,
the control fully supports any external excitation that FIRE 1 FIRE 3 FIRE 5 FIRE 1
is compatible with a simple set of control signaling.
120
2-1.3. Microprocessor-Based Control 1 3 5 1
(Refer to Figure 2-3.) The LCI’s microprocessor- CONDUCTS CONDUCTS CONDUCTS CONDUCTS
based electronics control firing of both the source and 6 2 4 6

load bridges. It processes input signals for this func-
CONDUCTS CONDUCTS CONDUCTS CONDUCTS
tion as follows:
• Attenuated source and load bus voltage signals:
– To synchronize source and load thyristor firing FIRE 2 FIRE 4 FIRE 6 FIRE 2
– For voltage feedback

– For overvoltage and undervoltage detection Figure 2-2. Bridge Leg Conduction Sequence
• Attenuated source and load current signals from
current transducers:
– For regulator current feedback
– Electronic overcurrent detection
– Software-implemented fault detection
6 • Section 2, Functional Description

Microcomputer
(DSPC Board)
High Speed I/O

(ADMA/DDTB Board)
Series 90 Protocol Series 90-30 PLC

(SNPA Board) (Option)
(Option)
Innovation Series Controller Genius Bus

(UCVA Board)
(Option)
Field I/O
Fiber-Optic Gate & Status

Source A Bridge Control
(FCGD Board) Current Feedback
Voltage Feedback

Source B Bridge Control
(Option)
Voltage Feedback

Load A Bridge Control
Voltage Feedback

Load B Bridge Control
(Option)
Voltage Feedback
Internal (AC/DC) Exciter

Control Gate, Current, & Voltage Signals
(FCGE Board) (Option)
Figure 2-3. LCI Control Block Diagram

Figure 2-4 shows the process of switching motor/ • When the voltage across the thyristor is positive, it
inverter current from one leg to the next. The princi- can be triggered into conduction.
ples apply to both the rectifier bridge and inverter
bridge. This phase-controlled switching is based on • It does not permit current flow in the reverse di-
the following two thyristor characteristics: rection. Thus, in an alternating voltage circuit, thy-
ristor conduction stops and reverse voltage begins
to appear when the current becomes zero.
Figure 2-4. Load Converter Voltage and Current

Current transfer must be completed before voltage In actual practice, the motor field excitation is fixed in
crossover with a positive margin angle. This angle the speed range of approximately 0 – 10%. It is con-
must be long enough to allow the previously conduct- trolled to produce a desired profile of motor flux at
ing leg thyristors to recover to their blocking state be- higher speeds.
fore forward voltage is applied.
At speeds greater than 10%, the LCI operates in a
This is why the fundamental component of current flux-regulated mode. It adjusts the output of its static
must lead the voltage for the inverter/motor, but lag exciter voltage controller (EVC) to maintain motor
the voltage for the rectifier/source. For successful flux at the desired level.
commutation, angle α = 180° − β = 180° − µ − γ must
always be less than 180°, with a practical limit at
2-3. Control Operation
155°. A practical minimum value for β for the inverter
bridge is 25°. Therefore, the motor power-factor angle 2-3.1. Synchronization
is always greater than zero.
When operating in any mode (see sections 2-3.3 and
The LCI control system must conform to the charac- 2-3.4), the electronic control must synchronize firing
teristics of the synchronous machine operating at of both the source and the load converters. It synchro-
leading power factor. Figure 2-5 shows a phasor dia- nizes these to the ac line and synchronous machine
gram for a synchronous machine operating at leading bus voltages, respectively, using attenuated bus-to-
power factor. ground signals as its primary feedback. The control
combines these inputs to produce line-to-line analog
voltages for both converters. It then integrates these
DIRECT AXIS
voltages to obtain flux signals.
IS
The flux signals’ zero-crossings are then used in syn-
chronizing the phase-locked loop for firing control of
ID both converters. At low speed, before the phase-
locked loop is effective on the load side and if tach
EG I D X AD
position mode is not enabled, the zero-crossing marks
are used as a timing reference for firing in force com-
θ IQ XAQ mutated operation.
QUADRATURE
IQ EF
AXIS 2-3.2. Commutation
The LCI’s source side converter always operates line
Figure 2-5. LCI-Driven Synchronous Motor commutated. Therefore, the ac line voltage transfers
Diagram; Leading Power Factor conduction from one thyristor to the next. The load
side converter may operate either force commutated
With a fixed amount of field excitation, the machine
(see section 2-3.3) or load commutated (see section
voltage characteristic is mainly a function of the rotor
2-3.4), depending on motor speed and flux level.
field-excitation, Ef1, and the de-magnetizing action of
direct-axis current. This produces the IDXAD2 voltage As the synchronous machine’s rotor (field) rotates, the
in opposition to the voltage produced by field excita- near-sinusoidal shaped field flux cuts the stator wind-
tion. ings. This produces a set of three sinusoidal voltages
in the stator. These sinusoidal voltages are angularly
As shown, an increase in stator current IS results in
displaced by 120 electrical degrees. The magnitude of
higher direct-axis current, which increases IDXAD3.
this counter-electromotive force (cemf) is proportional
This, in turn, decreases the motor voltage EG4 avail-
to speed and field strength.
able for commutation, thereby increasing displacement
angle θ. This increase of angle θ further increases At low speeds, the induced emf is insufficient to
stator current, and so on, until equilibrium is reached commutate the thyristors in the load side converter.
at a new operating point. Therefore, in this mode, the load converter must oper-
ate force commutated.

2-3.3. Force Commutated Operation/Modes At approximately 5% of motor speed, the load phase-
locked loop can lock. Inverter firing resolution in-
Force commutated operation is used:
creases to 0.35°, ending segment firing mode.
• When starting the synchronous motor from zero
Force commutated operation continues until the syn-
• During low speed until the motor cemf is sufficient chronous motor reaches a frequency with enough emf
for load commutation to commutate the load side converter. At this point,
the control changes to load commutated operation.
(See Figure 2-6.) In force commutated operation, con-
duction of the load converter is stopped by phasing the 2-3.3.2. Starting With Tach. For LCIs using a pulse
source converter to inversion limit until the dc link tach for applications with high starting torque, the tach
(reactor) current is zero. Thus, the dc link current is pulses are counted to keep track of the rotor position.
chopped into 60°-wide segments of motor frequency Starting from standstill does not depend on zero-
(angle). crossings of motor flux.
There are several modes of force commutated opera- The LCI ramps up stator current until it detects shaft
tion. These can be separated into two types: rotation. At that point, it freezes current and fires the
thyristors based on the rotor position determined from
• Modes where the digital pulse tach is used to track the tach count. This continues for several firings to
rotor position ensure that the motor is rotating. Then the speed
• Modes where the tach is not used regulator is enabled.
During initial startup (commissioning) of the LCI, the The speed regulator then controls stator current to
tach is deselected until initial operating checks are produce the correct torque to accelerate the motor as
completed. required. Force commutated operation continues until
there is enough motor cemf to commutate the load
2-3.3.1. Starting Without Tach. In this mode, the side converter.
starting current must be large enough to accelerate the
motor to about .5 Hz in one or two inverter firings.
This is approximately the minimum frequency at 2-3.4. Load Commutated Mode
which the LCI can reliably sense motor flux and begin Load commutated operation (mode) requires that the
to control torque and speed. motor be operated at a leading power factor. This
When a start from standstill is initiated, the LCI ap- ensures commutation of the load converter.
plies a fixed current level at a fixed frequency to the The LCI control keeps the motor power factor, and
motor’s stator. The frequency is set by tuneup therefore torque-per-ampere, as high as possible. It
STFREQ and the starting current level is set by tuneup does this by firing the load converter as close to the
CRSTART (see section 5). inversion limit as possible, while maintaining suffi-
When the LCI control senses that flux has reached cient margin for successful commutation of current
sufficient magnitude, it transitions into the segment from one thyristor to the next.
firing mode of forced commutated operation. In this For successful commutation, the volts-seconds re-
mode: quired are proportional to product of the load current
and motor inductance. The LCI controls commutation
• Inverter firing is synchronized to crossovers of the
and firing time by processing the following three val-
motor flux
ues:
• The motor is operated near unity power factor to
obtain maximum torque • Motor (load) current
• Inverter firing is adjustable in 30° steps or seg- • Motor commutating inductance (a constant stored
ments in the microprocessor system memory)
• The speed regulator becomes active • Available volt-seconds from the integrated line-to-
line motor voltages

Using the current and inductance, the control seconds to determine the latest possible time to fire.
calculates the amount of commutation volt-seconds This gives a specified margin after commutation com-
required. The control then uses this value of volt- pletes.
seconds and the latest calculation of available volt-
+
IA 0
-
+
IB 0
-
+
IC 0
-
+
I LINK 0
-
LOAD CONVERTER 3 4 5 6 1 2
LEGS CONDUCTING 4 5 6 1 2 3
FIRING TO ESTABLISH
OUTLINED AREA ABOVE PHASE-ON OCCURS
SHOWN IN DETAIL
WITH SOURCE WITH FIRING OF A NEW
CONTROLLING ACTION THYRISTOR LEG PAIR.
+
0
-
LINK VOLTAGE FIRING LEVEL
AT SOURCE TO MAINTAIN
THYRISTOR BRIDGE LINK AND MOTOR
OUTPUT
INVERTING TO
SHUTOFF
LINK
CURRENT
+
0
-
Figure 2-6. Forced Commutation Firing Mode

Figure 2-7 shows the relationship of the system volt- At high load on the motor, the apparent power factor
ages, currents, and flux waves. The commutating “seen” by the power source increases. This is because
“notch” identified in the A-C line-to-line voltage is the source converter firing angle advances (is reduced)
equal in amplitude to the simultaneous commutating to obtain more current. The harmonics in the current
“bump” on the B-C voltage. The corresponding notch and the resultant harmonics in the voltage, caused by
in the A-B voltage is twice this amplitude (A and B commutation notching, decreases.
are the two lines commutating together at this instant);
The fundamental control strategy is to increase motor
the notch area is twice the commutating inductance
current in response to a load torque increase. The dc
per phase times the current. The voltage at the com-
link voltage on the source side is then increased, rais-
mutating point, where the lines are temporarily con-
ing motor current so that it keeps motor speed con-
nected by the thyristor legs, is practically zero during
stant.
commutation; the line-to-line voltage is only the for-
ward voltage drops of the conducting thyristor legs.
LOAD LINE-NEUTRAL VOLTAGES
POWER FACTOR ANGLE,

BETWEEN CENTERS OF
VOLTAGE & CURRENT WAVES
CURRENT INTO LOAD,

NUMBERS REPRESENT
INVERTER LEGS
CONDUCTING & COMMUTATING
Figure 2-7. Load Voltage ANGLE OF OVERLAP, µ

and Current in Load (COMMUTATION ANGLE)
Commutated Mode MARGIN ANGLE, γ
LOAD LINE-LINE VOLTAGES
COMMUTATING VOLT-SECONDS=
COMMUTATING INDUCTANCE X
STATOR CURRENT
PEAK VOLT-SECONDS AVAILABLE

(READ BY PROCESSOR TO
CALCULATE LATEST TIME FOR NEXT
FIRING)
LOAD "FLUX" WAVES
EXCESS VOLT-SECONDS AFTER COMMUTATION

(COMMUTATION MARGIN)

2-3.5. Torque Control optional tachometer. The result is used to develop a

speed error input to the speed regulator, which outputs a
(Refer to Figure 2-8.) The speed reference from the
torque command.
process controller is compared to a speed feedback
derived from the integrated motor voltage or an
Figure 2-8. LCI System

Regulator Block Diagram

The torque command signal is applied to both the To regenerate the drive, the load side thyristors fire
source and load side control. Since motor torque is a full advance (point “X” in Figure 2-9). At this time,
function of flux, current, and the angle between them, the source side controls current by reversing the dc
torque can be controlled either of two ways: voltage to match the rectified motor voltage.
• By adjusting stator current magnitude from the
source side at a fixed load firing angle
LINE-TO-NEUTRAL VOLTAGE
VAN VBN VCN
X
X=
• By maintaining a constant current and varying the CELL 1

FULL
ADVANCE
displacement angle (firing delay angle) on the load Y=
side CELL 1
FULL
RETARD
However, at any one time, only one of these means can Z

Z=
INVERSION
actively control the torque. LIMIT
The torque command to the source side control is ap-
INTEGRATED LINE-TO-LINE VOLTAGE

Y
plied to a maximum and minimum current limiter. The VCA VAB VBC
minimum current level is set to maintain continuous

current in the dc link. The minimum current is usually
set at 0.2 per unit (pu) of rated dc current.
The minimum current limit also affects the load firing
angle (therefore, motor power factor) whenever the
torque command produced by the speed regulator is less
than the minimum current limit. In this case, the load
firing angle (and motor power factor) is varied as a
function of the torque command, while stator current is Figure 2-9. Flux Wave Zero-Crossing
held constant. Thus, torque is controlled by adjusting
motor power factor whenever the torque command is The drive current command is the greater of the ab-
lower than minimum current limit. solute value of the torque command (from the speed
regulator) and the minimum current limit. The current
The minimum current limit may also be dynamically
command is compared with current feedback and the
increased by the action of the voltage limit regulator.
error is applied to the current regulator.
This regulator reduces stator voltage by simultaneously
increasing current and decreasing power factor. The The current regulator controls the firing of the thyris-
voltage limit regulator is used mostly in applications tors in the source converter (rectifier). Thus, the
where the field excitation is fixed. source control adjusts the dc link voltage as required
to produce the current and torque needed to drive the
When the torque command is greater than the mini-
load.
mum current limit, the load firing angle functions as
follows:
Note
• If motoring, the load angle is at its inversion limit.
The load firing control reverses the polarity
• If regenerating (braking), the load angle is at its of dc link voltage if braking torque is re-
rectifying limit. quired.
When motoring, the load control adjusts the firing
delay angle to be as late as possible to maintain a
fixed commutation safety margin (usually 20°). This
fire-as-late-as-possible control adapts to changes in
stator current and voltage to maintain the margin angle
constant.

2-3.6. Phase-Locked Loop Operation 2-4. Dual-Channel, 12-Pulse

The source and load controls use a phase-locked loop Configuration
(PLL) to track bus voltage angle. This enables the LCI
to fire the thyristors at specific angular displacements (Refer to Figure 2-10.) A dual-channel, 12-pulse LCI
from the ac bus voltages. is configured as two identical, separate 6-pulse drives
operating from a common source. This allows two
The PLL uses the zero-crossings of reconstructed motors to be combined into one frame, reducing both
3-phase flux waves as a timing reference. At each the motor and installation costs.
flux wave crossing, it is possible to determine the an-
gular position within the present cycle of phase A-to- Twelve-pulse operation best uses the motor and drive
neutral of the ac bus voltage. capabilities. It minimizes the harmonics present in
each 6-pulse channel, canceling 5th and 7th harmon-
The PLL uses the FCGD board (see Section 3) to ics. Other higher-order harmonics also cancel, but
capture the time and polarity of each zero-crossing of their amplitudes are much smaller.
the 3-phase flux waves. The control maintains a run-
ning estimate of electrical degrees based on elapsed Note
time and rate of change of the electrical angle. As each Refer to the system elementary diagrams for
zero-crossing occurs, the corresponding electrical de- the exact configuration and detail of each
grees and timing are compared to the control estimate. customer’s system.
From the comparison, an error in the estimated de-
grees is determined and applied to the PLL regulator. The transformers feeding the two drives (channels)
The regulator increases or decreases the rate of change are identical, except their windings are 30° apart. This
of the angle, to drive the error toward zero. design enables the drives to operate as follows:
The control determines a firing angle for each thy- • With the same current and firing angle
ristor. Using the estimated electrical degrees, it calcu-
lates the time when the drive will be at the desired • The firing reference angles shifted by 30° between
firing angle. The control then places a firing command the two channels
and time to activate into FCGD board registers, which • Equal source-side converter voltage, but 30° apart
completes the firing process. in the two channels
• Reduced harmonic distortion on the power system
and higher harmonic frequencies
Load Bridge
Source Bridge
Load
Source Bridge
Load Bridge
Figure 2-10.
Dual-Channel,
Exciter 12-Pulse LCI

The two motors use a common magnetic frame and a 2-5. Series Twelve-Pulse
common field. This causes the load side converter
voltage to be equal in amplitude and frequency be-
Configuration
tween the two drive channels. (Refer to Figure 2-11.) Some LCIs are configured for
The load motor’s stator winding is separated into two series 12-pulse operation of the source converter. This
identical windings, but isolated and phase-shifted 30°. is done primarily to reduce the harmonic distortion
This reduces the torque pulsation amplitude while imposed by the drive on the power system. Twelve-
raising the torque pulsation frequency. The result is pulse operation eliminates half the harmonics pro-
smoother torque for equal current. duced by a 6-pulse system, starting with the 5th and 7th
harmonics.
Inter-channel communication allows one channel to
be master and the other the follower (also called Note
slave). The follower takes its torque reference from Refer to the system elementary diagrams for
the master, enabling the two motor winding currents to the exact configuration and detail of each
be balanced. Thus, the channels deliver equal power, customer’s system.
take equal current, and fire at the same relative firing
angle. The 12-pulse converter consists of two identical SCR
bridges connected in series. Each bridge is operated at
approximately half the motor voltage. The ac sources
2-4.1. Shutdown Options for the two bridges are supplied from delta and wye
Some dual-channel, 12-pulse systems allow one chan- transformer secondary windings and displaced in
nel to be shut down for maintenance while the motor phase by 30°.
continues to run on the other channel (with reduced
torque and usually reduced speed range). When the
out-of-service channel is ready for operation, it can be
returned to service without interrupting the LCI sys-
tem.
However, dual-channel, 12-pulse systems that use a
single control to operate both power converter chan-
nels cannot run with one channel shut down.
12-Pulse
Source Bridges
Load
Bridge
Load
Figure 2-11. Series 12-Pulse LCI

GE Power Systems
Innovation™ Series
LCI Static Start System
Overview
Revision Date: 02/10/2000 Property of Power Systems University- Proprietary Information for Training Purposes Only!
GE Power Systems
Course Objectives
Upon completion of this module the student will be able to:
1) Describe what the LCI is used for:
2) List one or more benefits of an LCI vs. a cranking motor
3) Describe how the LCI changes the speed of the generator/motor
4) Use a 1 line drawing to identify the major components in the LCI
5) Explain why the de-ionized water is used in the LCI
GE Power Systems
Purpose of LCI
Use the Generator as a Motor

to drive the turbine to self sustaining speed
GE Power Systems
Benefits of LCI vs. Cranking Motor
1) Shorter Drive Train, replaces cranking motor/gear

2) One LCI can start multiple Gas Turbines
3) Less moving parts, lower maintenance
GE Power Systems
LCI and Mechanical Start drive trains

Mechanical Start
Pony Torque
Motor Converter
Starting
Motor
Static Start
Turning
Gear
12 Feet
Generator
GE Power Systems
2 LCI’s , 4 Turbine Generators
GE Power Systems
Theory of Operation
1) The LCI outputs power to the machine stator to create a
rotating magnetic field in the stator
2) The exciter magnetizes the machine rotor
3) The rotating stator magnet pulls the rotor
4) The speed of the stator magnet is adjustable and

determines the speed of the rotating parts
GE Power Systems
Electromagnet – Switch open
A wire wrapped around iron is

similar to a stator winding embedded
in iron
GE Power Systems
Electromagnet – Switch closed
1) When the switch is closed the current

flow creates a magnet in the Iron
2) Current flow in a stator winding will

create a magnet in the stator iron
GE Power Systems
LCI inverter with switches
GE Power Systems
Switches 3 & 4 closed
DC current creates magnet in Stator Iron (N & S)
GE Power Systems
Switches 4 & 5 closed
Magnet rotated 60 degrees
GE Power Systems
Switches 5 & 6 Closed
GE Power Systems
GE Power Systems
GE Power Systems
LCI Operation
During LCI Operation the Exciter is on

Exciter creates a rotor magnet
Stator magnet pulls the rotor magnet thus
creating rotation
GE Power Systems
Exciter on, Rotor energized
During LCI operation (from

turning gear to 90% speed) the
exciter is on
This creates a rotor magnet

indicated by the N & S poles
GE Power Systems
LCI On – Exciter On
The magnetic attraction of the

stator and rotor will create rotation
GE Power Systems
1) LCI outputs to 2 of 3 stator windings
2) LCI output creates stator magnet

as shown
3) Stator magnet pulls rotor magnet

turning all rotating components
GE Power Systems
As the LCI switches the flow of

current to the Stator windings
the Stator magnet rotates thus
pulling the rotor magnet
GE Power Systems
LCI Inverter
Actual LCI Inverter
4 6 2
4
= +
DC Power =
-
1
1 3 5
GE Power Systems
Equipment Overview
LCI Input
Transfomer
4160VAC INPUT
2080 VAC
GE Power Systems
Equipment Overview
Source A Bridge
LCI Input Transformer
+
2080
_
4160
+
2080
_
Source B Bridge
GE Power Systems
Equipment Overview
Source A Bridge
LCI Input Transformer
2080
4160
2080
Source B Bridge DC Link

Reactor
GE Power Systems
Equipment Overview
Source A Bridge
LCI Input Transformer “Inverter” Load Bridge
2080
4160
2080

Reactor
GE Power Systems
Equipment Overview
Source A Bridge
2080
4160
89SS
2080

Reactor
GE Power Systems
Equipment Overview
Source A Bridge 89ND

2080
4160
89SS
2080

Reactor
GE Power Systems
Equipment Overview

2080
4160
89SS
2080
LCI
Control
Reactor
GE Power Systems
Equipment Overview

2080
4160
89SS
2080
LCI
Control
Reactor
Turbine
Control
GE Power Systems
Cooling Water System

PUMP PANEL USED TO REMOVE HEAT
FROM SCR’S
Current flow Current flow
GE Power Systems
Cooling Water System

PUMP PANEL
• Closed Loop system with
outdoor heat exchanger
• De ionized water provides extremely

low electrical conductivity and
required cooling properties
• Cooling water conductivity is continuously

monitored and measured and will initiate
an alarm and/or trip if conductivity
becomes too high
GE Power Systems
Pump Panel
RESERVOIR
REDUNDANT
PUMPS
DE-IONIZER
Temperature Regulator
80 degrees F
Tab 24
GEI 53947F
Revised, November 1991
GE Power Systems
Generator
Operation (Hydrogen-Cooled Turbine-Generator)
GEI 53947F Operation (Hydrogen-Cooled Turbine-Generator)
TABLE OF CONTENTS
I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. FINAL INSPECTION BEFORE STARTING THE GENERATOR FOR THE FIRST TIME . . 3
III. STARTING THE GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

A. Conventional Starting Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
B. LCI Starting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
IV. BEFORE SYNCHRONIZING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

A. Build Up Generator Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
B. Set No-load Excitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
C. Transfer to Automatic Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
V. SYNCHRONIZING THE GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

A. Match Generator Frequency to Bus Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
B. Match Generator Voltage to Bus Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
C. Match Generator Phase Angle to Bus Phase Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
VI. INITIAL LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
VII. SHUTTING DOWN THE GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
VIII. OPERATION OF THE GAS COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
IX. OPERATION WITH UNBALANCED ARMATURE CURRENT . . . . . . . . . . . . . . . . . . . . . . . . . 8
X. POWER-FACTOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
XI. EFFECT OF LEADING AND LAGGING POWER FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
XII. RECTIFIER LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
XIII. LOSS OF FIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

A. Inspection Following Trip-Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
XIV. GROUNDED FIELD WINDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
XV. GENERATOR LOAD CAPABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
LIST OF FIGURES
Figure 1. Negative Phase Sequence Current from the Magnitudes
of the Three Phase Currents (For Case of No Zero Phase Current) . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 2. A Typical Reactive Capability Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2
Operation (Hydrogen-Cooled Turbine-Generator) GEI 53947F
I. INTRODUCTION
A large high-speed turbine–generator is a precision built piece of equipment of great complexity designed to
operate in conjunction with a turbine in a modern power plant with a minimum of manual control. These ma-
chines are constructed to operate continuously for long periods of time without shutdown. To properly operate
one of these large generators requires close following of operating guides and procedures for the particular
unit. Although operating practices differ to some extent between various operators, there are many general
operating rules which can be applied universally. This instruction is included as a guide for operating a tur-
bine-generator and does not purport to cover all details or variations in operating procedures.
II. FINAL INSPECTION BEFORE STARTING THE GENERATOR FOR THE FIRST TIME
One of the most important periods in the life cycle of a turbine-generator is during the initial startup. During
this period each component part of the unit is checked and tested for proper installation and operation.
Before shipment, the generator is given standard factory tests, which include the following:
A. Mechanical inspection
B. Mechanical balance
C. Overspeed run
D. Measurement of cold resistance of armature and field windings
E. Insulation resistance measurements
F. Dielectric tests
G. Leakage tests
H. Resistance temperature detector tests.
Even though all these tests are made in the factory, it is considered essential to repeat many checks just prior
to operating the unit in the power plant.
The following inspections and preliminary checks should be made just before the generator is started for the
first time.
1. Connections
Check the armature connections with the Connection Outline.
2. Generator Voltage
See that the voltage on the generator nameplate corresponds with the line voltage.
3. Resistance Temperature Detectors
The resistance temperature detectors should be checked to determine that they are indicating properly.
4. Casing Tightness
The generator should be checked for gas leaks. After the generator has been completely assembled, air
pressure should be introduced to the generator frame and the frame and piping carefully checked for leaks
in accordance with the instructions for Gas Leakage Tests given in the instructions on Hydrogen Cooling.
3
5. Collector Rings and Brush Rigging
The collector rings should be carefully inspected for any scratches or rough spots. The brushes should be
fitted to the curvature of the collector rings. The position of the brushes and rigging should be set in accor-
dance with Brush Rigging and Collector Rings instructions.
6. Insulation Resistance
The insulation resistance should be taken in accordance with instructions on Insulation Testing.
7. Shaft Sealing System
The shaft sealing system must be in operation (refer to instructions on Hydrogen Cooling).
8. Clearances
The fan and other rotor clearances should have been checked during erection. Records should be reviewed
to ascertain that this has been done.
9. Rubbing and Vibration
As specified in the instructions for bringing the turbine up to speed, checks should be made to insure that
there is no rubbing between the rotating and stationary parts of the generator, and that operation of the
combined turbine and generator rotors is free from excessive vibration.
10. Bearing and Seal Housing Insulation
The bearing and seal housing insulation should be checked with an insulation resistance meter in accor-
dance with instructions on Insulation of Bearing and Seal Housing.
11. Exciter
The exciter should be checked thoroughly in accordance with the Excitation Equipment section.
12. Hydrogen System
The hydrogen system should be checked in accordance with the instructions on Hydrogen Cooling.
13. Gas Coolers
The gas coolers should be checked as follows. Water supply to all cooler sections should be turned on full.
The cooler vents should be open to bleed out all entrapped air. The cooler discharge lines should be
checked to ascertain that nearly an equal flow of water is discharging from each cooler section. With the
vents “cracked open” to provide for continuous venting, the water discharge may be throttled to obtain
the desired rate of flow.
Cooler water should be throttled on the discharge side of the coolers to avoid air pockets and unstable oper-
ation with low flows. Where valves are located both before and after the coolers, care should be taken to
maintain a positive pressure on the coolers. If condensate is used for cooling it may be necessary to connect
the discharge from the vent lines to the condenser in order to maintain an effective pressure for venting.
4
The cooling water supply pressure should be checked to determine that this pressure is within the designed
operating pressure for the coolers.
III. STARTING THE GENERATOR
When starting the turbine-generator, it is recommended that a startup check list be used to ascertain that no
items have been overlooked. The following items should be included on a check list. These lists are recom-
mended and do not purport to cover all items to be checked on a specific installation.
Two major categories have been shown. The first is for turbine–generators which are started and brought to
operating speed using conventional starting motors. The second category has been included to cover the
unique generator requirements associated with LCI (Load Commutated Inverter) turbine–generator starting
systems. Refer to Turbine startup procedures for operational details related specifically to the LCI.
A. Conventional Starting Motor
1. The following initial checks to be made:

a. Armature circuit breaker open
b. Main and spare field circuit breaker open
c. Regulator control switch in manual position
d. Manual voltage adjuster on extreme low.
2. When the unit is turning slowly check for rubbing.
3. As the generator is brought up to speed, check the mechanical balance by taking shaft vibration read-
ings.
4. Check position of collector ring brushes on collector rings to see that they ride properly on the rings.
5. Regulate the cold liquid flow valves to obtain the rated flow condition. The cold gas temperature in-
side the generator will then be a function of cold liquid temperature and the losses during the start
sequence.
B. LCI Starting System
1. The following initial checks to be made:

a. LCI controls are properly set per Turbine Operating Procedures
b. Generator grounding transformer breaker open
c. LCI safeties are reset and operational
d. Generator safeties are reset and operational.
2. When the unit is turning slowly by means of the pony motor check for rubbing.
3. Check position of collector ring brushes on collector rings to see that they ride properly on the rings.
4. Verify that hydrogen pressure and purity are at rated conditions.
5
WARNING
Startup of a hydrogen cooled generator in air is significantly harder on the

generator due to the reduced heat transfer properties of air. For this rea-
son any low speed hold points typical of those associated with Water Wash,
Purge and HRSG Warmup must be eliminated. The transition from
turning gear speed to rated speed must be as quick as possible.
5. Regulate the cold liquid flow valves to obtain the rated flow condition. The cold gas temperature in-
side the generator will then be a function of cold liquid temperature and the losses during the start
sequence.
6. As the generator is brought up to speed, check the mechanical balance by taking shaft vibration read-
ings.
7. The resistance temperature detectors and field temperature should be checked frequently during star-
tup to ascertain that the winding temperatures are not excessive.
8. At 90% speed verify that the LCI is de-energized and that the circuit breaker between it and the gener-
ator has opened.
9. Verify that the LCI exciter circuit breaker has been opened.
10. Verify that the breaker between the generator neutral and the grounding transformer is closed.
IV. BEFORE SYNCHRONIZING
A. Build Up Generator Voltage
1. After the unit is up to 95% speed or greater, and the starting sequence detailed in section III has been
fulfilled, close the main field circuit breaker.
2. Set the regulator control switch to startup for 5–6 seconds and release.
3. Check that the generator voltage has built up. If not, refer to instructions “SCT-PPT Initial Adjust-
ments and StartUp” in the excitation equipment section for further instructions.
B. Set No-Load Excitation
1. Adjust the machine terminal voltage to approximately rated with the manual-regulator voltage adjust-
er.
2. Check that generator voltage is approximately equal to bus voltage.
C. Transfer to Automatic Voltage Regulator
1. Set the regulator control switch to test.
2. Zero the transfer voltmeter by means of the automatic voltage adjuster.
3. Set the regulator control switch to auto.
4. Recheck the generator voltage with the bus voltage.
6
V. SYNCHRONIZING THE GENERATOR
Before any attempt is made to close the generator synchronizing breaker, the phase sequence of the generator
and the system should be checked to make absolutely certain that the phase rotation of the generator and the
line are the same. At this time a check of the synchronizing connections should be made. As the damage result-
ing from improper synchronizing can be extremely great, the above checks are essential.
After the above checks have been made, the generator should be synchronized.
A. Match Generator Frequency to Bus Frequency
1. Adjust turbine speed to slow rotation of synchroscope, or
2. Use automatic synchronizing relays.
B. Match Generator Voltage to Bus Voltage
1. Set the automatic voltage adjuster to match generator voltage to bus voltage, or
2. Use automatic voltage matching relays.
C. Match Generator Phase Angle to Bus Phase Angle
1. When synchroscope reads zero, close the armature breaker, or
2. Use automatic synchronizing relays.
VI. INITIAL LOADING
To load the generator the turbine controls should be adjusted in accordance with instructions on turbine and
governor operation. The generator field current should be adjusted to give the desired power factor.
A. Set initial turbine output at 3 to 5% of turbine rated load immediately after synchronizing.
B. Set the automatic voltage regulator to obtain the desired power factor.
C. Set the manual regulator to zero the transfer voltmeter.
The resistance temperature detectors and field temperature should be checked frequently to ascertain that the
winding temperatures are not excessive. The cold gas temperature should be maintained between 30 to 40°C
(86 to 104°F), with a maximum of 46°C (115°F) at 30 psig [207 kPa (gauge)] [2.11 kg/cm2 (gauge)] hydrogen
pressure.
VII. SHUTTING DOWN THE GENERATOR
A. Reduce the load on the unit to zero by adjustment of the synchronizing device on the turbine (or by switch-
ing off loads on an individual machine). It will usually be necessary to adjust the voltage regulator in order
to reduce the generator line current to zero when the generator is operating in parallel with a power system.
B. When the load has been reduced to zero, open the generator line breaker.
C. Adjust the transfer meter voltage to zero by use of the manual-regulator voltage adjuster.
D. Turn the regulator control switch to manual.
E. Reduce the machine terminal voltage to minimum value with the manual regulator voltage adjuster.
7
F. Open the main field circuit breaker.

G. Shut off the water to the generator coolers at about the same time the turbine is shut down.
When shutting down a generator do not attempt to reduce the speed rapidly by means of core loss correspond-
ing to excessive field excitation, as magnetic flux saturation will be reached in the armature core, and the flux
leakage into the stator frame may result in eddy currents causing heating in stator frame structure. Field current
for this operation must not exceed 110% of that required for rated generator voltage at full speed and no load.
To maintain this desired value of field current when the machine is being shut down, transfer may be made
to a separate source of excitation if normal excitation is from a shaft-driven exciter or from a static exciter
connected to the generator terminals.
When shutting down the generator with the field excited, it is advisable to remove all excitation when the gen-
erator is down to 20-25% of rated speed. If this is not done, the field winding temperature will rise due to lack
of ventilation, since the cooling gas circulated is proportional to the rotor speed.
VIII. OPERATION OF THE GAS COOLERS
The ventilating gas is circulated by the rotor fans through the generator in a closed system, the heat absorbed
by the gas being removed in the cooler sections by the cooling water. The generator data sheet indicates the
maximum amounts of water and the water temperature required for satisfactory operation.
The recommended cold gas operating temperature range is 30 to 40°C (86 to 104°F), with a maximum of 46°C
(115°F) at 30 psig [207 kPa (gauge)] [2.11 kg/cm2 (gauge)] hydrogen pressure. During operation at 30 psig
[207 kPa (gauge)] [2.11 kg/cm2 (gauge)] hydrogen pressure, and with the generator load and water flow at
the maximum values specified on the data sheet, the cold gas temperature in many cases cannot be maintained
at 40°C (104°F) or below, but will rise a few degrees. At higher hydrogen pressures the increased mass flow
of gas results in lower gas temperature rise in the generator and lower gas temperature drop through the coolers.
Thus, while the cold gas temperature may increase at higher pressures, the hot gas temperature decreases and
a satisfactory gas temperature is maintained.
With load conditions constant and cooling water temperature in excess of normal, an increase in inlet water
temperature of approximately 1°F (0.56°C) for each 1 psig [6.9 kPa (gauge)] [70 g/cm2 (gauge)] increase in
hydrogen pressure is permissible up to 15 psig [103 kPa (gauge)] [1.05 kg/cm2 (gauge)] pressure. For hydro-
gen pressures between 15 and 30 psig [103 to 207 kPa (gauge)] [1.05 to 2.11 kg/cm2 (gauge)], an increase of
about 1/2°F in water temperature for each psig increase in pressure is permissible.
If it should become necessary to clean the cooler sections while operating, the sections may be taken out of
service one at a time for cleaning without completely shutting down the unit. The maximum load which may
be carried with one cooler section out of service must be limited to the values given on the data sheet. It is not
necessary to remove hydrogen from the machine to clean the cooler sections if the hydrogen seals around the
tube sheets are not broken.
IX. OPERATION WITH UNBALANCED ARMATURE CURRENT
Large turbine-generators are rated on the basis of balanced load conditions. With balanced three-phase load,
the generator phase currents are equal in magnitude and are in symmetrical phase sequence. With unbalanced
load conditions, the phase currents and terminal voltages deviate from the ideal relationship of balanced load,
and a negative phase sequence armature current is imposed on the generator. Excessive unbalanced loading
results in extra losses and temperature rise which are generally not provided for in the generator design. The
extra losses appear primarily at the surface of the rotor, and generator capability decreases with increase in
the amount of unbalance.
8
Permissible balanced-load operation is defined by the generator reactive capability curves in terms of genera-
tor kw and kvar. The generator is designed to operate at the kva capability in the range 95 to 105% of rated
terminal voltage under balanced conditions.
Permissible unbalanced load operation is defined by the generator reactive capability curves, the maximum
phase current capability, and the permissible negative sequence current. Under unbalanced conditions, the
generator may also be operated at the kva capability, calculated using the average of the line-to-line voltages
and the average of the phase currents, providing the maximum phase current does not exceed the following
values:
A. Terminal voltage is from 100 to 105% of rated

Maximum phase current =
rated armature current for the operating hydrogen pressure
B. Terminal voltage is from 95 to 100% of rated

Maximum phase current =
rated armature current for the rated line-to-line voltage
operating hydrogen pressure average of line-line voltages
An evaluation of a given unbalanced load condition can be made by comparing the actual negative sequence
armature current with the maximum permissible negative sequence armature current and by comparing the
maximum phase current with the capability listed above. If the maximum phase current exceeds the limiting
values listed above, or if the actual negative sequence current is in excess of the maximum permissible, one
of the following corrective measures should be taken:
1. Reduce the unbalanced load.
2. Increase the generator power factor.
3. Reduce the generator kva load.
4. Reduce the terminal voltage (down to a minimum of 95% of rated voltage).
The maximum permissible negative phase sequence current is 0.10 per unit, where base armature current cor-
responds to the generator capability at the particular operating conditions (hydrogen pressure, cold gas temper-
ature, power factor, etc.).
The actual negative sequence armature current may be calculated by use of Figure 1, provided there are no
zero phase sequence currents. For example let Ia = 0.880, Ib = 0.704, and Ic = 0.757, in per unit of base armature
current. Then Ib/Ia is 0.8 and Ic/Ia is 0.86. From Figure 1, 12/Ia is 0.125 and I2 = 0.125 x 0.880 = 0.11, in per
unit of base armature current.
A helpful rule, applying with less than 0.05 per unit negative phase sequence current, is that the positive phase
sequence component is approximately the average of the three phase currents, and the negative phase sequence
component is approximately the maximum deviation of any of the phase currents from the average.
9
0.20
0.70
0.75
0.15
0.80
I2 Ib
Ia 0.10 0.85 Ia
Ib
Ia
0.90
0.05
0.95 Ia = largest of three phase currents
Ib = smallest of three phase currents
Ic = third phase current of intermediate value
0 1.0
0.7 0.8 0.9 1.0
Ic
Ia
Figure 1. Negative Phase Sequence Current from the Magnitudes

of the Three Phase Currents (For Case of No Zero Phase Current)
Operation according to these unbalanced load recommendations is not intended to be within limits of guaran-
teed temperatures or limits of temperatures established by standards for operation at the machine rating. The
departures from temperature limits established by standards will be small, however, and the temperatures gen-
erally will be within the safe temperature range that would be expected if the machine was operated over the
range 95 to 105% terminal voltage at rated balanced kva.
Generator unbalanced armature currents produce shaft torque pulsating at twice the line frequency with mag-
nitudes in per unit approximately equal to the per unit negative phase sequence armature current. The pulsating
torques also appear on the generator stator core. Spring-mounted stator cores in most of the modern 3600 rpm
generators (hydrogen-cooled and large air-cooled) will effectively isolate this pulsating torque from the stator
frame and foundation.
The magnitude of the extra losses and heating resulting from zero phase sequence armature current will depend
on the individual generator design (in particular the armature winding pattern) as well as the value of the zero
phase sequence armature current. Zero phase sequence loading of a particular generator should be referred to
the manufacturer for recommendation.
In the absence of data from the manufacturer, a conservative basis for zero phase sequence loading, or com-
bined negative phase sequence and zero phase sequence loading is the following. Combine the per unit zero
phase sequence, I0, and negative phase sequence, I2, current components according to equation (1), and ob-
serve the same limitations for the resulting equivalent current, I1, as given for I2. This rule is conservative, but
generally should be adequate for the rather rare situations where it is necessary to impose zero phase sequence
loads on turbine-generators.
I1 + Ǹ(I2)2 ) 2 (I0)2 (1)
10
X. POWER-FACTOR ADJUSTMENT
When operating the generator singly, the power factor of the generator is determined by the power factor which
the load demands. However, when the generator is operating on a system or in parallel with other machines,
its power factor is determined by the generator field current. The power factor for the generator may be ad-
justed by adjusting the field current; for overexcited (or lagging power factor) operation, increasing the field
current will lower the power factor, and decreasing the field current will raise the power factor.
XI. EFFECT OF LEADING AND LAGGING POWER FACTOR
All turbine–generator units are designed to meet a particular rating. This rating includes the power factor, in
addition to kva, voltage, and speed. However, turbine–generator units, because of system conditions, are usu-
ally operated at other than rated power factor, and it is important for the operators to know the capabilities and
limitations pertaining to this type of operation. These are shown by a reactive capability curve which is in-
cluded in the generator section of the operator’s manual. A typical curve is shown in Figure 2. This curve is
plotted in per unit values for illustrative reasons.
To illustrate the relationship of kw, kvar, and kva, a vector diagram has been added to the lower left-hand corner
of the curve. This shows that at any operating point on the reactive capability curve, the values of kw and kvar
may be vectorially added to give the resultant kva.
In addition, a small vee curve has been included on this reactive capability curve to illustrate the portions of
the V-curve capability limits on the reactive capability curve.
It is significant that the majority of switchboards in power stations are provided with kw and kvar meters, so
that the reactive capability curves may be used directly. Therefore, it is not usually necessary when operating
a generator to know the kva.
An inspection of Figure 2 shows that the portion of the curves extending between the rated power-factor lag-
ging line and the 0.95 power-factor leading line is an arc of a circle whose radius of 1.0 per unit kva correspond-
ing to the rating at various hydrogen pressures. In this region the kva is limited by armature winding tempera-
ture limitations.
In the region of operation between the rated power-factor line and zero power-factor lagging (overexcited) the
kva is limited by the temperature rise of the field winding. In the region of leading power factor or in the under-
excited range, rated kva can usually be carried to 0.95 power-factor leading. From this point the kva must be
reduced to maintain safe end-iron temperatures on the armature core.
Another consideration for low leading power-factor operation is steady-state stability. It has been found by
tests that a typical turbine–generator unit using static type voltage regulator will have a steady-state pullout
considerably below the operating range permitted by the heating limitations shown on the curve.
XII. RECTIFIER LOAD
Large turbine-generators are rated on the basis of armature current with negligible deviation from a pure sine
wave. If part of the generator ac output is converted to dc, harmonic currents generated by the rectifying pro-
cess will flow in the generator armature windings. These harmonic currents result in extra losses, primarily
at the surface of the rotor, which are not normally provided for in the generator design.
11
Field Winding
Heating Limitations
+1.0
Rated P.F.
Lagging
Lagging
+0.8
+0.6 1.0 KVA (Per Unit)

Armature Winding
.8 Heating Limitations
+0.4 .6
0.5 PSIG [3.4 kPa (Gauge)] [0.035 kg/cm2 (Gauge)]
.4 Hydrogen Pressure
Reactive Power – Per Unit
O.P.F. O.P.F. Lag 15 PSIG [103.4 kPa (Gauge)] [1.0 kg/cm2 (Gauge)]
+0.2 .2 Lead
“Vee Curves” Hydrogen Pressure
Per Unit Field Amps 30 PSIG [206.8 kPa (Gauge)] [2.10 kg/cm2 (Gauge)]
0
KVAR
0 .2 .4 .6 .8 1.0 Hydrogen Pressure

0
0.2 0.4 0.6 0.8 1.0 1.2 1.4 90°F (32.2°) H2O
Kilowats–Per Unit
–0.2
0.95 P.F. Leading

–0.4
–0.6 Armature Core

End Iron Heating
Limitation
Leading
–0.8
KVAR
θ
–1.0
KW Cos θ = Power Factor
Figure 2. A Typical Reactive Capability Curve
The decrease in generator capability is a function of the magnitude of each of the harmonic currents and of
the electrical design of the specific generator in question. Before any rectifier load is connected to the genera-
tor, it is recommended that the schedule of harmonic currents be submitted to the General Electrical Company
for use in determining the corresponding reduction in generator capability.
XIII. LOSS OF FIELD
Operation of a turbine–generator connected to a system without field current will cause excessive field heat-
ing. The degree to which this heating will occur depends on several conditions including the initial load on
the machine, the manner in which field current is lost, and the manner in which the generator is connected to
the system. When excitation is lost, the generator tends to overspeed and operates as an induction generator.
This overspeed normally results in a reduction in load due to the characteristics of the turbine governor, an
increase in armature current, and possible low voltage at the generator terminals, and is accompanied by high
rotor currents. These rotor currents will flow both through the field winding (providing the field winding has
been short-circuited or is connected through the field discharge resistor) and through the rotor body, complet-
ing the circuit through the rotor coil wedges. The rotor body currents will cause extremely high and possibly
dangerous temperatures in a very short time, particularly where the currents flow across the wedges at the ends
of the rotor body. The time required for the heating to become dangerous depends on the conditions of loss
of excitation. But in general, this time is short, being only a matter of seconds rather than minutes for a machine
12
with a completely open field winding. In addition, opening of the field circuit with the machine carrying a load
(the field not short-circuited through the field discharge resistor), may subject the winding to high and possibly
dangerous voltages from the inductive effects of the winding.
If excitation is lost by accidental tripping of field breaker, the breaker should be immediately reclosed without
shutting down the machine.
If the machine is discovered to be operating without field for an unknown interval of time, it should be immedi-
ately tripped off the line and shut down for an inspection to determine the degree of rotor damage from heating.
Relays are now available which determine when a machine has started slipping due to loss of excitation. Since
this effect occurs in a relatively few seconds after the loss of field, and if such relays are employed to trip the
machine from the line, damage from overheating will be prevented and the machine may be put back in service
as soon as the defect in the excitation system has been remedied.
A. Inspection Following Trip-Out
If the machine is tripped off the line due to any of its protective devices, no attempt should be made to
resynchronize the machine before the cause of the tripout is determined.
Following a tripout due to the differential phase relays, both the armature and field windings should be
tested and otherwise inspected before attempting to resynchronize.
XIV. GROUNDED FIELD WINDING
It is general practice to operate a turbine–generator with the excitation system ungrounded. If an accidental
single ground occurs on the generator field operating on an ungrounded system, no change in the excitation
system occurs at the time of the ground, and the machine may be removed from the system without the risk
of system interruption or costly damage to the generator field. As soon as possible after a ground is indicated,
the generator should be removed from the line and the difficulty repaired. In no case should a generator be
allowed to remain on the system for any appreciable time after a ground occurs.
XV. GENERATOR LOAD CAPABILITY
The generator should not be operated at any loads above the nameplate rating even though its operating tem-
perature rise may be well below the guaranteed temperature rises and the cooling water temperature may be
lower than that specified on the data sheet. The generator is designed to give long, trouble-free life for continu-
ous and intermittent operation at rated output, and loading beyond the nameplate rating encroaches on the de-
sign margins built into the machine.
13
GEI 74479C
June 2001
GE Power Systems
Steam Turbine
Periodic Operational Inspection and Test

Generator
I. INTRODUCTION
The expected normal operating conditions and parameters are prescribed in the various sections of the Instruc-
tion Book. The required parameters, which vary with specific operating conditions, may be best maintained
by periodic inspection and tests. Inspection and test should be scheduled at regular intervals consistent with
the instructions and good operating practice. The following is a typical schedule which should be amended
as required by specific operating instructions.
A. Each Shift
1. Check the water flow, temperature and vent to each hydrogen cooler.
2. Check the generator collector rings and brushes.
B. 3–6 Months
1. Check the calibration and operation of all the alarm devices and/or contacts.
2. Test the bearing insulation.
3. Test the collector end hydrogen seal casing insulation.
C. 6–12 Months
1. Check the operation of the resistance temperature detectors.
2. Check the calibration of all the indicating instruments.
3. Test exciter coupling insulation for ground.
D. Maintenance Outages
1. Check hydrogen cooler tubes for water side mineral buildup.
Tab 25
GEK 32568f
Revised February 2002
GE Power Systems
Gas Turbine
Lubricating Oil Recommendations for Gas Turbines with Bearing

Ambients Above 500 F (260 C)
GEK 32568f Ambients Above 500 F (260 C)
TABLE OF CONTENTS
I. GENERAL...................................................................................................................................... 3
II. RECOMMENDED PHYSICAL PROPERTIES......................................................................... 3
III. LUBRICATION SYSTEM............................................................................................................ 5
IV. OPERATING TEMPERATURES................................................................................................ 5
V. CORROSION — PREVENTATIVE MATERIALS ................................................................... 6
VI. CLEANING REQUIRED AT INSTALLATION ........................................................................ 7
VII. RESPONSIBILITY OF OPERATOR.......................................................................................... 7
VIII. RESPONSIBILITY OF OIL VENDOR...................................................................................... 7
IX. MONITORING .............................................................................................................................. 7

A. Sampling .................................................................................................................................. 7
X. USE LIMITS .................................................................................................................................. 10
XI. COMMENTS.................................................................................................................................. 10
A. Oil Purifying System................................................................................................................ 10
B. Use of Additives....................................................................................................................... 11
C. Diagnostics Programs............................................................................................................... 11
XII. APPENDIX A — TEST METHOD.............................................................................................. 11

A. Discussion of Test Methods ..................................................................................................... 11
2
Ambients Above 500 F (260 C) GEK 32568f
I. GENERAL
These instructions contain information intended to help the purchaser of a General Electric gas turbine and
the lubricant supplier to select the proper grade and quality of lubricating oil for the turbine application.
For phosphate ester fire resistant lubricants refer to GEK 28136, "Phosphate Ester Based, Fire-Resistant
Recommendations for Gas Turbines."
These recommendations apply to General Electric’s Heavy Duty Gas Turbines only. For lubrication rec-
ommendations for equipment other than General Electric, refer to the instructions provided by the manu-
facturer of that equipment.
The successful operation of the gas turbine and its driven equipment is vitally dependent upon the lubrica-
tion system. Therefore, it is necessary that all factors contributing to correct lubrication be present and that
the entire system be maintained in good order.
The life of the apparatus depends upon a continuous supply of lubricant of proper quality, quantity, tem-
perature, and pressure.
This being the case, the life and quality of the lubricant is of prime importance to the user. Experience has
shown that certain fluid monitoring and condition maintenance is required. Hence, the following recom-
mendations are made.
II. RECOMMENDED PHYSICAL PROPERTIES
The lubricating oil intended for this service is a rust and oxidation inhibiting petroleum lubricating oil or
synthetic hydrocarbon with greater high temperature oxidation stability than conventional lubricating oils.
Operating experience has shown the antioxident of the di-tertiary butyl-para-cresol (DBPC) type is not
adequate for this service. The inhibitors must be of the non-volatile type.
A listing of recommended properties of new oil is shown in Table 1. Included with this listing is the ASTM
test method and the recommended value. The reader should refer to these methods for details of the tests.
The oil is an International Standards Organization Viscosity Grade 32 (ISO VG 32) oil. The properties
listed are rather typical of turbine lubricating oils except for the oxidation test requirements. Note that the
values in Table 1 are only recommended values. An oil that has been shown to perform successfully in the
field may still be used even if all values in Table 1 have not been satisfied.
For several years there have been investigations to decide on appropriate laboratory tests which could dis-
tinguish between fluids which gave satisfactory service in a turbine and those which did not. To date, there
has not been complete correlation between laboratory testing and field experience.
There are three methods recognized by the ASTM for determining carbon residue. They are D-524,
“Ramsbottom Carbon Residue of Petroleum Products”, D-4530, “Determination of Carbon Residue
(Micro Method)” and D-189, “Conradson Carbon Residue of Petroleum Products”. Although these
methods are similar in concept, they do not provide identical results. Each method contains a graph that
can be used to convert the results for comparison to the other methods. Although Table 1 only contains
acceptance criteria for D-524, either of the other two methods can be used instead provided the results
obtained are equivalent to the value contained in Table 1 for D-524.
Two oxidation tests are listed in Table 1. The ASTM D-943 (Oxidation Characteristics of Inhibited Steam-
Turbine Oils) minimum value must be satisfied for this service. In addition, both of the Oxidation Stability
by Rotating Bomb tests described below must be satisfied.
3
ASTM D-2272, Standard Test Method for Oxidation Stability of Steam Turbine Oils by Rotating Bomb,
presently shows the best correlation with service experience but it is not absolute. It has been found that
the volatility of the inhibitor can have a significant effect on the results of this test. As stated above, these
inhibitors need to be non-volatile.
The ASTM D-2272 test should be run in the normal way and a second test run on oil which has been
treated to remove volatiles. This pretreatment is done by putting the oil to be tested in a test tube 38 mm
ID× 300 mm L. (This is the same tube used for the International Harvester BT-10 oxidation test.) This tube
is immersed in a bath maintained at 250F (l21C). Clean, dry nitrogen is then bubbled through the heated
oil for 48 hours at the rate of 3 liters per hour. The treated oil is then tested per ASTM D-2272.
The value obtained in the test of the treated oil should be no less than 85% of that obtained for the untreated.
When applying a new lubricating oil it is recommended that laboratory test comparisons be made with a
known successful oil.
Table 1. Recommended Properties High Temperature Lubricating Oil for Gas Turbines (for
New Oil)
ASTM Test Method No. Test Recommended Value

D-287 Gravity (API) 29-33.5
D-1500 Color 2.0 (max.)

D-97 Pour Point ( F/ C) +10/-12 (max.)
D-445 Viscosity 28.8-35.2
40C (centistokes)
D-974 Neutralization No. (mg KOH/g) 0.20 (max.)
D-665 Rust prevention — B Pass
D-92 Flash point (COC) (F/C) 420/215 (min.)
D-130 Copper corrosion 1B (max.)
D-524 (or equivalent) Carbon residue ramsbottom 0.10% (max.) (or equivalent)
D-892 Foam 50/0 (max.)
50/0 (max.)
50/0 (max.)
D-943 Turbine oil oxidation test (hrs) 3,000 (min.)
D-2272 Oxidation Stability by Rotating Bomb 500 (min.)
(minutes)
D-2272 Oxidation Stability by Rotating Bomb 85% (min.) of time in
(modified) unmodified test
D-3427 Air Release 5 (max.)
D-2270 Viscosity Index (VI) 95 (min.)
4
III. LUBRICATION SYSTEM
The lubrication system is designed to provide an ample supply of filtered lubricating oil at the proper tem-
perature and pressure for operation of the turbine and its associated equipment.
Protective devices are incorporated into those systems where it is necessary to protect the equipment against
low lube oil supply, low lube oil pressure, and high lube oil temperature. The protective devices sound a
warning or shut down the unit if any of these conditions occur.
The particular arrangement of the system, the protective devices, and the system settings are shown on
the schematic piping diagram for the specific gas turbine. Other information on the Lubrication System
is found in the service manual and includes the system’s operation, maintenance, and instructions for the
various pieces of equipment used in the system.
IV. OPERATING TEMPERATURES
Lubricating oil is exposed to a range of temperatures as it is circulated through the gas turbine. For reli-
able circulation of oil before starting, the oil temperature should be 70F (21C) to obtain the appropriate
viscosity.
The normal bearing inlet oil temperature is 130F (54C). However, because of customer requirements or
because of ambient conditions and/or coolant temperatures, the actual operating conditions may be differ-
ent.
The lubricating system cooling equipment is designed to maintain the nominal 130F (54C) bearing inlet
oil temperature when raw water is available for cooling. However, when radiator systems are involved,
the sizing is such that for the maximum recorded ambient temperature at the site, the bearing header tem-
perature may be 160F (71C). The minimum recommended oil inlet temperature is 90F (32C). The gas
turbine bearings are designed to operate satisfactorily at these inlet oil temperatures. With radiator systems,
the nominal 130F (54C) bearing header will be maintained for a high percentage of the operating time.
In special cases, other design header temperatures are used as dictated by the load devices.
Operating bearing temperature rises are discussed in appropriate sections of the service manual. Typically,
the lubricant temperature rise from inlet to drain is in the 25F to 60F (14C to 33C) range. If a reduction
gear is involved, this temperature rise may be 60F (33C).
Some gas turbines have bearings that are in an ambient of high temperature. This ambient and the sealing
air may be over 500F (260C). The bearing housing is sealed with labyrinths and airflow such that the
bearing drain spaces are at approximately atmospheric pressure. A portion of the lubricating fluid will be
mixed with a small quantity of hot air and will wash metal surfaces between the bearing housing ambient
and the oil drain temperature.
The lubricant temperature in the tank will be 25F to 40F (14C to 22C) above the bearing header. Thus,
the bulk temperature will be 155F to 200F (68C to 93C) during operation.
V. CORROSION — PREVENTATIVE MATERIALS
Manufacturing procedures provide for corrosion protection by cleaning and treating all metal surfaces
which will be in contact with the lubricating oil in the lubrication system.
The inside walls of the lubricating oil tank are processed at the factory using an oil-resistant paint.
5
The inner surfaces of all lubricating oil piping, bearings, hydraulic control devices, and other apparatus
whose surfaces will be in contact with the turbine lubricating oil are coated with a vapor space rust-inhibited
(VSI) lubricating oil which is used as a combination test and shipping oil.
In addition, 50 gallons of this oil is put in the reservoir at shipment and the system openings are closed.
The oil and its vapors provide corrosion protection during shipment and installation.
At installation this oil should be removed and the reservoir manually cleaned. The remaining VSI oil should
be removed with a displacement flush.
VI. CLEANING REQUIRED AT INSTALLATION
The reliable operation of controls and machine bearings is dependent upon the cleanliness of the lubricating
oil system. During manufacture, considerable care has been taken in processing, cleaning, and flushing this
system to maintain the cleanliness. Further, full flow filters are included in the system thereby filtering all
of the fluid before its use.
For assistance in flushing and cleaning, refer to ASTM Standard D 6439 “Standard Guide for Cleaning,
Flushing, and Purification of Steam, Gas, and Hydroelectric Turbine Lubrication Systems.” Most of the
General Electric Company gas turbines are package power plants that require a minimum of flushing and
cleaning at installation. This ASTM standard should be followed.
If the installation is of a non-package type requiring field pipe fabrication of intricate shapes, then complete
cleaning and flushing is required.
From this ASTM standard for a package power plant the minimum practices include the following:
1. Upon arrival of the equipment at the site, a general visual inspection should be made to become fa-
miliar with the equipment, to observe any shipment damage, and to determine that the lubrication
and control systems are sealed from contamination. Take corrective action as necessary from these
observations. It is important that the systems subject to contamination or corrosion remain sealed as
much as possible during the installation period.
2. The field interconnections of the piping must be clean at installation. This piping is of simple config-
uration to permit visual inspection and manual cleaning.
3. During the installation, any soft or hard film temporary corrosion protective material must be manu-
ally removed.
4. A displacement flush should be performed. Install and circulate the operating lubricant for a 24- to
36-hour period at a temperature of 130F to 150F (54C to 66C). The auxiliary lubricant oil pump
may be used. Remove and dispose of this displacement fluid.
5. After satisfying the above items, the reservoir should be manually cleaned. The parties involved
should be satisfied that the operating lubricant is clean and free of water and that it meets the manu-
facturer’s recommendations. The actual fill should be made through a suitable strainer, as a precaution
against the accidental ingress of solid foreign objects.
6. After filling, circulate the lubricant through the system to confirm that satisfactory flow has been
established. Also, check for system leaks.
6
VII. RESPONSIBILITY OF OPERATOR
After the unit is installed, and prior to its initial starting, the operator should take all precautions to ensure
that:
1. The lubricating system has been thoroughly flushed and/or is clean.
2. The supply of turbine oil is ample for operation of the unit.
3. The type of oil is in accordance with this instruction.
During operation of the unit, the operator should establish a routine inspection procedure to ensure that:
1. The temperature and pressure levels of the lubrication system are within the limits specified by the
service manual and the piping schematic diagrams.
2. The oil purity is maintained by checking for water leaks, by draining tank bottoms, and by adhering
closely to the recommendations set forth by the oil vendor for sampling, purifying, and replenishing
the lube oil supply or inhibitors.
VIII. RESPONSIBILITY OF OIL VENDOR
It is generally recognized that turbine lubricating fluid should be a petroleum derivative or synthetic hydro-
carbon free from water, sediment, inorganic acids, or any material which, in the service specified, would
be injurious to the oil or the equipment. There should be no tendency toward permanent emulsification or
rapid oxidation with the formation of sludge.
The responsibility of supplying the proper oil for the lubricating system to meet this instruction rests with
the oil vendor and the turbine operator. The oil vendor is expected to make recommendations to the turbine
operator concerning compatibility with the VSI oil and operational sampling and testing. Further, he is
expected to cooperate with the manufacturer and the operator by providing the support necessary to ensure
satisfactory performance of the lubricant, such as examination of oil samples and recommendations for
corrective action, if required.
IX. MONITORING
Lubricant condition must be monitored for reliable operation of the gas turbine. ASTM Standard D-4378,
“In-Service Monitoring of Mineral Turbine Oils for Steam and Gas Turbines" provides guidance for select-
ing sampling and testing schedules. This document recommends sampling the oil after 24 hours of service
and then suggests nominal intervals depending on hours of operation.
The sampling and testing schedule should be adjusted to account for severity of service and oil condition.
ASTM Standard D-4378 provides information that can be useful in making this determination.
A. Sampling
The proper sampling techniques are important when taking lubricant samples. A sample to be repre-
sentative must be obtained either from an agitated tank or a free flowing line. The preferable sampling
method is:
7
Dipping from the Tank:

Lubricant fluid sample should be taken by dipping from the tank. Lubricant should be thoroughly
circulated (with one or more lube oil pumps) before the sample is taken.
Secondary sampling methods are:
Sampling from a Line:

The line should contain lubricating fluid which is free flowing and not dead-headed. For instance,
the lines in the bearing header, the active filter and active heat exchanger are free flowing; the lines
to the gauge cabinet are deadheaded. In a machine with dual filters or heat exchangers, the inactive
filters or heat exchangers do not have flowing fluid and, therefore, are not suitable sampling points.
When using a sampling line, make sure that the line has been thoroughly flushed before taking a sample.
Adequate amount of flushing will depend on sampling line dimensions, length and diameter.
Tapping from a Reservoir:

As described above, the lubricant fluid must be thoroughly agitated in the reservoir and the tap line
flushed before a sample can be taken.
A fluid sample is probably not representative if:
1. The fluid in the system is hot while the sample is cold.
2. The fluid in the system is one color or clarity in a sight glass while the sample is a different color
or clarity.
3. The viscosity of the reservoir fluid is different than the sample when both are at the same tem-
perature.
It should be noted that on occasion a sample may be requested which will not be representative. At that
time, sampling instructions, as specified by the requestor, must be followed. For example, a sample
might be taken off the top or the bottom of a tank to check for contamination. In such a case the
sampling point should be marked on the sample container.
Samples should be taken in a “suitable” container. To be “suitable” the container should be:
1. Clean. If in doubt about its cleanliness, use another container. If this is not possible, flush it out
with the fluid to be sampled.
2. Resistant to the material being sampled. For instance, the fire resistant phosphate ester fluids
and some fuels will dissolve certain plastics. This includes the liner in bottle caps. To verify the
container’s resistance, if time permits, allow the sample to sit in container and observe its effects.
Aluminum foil makes a good, resistant cap liner.
3. Appropriate for whatever handling is required. Containers with leaking tops and glass containers
improperly protected are not suitable for shipment. Note that stringent packaging requirements
must be followed if shipment is to be made by air.
4. Of sufficient size. An extensive chemical analysis, if that is why a sample is required, cannot
be done on the contents of a container that is too small. Normally one pint is sufficient unless a
larger quantity is requested.
8
Lubricant suppliers provide sample containers which meet the above mentioned requirements. These
should be used whenever possible. If frequent samples are taken, an adequate supply of containers
should be kept.
A sample should be properly marked. Markings should include at least the following information:
Customer name
Site
Location
Turbine serial number
Turbine fired hours
Date sample taken
Type of fluid sampled
Sampling point
Samples from the initial fill should be forwarded to the lubricant supplier for extensive tests. The
amount of testing of the other samples depends upon the service and interests of the parties involved.
Sufficient tests and sample intervals are necessary to establish trends and to prevent significant lubricant
operational problems. Sharing the test results among the user, oil supplier, and the General Electric
Company Gas Turbine Division can be helpful.
Tests that are indicative of fluid condition include:
1. Viscosity — ASTM D-445, Kinematic Viscosity of Transparent and Opaque Liquids (and the
Calculation of Dynamic Viscosity).
2. Total Acid Number — ASTM D-974, Neutralization Number by Color Indicator Titration.
3. Oxidation Life Remaining — ASTM 2272, Oxidation Stability of Steam Turbine Oils by Rotating
Bomb (RBOT).
NOTE
Some oil suppliers have alternate tests for this purpose.
4. Oxidation Inhibitor Level — Oil suppliers have methods of determining oxidation inhibitor con-
tent of in-service oils.
This information can be important on its own or when combined with the other data.
5. Water Content — The presence of water in the lubricating fluid is not indicative of decomposition.
Water can, however, promote decomposition of the lubricating oil by reacting with additives in
the oil. This reaction may also cause filter plugging. Also, the presence of water indicates a
9
problem with the turbine system such as a leaking heat exchanger. The source of water should be
determined and corrected.
X. USE LIMITS
The lubricant supplier will have recommended use limits. However, the General Electric Company also
has recommendations that are stated in this section. The object of the use limits is to prompt action before
turbine operational problems develop because of the condition of the oil. Oil oxidation can produce sludges,
varnishes, and light flammables that have caused fires and explosions.
Recommended use limits are given in Table 2 and discussed below.
Table 2. Recommended Use Limits
Viscosity at 40C (104F) 41 centistokes (max.)

25 centistokes (min.)
Total Acid Number 0.4 mg KOH/gm (max.)
Rotating Bomb Oxidation Test (RBOT) 25% (min.) of value for new oil
The viscosity limits provided above are consistent with the guidelines presented in ASTM D-4378. High
viscosity is most likely the result of oil oxidation. Low viscosity is probably the result of contamination
with fuel or water.
Total Acid Number is an indication of the lubricant condition. With oxidation the total acid number in-
creases. The oil should be changed before a total acid number of 0.4 mg KOH/g is reached.
The remaining oxidation life of the oil can be measured by ASTM D-2272, Oxidation Stability of Rotating
Bomb (RBOT). The RBOT values and limits vary with the various oil formulations; however, with a RBOT
of 25 percent of the oil’s initial value, its life is gone.
As stated above, the oil supplier may have other tests to determine oil conditions. These tests and any
associated limits should be included in the oil monitoring program.
With any one of these measurements out of limits, the lubricating oil needs to be changed. The steps for
such a change include draining the old oil, manually mopping out the tanks, filling and displacement flush
(see section 6), draining flush oil, manually mopping out the tank, and filling with the new charge of oil.
XI. COMMENTS
As the turbine manufacturer, the following comments are offered.
A. Oil Purifying System
External oil purification systems are not recommended. Since full-flow filtration is included in the
lubrication system, a bypass filter for dirt removal is superfluous.
Water removal systems have not normally been installed with gas turbines. Water contamination is
limited to condensation and cooler leaks. It is recommended that the cooling water pressure be below
lube fluid pressure to minimize the chance of water leakage into the lubrication system. An operating
10
gas turbine is an excellent dehydrator. Centrifuges are not recommended because of their potential for
removing oil additives.
Clay filters are not recommended for cleaning of the inhibited turbine oils meeting these instructions.
B. Use of Additives
The customer should not incorporate any additives into the fluid except at the request of or with the
approval of the fluid supplier. This prohibition particularly refers to the use of “oiliness additives,”
“oil dopes,” preservative oils, and engine oils which have been used in the past during installation and
maintenance. If oiling the bearing is required to facilitate rolling of the shaft, the oil from the lubricant
oil tank should be used.
C. Diagnostics Programs
Diagnostic programs such as wear metal analysis, Spectrographic Oil Analysis Program (SOAP) or
others may be used as part of oil sampling and analysis. General Electric makes no recommendation
with regard to use of these programs. There are, however, several reservations. These programs are
useful only for establishing trends; a single point in time value is not meaningful. Unlike aircraft jet
engines and piston engines, there have not been and are not any studies correlating the results of these
programs with performance of a gas turbine. With the type of bearings used in a gas turbine, impending
bearing failure is most likely to be predicted by analysis of mechanical vibration.
XII. APPENDIX A — TEST METHOD
A. Discussion of Test Methods
For detailed information concerning the various test methods, please refer to the parent published doc-
uments. The discussions below will help explain these various tests and properties.
1. Viscosity
The viscosity of a fluid is its resistance to flow. Viscosity is commonly reported in stokes which
has the units of cm/sec. Centistokes (one hundredth of one stoke) are most commonly used for
convenience. The viscosity in centistokes is also called the kinematic viscosity. The absolute or
dynamic viscosity is expressed in poise (more commonly centipoise). It is the kinematic viscosity
in stokes (or centistokes) at a given temperature multiplied by the density of the fluid at this
temperature expressed in grams/cm3.
The viscosity in centistokes is determined per ASTM D-445, “Viscosity of Transparent and
Opaque Liquids (Kinematic and Dynamic Viscosities).” The viscosity is calculated from the
time required for a fixed volume of fluid at a given temperature to flow through a calibrated
glass capillary instrument using gravity flow. Centistoke viscosities can be converted to Saybolt
and vice-versa using the tables and formulas given in ASTM 2161 “Conversion of Kinematic
Viscosity to Saybolt Universal Seconds.”
2. Pour Point
The pour point is the lowest temperature at which a fluid is observed to flow. It is reported in
increments of 5F and is determined as the temperature at which fluid, contained in a tube with
11
an inside diameter of 30 to 33.5 mm, will not flow within five seconds of rotating the tube 90
degrees from the vertical to the horizontal position.
The pour point is reported more as a matter of information. Of practical concern in the design
of lubrication systems is the viscosity at which the lubricant fluid becomes too viscous to be
pumped. For General Electric gas turbines the viscosity should be less than 173 centistokes for
proper circulation of the fluid before starting.
3. Total Acid Number
The total acid number is the milligrams of potassium hydroxide (KOH) required to neutralize
the acidic constituents in a gram of sample. It is determined per ASTM D-974, “Neutralization
Number by Color lndicator Titration.” The total acid number (TAN) is sometimes called the neu-
tralization number (NN) or neut number and also the acid number (AN).
4. Flash and Fire Point
Flash and Fire Points are determined per ASTM D-92, “Flash and Fire Point by Cleveland Open
Cup.” Flash point is the temperature at which the fluid contained in a test cup and heated at a
constant rate will flash but not burn when a flame is passed over the cup.
Fire point is the temperature at which the fluid contained in a test cup and heated at a constant
rate will burn for at least 5 seconds when a flame is passed over the cup.
Flash and Fire Points are an indirect measure of both the volatility of the fluid and the flamma-
bility of these volatiles. Since there are more accurate ways of determining these, as an example:
distillation to determine volatiles, this test is mainly of value as a quality control test.
5. Autogenous Ignition Temperature
The autogenous ignition temperature of a fluid is the temperature of a fluid at which it will ignite
due to heat alone, that is, without a flame or other ignition source being used. It is determined
per ASTM D-2155, “Autoignition Temperature of Liquid Petroleum Products.” It consists of in-
jecting a small amount of fluid into a 200 milliliter flask at elevated temperature. The lowest
temperature at which a fire occurs within five minutes of injecting the fluid is reported.
The autogenous ignition temperature (AIT) is sometimes called spontaneous ignition temperature
(SIT). This test does not necessarily indicate ignition temperature in a “hardware” situation.
6. Oxidation Tests
The ASTM D-943, “Oxidation Characteristics of Inhibited Steam-Turbine Oils" is the traditional
oxidation test for turbine oils. In this test, a sample of oil is placed in a container of water along
with pieces of steel and copper wire that have been coiled together. The container is maintained
at a temperature of 95C (203F) and oxygen is passed through it. The test measures the time in
hours for the acidity to reach 2.0 milligrams of potassium hydroxide per gram of sample.
This test is used primarily to determine the life of the oxidation inhibitor and does not necessarily
indicate the stability of the base oil.
12
The ASTM D-2272, “Oxidation Stability of Steam-Turbine Oils by Rotating Bomb" is an oxygen
absorption test. The test oil, water, and copper catalyst coil, contained in a covered glass container,
are placed in a bomb equipped with a pressure gauge. The bomb is charged with oxygen to a
pressure of 90 psi (620 kPa), placed in a constant temperature oil bath set at 150C, and rotated
axially at 100 rpm at an angle of 30 degrees from the horizontal. The time for the test oil to
react with a given volume of oxygen is measured, with completion of the time being indicated
by a specific drop in pressure. This test is normally used for quality control of particular new oil
formulation.
Recent work shows it to be an excellent in-service monitoring test. Some studies show it to be a
good indicator of performance.
7. Foaming Tendency
The ASTM method specifies three sequences of bubbling air through oil. First, it is done at 75F;
second, it is done with a new sample of oil at 200F; and third, the oil from the second sequence
is used but operated at 75F.
8. Rust Prevention
The rust prevention characteristics of the lubricant are determined per ASTM D-665. A mixture of
300 ml of lubricant and 30 ml of distilled water (Procedure A) is stirred while held at a temperature
of 140F. A carbon steel rod conforming to ASTM specification A108, Grade 1018, is immersed
in the oil for a period of 24 hours then examined for rust.
9. Air Release
ASTM Test Method D-3427 describes the method for determining air release properties of petro-
leum oils. Compressed air is blown through oil heated to a specified temperature. The length of
time required for the air entrained in the oil to reduce to 0.2% is recorded as the air release time.
Air release provides a measure of the oil’s performance in hydraulic systems because entrained
air can lead to sponginess.
10. Viscosity Index (VI)
Viscosity Index (VI) is an arbitrary number used to characterize the variation of kinematic vis-
cosity with temperature. A higher VI indicates a smaller decrease in kinematic viscosity with
increasing temperature.
13
GEI 41040G
Revised, January 2002
GE Power Systems
Gas Turbine
Specification for Fuel Gases

for Combustion in Heavy-Duty Gas Turbines
GEI 41040G Specification for Fuel Gases for Combustion in Heavy-Duty Gas Turbines
TABLE OF CONTENTS
I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
II. FUEL GAS CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

A. Natural Gas, Liquefied Natural Gas (LNG) And Liquefied Petroleum Gas (LPG) . . . . . . . . . . . . 8
B. Gasification Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
C. Process Gases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
III. FUEL PROPERTIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

A. Heating Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
B. Modified Wobbe Index (MWI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
C. Superheat Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
D. Hydrocarbon Dew Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
E. Moisture Dew Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
F. Flammability Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
G. Gas Constituent Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
H. Gas Fuel Supply Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
IV. CONTAMINANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
A. Particulates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
B. Liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
C. Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
D. Trace Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
V.SOURCES OF CONTAMINANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
A. Particulates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
B. Liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
C. Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
D. Trace Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
E. Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
F. Steam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
G. Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
H. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
APPENDIX
Appendix 1 AppendixDefinitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Appendix 2 Particle Size Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Appendix 3 Equivalent Contaminant Relationships (all machines except FB, H-Class) . . . . . . . 21
Appendix 4 Minimum Gas Fuel Temperature Reqirement Calculations . . . . . . . . . . . . . . . . . . . . 21
Appendix 5 Related Specification Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2
Specification for Fuel Gases for Combustion in Heavy-Duty Gas Turbines GEI 41040G
LIST OF TABLES
Table 1. Fuel Gas Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Table 2a. Gas Fuel Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Table 2b. Gas Fuel Contaminant Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Table 3. Test Methods for Gaseous Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LIST OF FIGURES
Figure 1. Hydrogen and Moisture Superheat Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 2. Moisture Dew Point as a Function of Concentration and Gas Pressure for a Typical
Natural Gas Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3
I. INTRODUCTION
General Electric heavy-duty gas turbines have the ability to burn a wide classification of gaseous fuels as
shown in Table 1. The properties of these gases can vary significantly due to the relative concentrations of
the reactant and inert constituents. In order to protect the gas turbine and to burn these fuels in an efficient
and trouble free manner, allowable ranges are defined in this specification for physical properties, constitu-
ents and contaminants.
Table 2a specifies the allowable limits for the fuel properties and constituents and Table 2b lists the limitation
on contaminants. These tables provide a screen for fuels that are acceptable for all frame sizes and combustor
types. Fuels that fall outside of these limits may be acceptable for specific applications e.g. a high hydrogen
fuel can be used with standard combustors in most cases. Contact GE for further evaluation of these fuels.
Table 3 identifies the acceptable test methods to be used for determining gas fuel properties shown in Tables
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
2a and 2b.
ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁ ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁ
Á
TABLE 1
FUEL GAS CLASSIFICATION
ÁÁÁ
ÁÁÁÁÁÁÁÁ
FUEL
Á LHV Btu/scft MAJOR COMPONENTS
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ
Natural Gas and Liquefied Natural Gas
Á
800-200 Methane
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁ
Liquefied Petroleum Gas
ÁÁÁÁÁÁÁÁ
2300-3200 Propane, Butane
ÁÁÁ
Gasification Gases
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ 100-150 Carbon Monoxide,
ÁÁÁ
-Air Blown
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ Hydrogen, Nitrogen, Water
ÁÁÁ
ÁÁÁÁÁÁÁÁ
Á
Vapor
ÁÁÁ
-Oxygen Blown
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
200-400 Carbon Monoxide,
ÁÁÁ
ÁÁÁÁÁÁÁÁ
Á
Hydrogen, Water Vapor
ÁÁÁ
Process Gases
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ 300-1000 Methane, Hydrogen,
ÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ Carbon Monoxide, Carbon
Á
Dioxide
ÁÁÁ
ÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
4
ÁÁ
ÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ TABLE 2a
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
FUEL PROPERTIES
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁ
GAS FUEL SPECIFICATION (see notes 1 and 2)
ÁÁ MAX MIN NOTES
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁ ÁÁ
Gas Fuel Pressure Varies with Varies with See note 3
unit and unit and
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁ combustor type combustor type
ÁÁ
° ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Gas Fuel Temperature, F
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁ
see note 4 Varies with gas See note 4
pressure
ÁÁ
ÁÁ ÁÁÁÁÁÁÁ
Lower Heating Value, Btu/scft
ÁÁÁÁÁÁÁ
ÁÁ
None 100-300 See note 5
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Modified Wobbe Index (MWI) See note 6
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
- Absolute Limits 54 40 See note 7
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
- Range Within Limits +5% -5% See note 8
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Flammability Ratio See Note 9 2.2:1 Rich:Lean Fuel/Air
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Ratio volume basis.
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
See Note 10
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Constituent Limits, mole %
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Methane 100 85 % of reactant species
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Ethane 15 0 % of reactant species
ÁÁ
Propane
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
Butane + higher paraffins (C4+)ÁÁ
ÁÁ
15
5
0
0
% of reactant species
ÁÁ
Hydrogen
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Carbon Monoxide ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁ
Trace
Trace
0
0
ÁÁ
Oxygen
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁ Trace 0 % of reactant species
ÁÁ
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁ
Total Inerts (N2+CO2+Ar)
ÁÁÁÁÁÁÁ
15 0 % of total (reactants +
inerts).
ÁÁ
ÁÁ ÁÁÁÁÁÁÁ
Sulfur
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Aromatics (Benzene, Toluene etc.) Report
ÁÁ Report
0
0
See Note 11
See Note 12
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
5
Table 2b
Allowable Gas Fuel Contaminant Levels
Turbine Inlet Limit, Fuel Equivalent Limit, XFe, See notes 13
Xe ppbw ppmw
Machine Model Machine Model
MS3000 FB, H- MS3000 MS5000 FB, H-Class
MS5000 CLASS B, E and F-Class
B, E and Turbine inlet flow/fuel The limits for Pb,
F-Class flow (E/F) V, Ca, Mg for FB,
Trace Metals 50 12 4 H–Class machines
Lead (Pb) 20 20 1.00 .240 .080 are identical to the
Vanadium (V) 10 10 .5 .120 .040 limits for other
Calcium (Ca) 40 40 2.0 .480 .160 machines.
Magnesium (Mg) 40 40 2.0 .480 .160
Sodium+Potassium see Note 14
(Na/K)=28 20 3 1.00 .24 .080 For Alkali metal
(Na/K)=3 10 3 .50 .12 .040 limits (Na and K)
(Na/K)=<1 6 3 .30 .072 .024 see GEI 107230(1)
Particulates see note 15
Total 600 400 30 7.2 2.4 Consult GE For
Above 10 Microns 6 4 0.3 .072 .024 particulate limits
Liquids No Liquids allowed, gas must be superheated. See note 16
Fuel Property and Contaminant Notes:
1. All fuel properties must meet the requirements from ignition to base load unless otherwise stated.
2. Values and limits apply at the inlet of the gas fuel control module, typically the purchaser’s connec-
tion, FG1.
3. Minimum and maximum gas fuel supply pressure requirements are furnished by GE as part of the
unit proposal.
4. The minimum fuel gas temperature must meet the required superheat as described in section III–C.
Separate requirements are included for hydrocarbon and moisture superheat. The maximum allow-
able fuel temperature is defined in GEK 4189(2).
5. Heating value ranges shown are provided as guidelines. Specific fuel analysis must be furnished to
GE for proper analysis. (See section III–A)
6
6. See section III–B for definition of Modified Wobbe Index (MWI).
7. The upper and lower limits for MWI shown are what can be accommodated within the standard dry
low NOx fuel system designs. Fuels outside of this range may need additional design and develop-
ment effort. Performance fuel heating may be restricted on fuel with high inert content to stay above
the minimum MWI limit.
8. Variations of MWI greater than + 5% or –5% may be acceptable for some applications, (i.e. on units
that incorporate gas fuel heating). GE must analyze and approve all conditions where the 5% varia-
tion is to be exceeded.
9. There is no defined maximum flammability ratio limit. Fuel with flammability ratio significantly
larger than those of natural gas may require a start–up fuel.
10. Candidate fuels which do not meet these limits should be referred to GE for further review. All fuels
will be reviewed by GE on a case by case basis. (see section III–G)
11. When fuel heating for thermal efficiency improvements is utilized (e.g. Tgas > 300°F) there is a pos-
sibility of gum formation if excess aromatics are present. Contact GE for further information.
12. The quantity of sulfur in gas fuels not limited by this specification. Experience has shown that fuel sulfur
levels up to 1% by volume do not significantly affect oxidation/corrosion rates. Hot corrosion of hot gas
path parts is controlled by the specified trace metal limits. Sulfur levels shall be considered when addres-
sing HRSG Corrosion, Selective Catalytic Reduction (SCR) Deposition, Exhaust Emissions, System
Material Requirements, Elemental Sulfur Deposition and Iron Sulfide. (refer to Section IV–D)
13. The contamination limits identified represent the total allowable limit at the inlet to the turbine sec-
tion. These limits will be reduced if comparable contaminants are present in the compressor inlet
air and combustion steam/water injection. Consult with GE for limits for specific applications.
14. Sodium and potassium, from salt water, are the only corrosive trace metal contaminants normally
found in natural gases. Na/K =28 is nominal sea salt ratio. Other trace metal contaminants may be
found in Gasification and Process Gases. GE will review these on a case-by-case basis.
15. The fuel gas delivery system shall be designed to prevent the generation or the admittance of solid
particulate to the gas turbine gas fuel system. This shall include but not be limited to particulate
filtration and non-corrosive (i.e. stainless steel) piping from the particulate filtration to the inlet of
the gas turbine equipment. Fuel gas piping systems shall be properly cleaned/flushed and main-
tained prior to gas turbine operation. (See section IV–A)
16. The fuel gas supply shall be 100% free of liquids. Admission of liquids can result in combustion
and/or hot gas path component damage. (See section III–C)
7
ÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ TABLE 3
ÁÁÁÁ
TEST METHODS FOR GASEOUS FUELS
ÁÁÁÁÁ
ÁÁÁÁÁ
PROPERTY
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁ
ÁÁÁÁ
Gas Sampling Procedure
METHOD
GPA 2166(3)
ÁÁÁÁÁ
Gas Composition to C6+ (gas chromatography)
ÁÁÁÁ
ASTM D 1945
ÁÁÁÁÁ
ÁÁÁÁ
Extended Gas Composition to C14 GPA 2286(4)
ÁÁÁÁÁ
ÁÁÁÁ
Heating Value ASTM D 3588
ÁÁÁÁÁ
Specific Gravity
ÁÁÁÁ
Compressibility Factor
ASTM D 3588
ASTM D 3588
ÁÁÁÁÁ
ÁÁÁÁ
Dew Point (see Test Method note 1) ASTM D 1142
ÁÁÁÁ
Sulfur (see Test Method note 2) ASTM D 3246
Test Method Notes:A.
1. Hydrocarbon and water dew points shall be determined by direct dew point measurement (Chilled
Mirror Device). If dew point cannot be measured, an extended gas analysis, which identifies hydro-
carbon components from C1 through C14, shall be performed. This analysis must provide an accura-
cy of greater than 10 ppmv. A standard gas analysis to C6+ is normally not acceptable for dew point
calculation unless it is known that heavier hydrocarbons are not present, as is most often the case
with liquefied natural gases.
2. This test method will not detect the presence of condensable sulfur vapor. Specialized filtration
equipment is required to measure sulfur at concentrations present in vapor form. Contact GE for
more information.
II. FUEL GAS CLASSIFICATION
A. Natural Gas, Liquefied Natural Gas (LNG) And Liquefied Petroleum Gas (LPG)
Natural gases are predominantly methane with much smaller quantities of the slightly heavier hydrocar-
bons such as ethane, propane and butane. Liquefied petroleum gas is propane and/or butane with traces
of heavier hydrocarbons.
1. Natural Gas
Natural gases normally fall within the calorific heating value range of 800 to 1200 Btu per standard
cubic foot. Actual calorific heating values are dependent on the percentages of hydrocarbons and
inert gases contained in the gas. Natural gases are found in and extracted from underground reser-
voirs. These “raw gases” may contain varying degrees of nitrogen, carbon dioxide, hydrogen sul-
fide, and contain contaminants such as salt water, sand and dirt. Processing by the gas supplier nor-
mally reduces and/or removes these constituents and contaminants prior to distribution. A gas
analysis must be performed to ensure that the fuel supply to the gas turbine meets the requirements
of this specification.
8
2. Liquefied Natural Gas (LNG)
Liquefied natural gas is produced by drying, compressing, cooling and expanding natural gas to
approximately -260° F at 14.7 psia. The product is transported as a liquid and delivered as a gas after
pressurizing and heating to ambient temperature. The composition is free of inerts and moisture and
can be treated as a high quality natural gas. LNG can pick up moisture that is present in the pipeline
but it is not a source of the moisture.
The hydrocarbon dew point is typically less than -10° F at 500 psia but, depending on the processing
steps and tankage size, the dew point may increase if the boil–off is continuously extracted between
deliveries. Cooling and recompression of the boil–off will avoid this potential problem. The ex-
pected range in component concentrations should be obtained from the gas supplier to determine
the potential change in dew point.
3. Liquefied Petroleum Gases
The heating values of Liquefied Petroleum Gases (LPGs) normally fall between 2300 and 3200 Btu/
scft (LHV). Based on their high commercial value, these fuels are normally utilized as a back-up
fuel to the primary gas fuel for gas turbines. Since LPGs are normally stored in a liquid state, it is
critical that the vaporization process and gas supply system maintains the fuel at a temperature
above the minimum required superheat value. Fuel heating and heat tracing are required to meet
these requirements.
B. Gasification Fuels
Gasification fuels are produced by either an oxygen blown or air blown gasification process and are
formed using coal, petroleum coke or heavy liquids as a feedstock. In general, the heating values of gas-
ification fuel are substantially lower than other fuel gases. The reduced heating value of gasification
fuels result in the effective areas of the fuel nozzles being larger than those utilized for natural gas fuels.
1. Oxygen Blown Gasification
The heating values of gases produced by oxygen blown gasification fall in the range of 200 to 400
Btu/scft. The hydrogen (H2) content of these fuels are normally above 30% by volume and have
H2/CO mole ratio between 0.5 to 0.8. Oxygen blown gasification fuels are often mixed with steam
for thermal NOx control, cycle efficiency improvement and/or power augmentation. When utilized,
the steam is injected into the combustor by an independent passage. Due to the high hydrogen con-
tent of these fuels, oxygen blown gasification fuels are normally not suitable for Dry Low NOx
(DLN) applications (see Table 2a). The high flame speeds resulting from high hydrogen fuels can
result in flashback or primary zone re-ignition on DLN pre-mixed combustion systems. Utilization
of these fuels requires evaluation by GE.
2. Air Blown Gasification
Gases produced by air blown gasification normally have heating values between 100 and 150 Btu/
scft. The H2 content of these fuels can range from 8% to 20% by volume and have a H2/CO mole
ratio 0.3 to 3:1. The use and treatment of these fuels is similar to that identified for oxygen blown
gasification.
Gasification fuels provide a significant fraction of the total turbine mass flow rate. With oxygen
blown fuels the diluent addition (typically nitrogen) also assists with NOx control. Careful integra-
tion of the gas turbine with the gasification plant is required to assure an operable system. Due to
9
the low volumetric heating value of both oxygen an air blown gases, a special fuel system and fuel
nozzles are required.
C. Process Gases
Many chemical processes generate surplus gases that may be utilized as fuel for gas turbines. (e.g. tail
or refinery gases). These gases often consist of methane, hydrogen, carbon monoxide, and carbon diox-
ide that are normally byproducts of petrochemical processes. The hydrogen and carbon monoxide con-
tent, these fuels result in a high rich-to-lean flammability limit. These types of fuels often require inerting
and purging of the gas turbine gas fuel system upon unit shutdown or a transfer to more a more conven-
tional fuel. When process gas fuels have extreme flammability limits such that the fuel will auto ignite
at turbine exhaust conditions, a more “conventional” start-up fuel is required. Additional process gases
that are utilized as gas turbine fuels are byproducts of steel production. These are:
1. Blast Furnace Gases
Blast Furnace Gases (BFGs), alone, have heating values below the minimal allowable limits. These
gases must be blended with other fuels such as coke oven gas, natural gas or hydrocarbons such as
propane or butane to raise the heating value above the required lower limit.
2. Coke Oven Gases
Coke oven gases are high in hydrogen and methane and may be used as fuel for non-DLN combus-
tion systems. These fuels often contain trace amounts of heavy hydrocarbons, which may lead to
carbon buildup on the fuel nozzles. The heavy hydrocarbons must be “scrubbed” or removed from
the fuel prior to delivery to the gas turbine.
3. COREX Gases
COREX gases are similar to oxygen blown gasified fuels, and may be treated as such. They are usu-
ally lower in H2 content and have heating values lower than oxygen blown gasified fuels. Further
combustion related guidelines may be found in Bureau of Mines Circulars 503(5) and 622(6).
III. FUEL PROPERTIES
A. Heating Values
The heat of combustion, heating value or calorific value of a fuel is the amount of energy generated by
the complete combustion of a unit mass of fuel. The US system of measurement uses British thermal
units (Btu) per pound or Btu per standard cubic foot when expressed on a volume basis. The heating
value of a gas fuel may be determined experimentally using a calorimeter in which fuel is burned in the
presence of air at constant pressure. The products are allowed to cool to the initial temperature and a
measurement is made of the energy released during complete combustion. All fuels that contain hydro-
gen release water vapor as a product of combustion, which is subsequently condensed in the calorimeter.
The resulting measurement of the heat released is the higher heating value (HHV), also known as the
gross heating value, and includes the heat of vaporization of water. The lower heating value (LHV), also
known as the net heating value, is calculated by subtracting the heat of vaporization of water from the
measured HHV and assumes that all products of combustion including water remain in the gaseous
phase. Both the HHV and LHV may also be calculated from the gas compositional analysis using the
procedure described in ASTM D 3588. For most gas fuels, a standard gas analysis to C6+ is adequate
for determination of heating value, but an extended C14 analysis(4) may also be used if available. Gas
10
turbines do not operate with condensing exhaust systems and it is common gas turbine industry practice
to utilize the LHV when calculating the overall cycle thermal efficiency.
B. Modified Wobbe Index (MWI)
Gas turbines can operate with fuel gases having a very wide range of heating values, but the amount of
variation that a specific fuel system design can accommodate is limited. The fuel nozzles are designed
to operate within a fixed range of pressure ratios and changes in heating value are accommodated for
by increasing or decreasing the fuel nozzle area or gas temperature. A measure of the interchangeability
of gas fuels for a given system design is the MWI(7). This term is used as a relative measure of the energy
injected to the combustor at a fixed pressure ratio and is calculated using the fuel lower heating value,
the specific gravity with respect to air and the fuel temperature. The mathematical definition is as fol-
lows:
Modified Wobbe Index LHV (1)

SGgas x Tgas
This is equivalent to:
Modified Wobbe Index LHV (2)

MWgas
28.96 x Tgas
Where:
LHV = Lower Heating Value of the Gas Fuel (Btu/scf)

SGgas = Specific Gravity of the Gas Fuel relative to Air
MWgas = Molecular Weight of the Gas Fuel
Tgas= Absolute Temperature of the Gas Fuel (°Rankine)
28.96 = Molecular Weight of Dry Air
The allowable MWI range is established to ensure that required fuel nozzle pressure ratios are main-
tained during all combustion/turbine modes of operation. When multiple gas fuels are supplied and/or
if variable fuel temperatures result in a MWI that exceed the 5% limitation, independent fuel gas trains,
which could include control valves, manifolds and fuel nozzles, may be required for standard combus-
tion systems. For DLN systems, an alternate control method may be required to ensure that the required
fuel nozzle pressure ratios are met. An accurate analysis of all gas fuels, along with fuel gas temperature-
time profiles shall be submitted to GE for proper evaluation.
C. Superheat Requirement
The superheat requirement is establish to ensure that the fuel gas supply to the gas turbine is 100% free
of liquids. Superheat is the temperature difference between the gas temperature and the respective dew
point. The requirement is independent of the hydrocarbon and moisture concentration.
Dependent its constituents, gas entrained liquids could cause degradation of gas fuel nozzles, and for
DLN applications, premixed flame flashbacks or re-ignitions. Condensation of moisture must be
11
avoided to prevent the formation of gas hydrates and collection of water in low points of the gas fuel
system. The superheat requirement is specified to provide enough margin to compensate for the temper-
ature reduction as the gas expands across the gas fuel control valves. The requirements are applicable
at all operating conditions and apply to all units including those installed with either standard or DLN
combustion systems. Exceptions are units burning coal derived low Btu fuels, the requirements for
which must be determined on a case-by-case basis. The superheat requirements take into account the
gas temperature drop and the relationship of the moisture and hydrocarbon dew point lines to the gas
fuel pressure. Because of differences between the dew point line characteristics in the region of interest
(less than 700 psia), the opportunity for moisture condensation as the gas expands is less than that for
hydrocarbons. Advantage has been taken of this physical property to provide users with two separate
requirements in order to minimize the cost of superheating. In addition, the superheat requirements de-
pend on the expansion ratio across the control valves and are therefore be expressed as a function of the
incoming gas pressure at the inlet to the gas fuel control system.
To avoid hydrocarbon condensation the superheat requirement is:
(3)
where:
Tsh is the hydrocarbon superheat requirement in °F (incremental temperature above the hydrocarbon
dew point)
Pgas is the gas fuel delivery pressure at the inlet to the gas turbine control system, psia
To avoid moisture and hydrate formation the superheat requirements is:
(4)
where :
Tsm is the moisture superheat requirement in °F (incremental temperature above the moisture dew point)
The superheat requirements are shown graphically on Figure 1 for moisture and hydrocarbons. Both
should be determined and added to the respective dew points (moisture and hydrocarbon) at the gas tur-
bine fuel delivery pressure. The higher of the two values, superheat plus dew point, will determine the
minimum gas fuel temperature that is required in order to meet the superheat requirements. See Appen-
dix 4 for a sample calculation. In some cases the hydrocarbon dew point may be low enough that the
requirement for meeting the moisture superheat will dominate and vice-versa. In rare cases the gas may
be delivered in a wet condition at temperatures exceeding 75° F. Under these conditions the addition of
superheat may result in the final gas temperature exceeding the allowable maximum for start up condi-
tions. These limits are contained in GEK 4189 (2). Contact GE for further evaluation if wet gas is deliv-
ered at a temperature above 75°F.
12
Figure 1. Hydrocarbon and Moisture Superheat Requirements

D. Hydrocarbon Dew Point
The hydrocarbon dew point is the temperature at which the first droplet of hydrocarbon forms as the gas
temperature is reduced at a given pressure and is analogous to the moisture dew point. The hydrocarbon
dew point is very sensitive to small concentrations of heavy hydrocarbons (C6+) and contamination of
the gas sample during sampling can be an issue. The use of a sample probe and following the sampling
procedure described in GPA 2166(3), particularly with respect to sample cylinder purging, can avoid
these problems. For this reason the recommended method for hydrocarbon dew point determination is
by direct measurement using a chilled mirror instrument (ASTM D 1142). If a direct measurement can-
not be performed, the dew point may be calculated from the extended C14 gas fuel analysis(4). Use of
a C6+ analysis for dew point determination may result in an under-estimation of 30°F to 40°F or more.
Exceptions are fuels that do not contain heavy hydrocarbons such as liquefied natural gas.
E. Moisture Dew Point
The gas fuel moisture dew point is dependent upon the moisture concentration and the gas fuel pressure.
When expressed in units of lbs/mmscft (pounds per million standard cubic feet), the resulting dew point
is practically independent of the gas fuel composition (other than moisture). Typically, many pipeline
tariffs limit the maximum allowable moisture content to 7 lbs/mmscft while the actual value may be sig-
nificantly less. It is the maximum allowable value, however, that determines the design requirements
for superheat. Figure 2 is included to provide a guide for determining the expected moisture dew point
from the moisture concentration and gas fuel pressure of a typical natural gas. The actual dew point will
vary slightly with gas composition changes.
13
Figure 2.Moisture Dew Point as a Function of Concentration and Gas Pressure

for a Typical Natural Gas Fuel
F. Flammability Ratio
Fuel gases containing hydrogen and/or carbon monoxide will have a ratio of rich-to-lean flammability
limits that is significantly greater than that of natural gas. Typically, gases with greater than 5% hydrogen
by volume fall into this range and require a separate startup fuel. GE will evaluate the gas analysis to
determine the requirement for a start-up fuel. Fuel gases with large percentages of an inert gas such as
nitrogen or carbon dioxide will have a ratio of rich-to-lean flammability limits less than that of natural
gas. Flammability ratios of less than 2.2 to 1 based on volume at ISO conditions (14.696 psia and 59°
F), may experience problems maintaining stable combustion over the full operating range of the turbine.
G. Gas Constituent Limits
Gas constituent limits are specified to assure stable combustion through all gas turbine loads and modes
of operation. A detailed gas analysis must be furnished to GE for proper evaluation. See reference (3)
for the recommended sampling procedure and ASTM D1945 for a C6+ analysis procedure.
H. Gas Fuel Supply Pressure
Gas fuel supply pressure requirements are dependent on the gas turbine model, the combustion system
design, the fuel gas analysis and unit specific site conditions. As part of the unit proposal, GE will furnish
minimum and maximum gas fuel supply pressure requirements.
14
IV. CONTAMINANTS
Dependent on the type of fuel gas, the geographical location and the forwarding means there is the potential
for the “raw” gas supply to contain one or more of the following contaminants:
1. Tar, lamp black, coke
2. Water, salt water
3. Sand, clay
4. Rust
5. Iron sulfide
6. Scrubber oil or liquid
7. Compressor Lube oil
8. Naphthalene
9. Gas Hydrates
It is critical that the fuel gas is properly conditioned prior to being utilized as gas turbine fuel. This condition-
ing can be performed by a variety of methods. These include, but are not limited to: media filtration, inertial
separation, coalescing and fuel heating. Table 2b identifies the trace metal, particulate and liquid contamina-
tion limits. It is critical that fuel gas conditioning equipment be designed and sized so that these limits are
not exceeded. For further information on gas fuel conditioning, see publication GER 3942(8).
A. Particulates
Contamination limits for particulates are established to prevent fouling and excessive erosion of hot gas
path parts, erosion and plugging of combustion fuel nozzles and erosion of the gas fuel system control
valves. The utilization of gas filtration or inertial separation is instrumental in ensuring that the particu-
late requirements as defined in Table 2b are met. GE recommends the use of stainless steel piping down-
stream of this last level of filtration to prevent the generation of corosion-derived particulates.
B. Liquids
As identified in Table 2b, zero liquids are allowed in the gas turbine fuel gas supply. The introduction
of liquids with gas fuel can result in nuisance and/or hardware damaging conditions. These include rapid
excursions in firing temperature and gas turbine load, primary zone re-ignition and flashback of pre-
mixed flames. In severe conditions, liquid carryover to the first stage turbine nozzle may result in dam-
age to downstream hot gas path components. When liquids are identified in the gas fuel supply, phase
separation and heating must be employed to achieve the required superheat level.
C. Sulfur
There are several concerns relative to the levels of sulfur contained in the fuel gas supply. Many of these
are not directly related to the gas turbine but to associated equipment and emissions requirements. These
concerns include but not limited to:
15
1. Hot Gas Path Corrosion
Typically, use of sulfur bearing fuels will not be limited by concerns for corrosion in the turbine hot
gas path. Experience has shown that fuel sulfur levels up to about 1% sulfur do not significantly
affect oxidation/corrosion rates. Specifying the fuel alkali levels to values shown in Table 2b con-
trols hot corrosion of hot gas path parts resulting from alkali sulfate formation. Unless sulfur levels
are extremely low, alkali levels are usually limiting in determining hot corrosion of hot gas path ma-
terials. For low Btu gases, the fuel mass flow rate at the turbine inlet is increased over that for natural
gas, and the alkali limit in the fuel is therefore decreased.
2. HRSG Corrosion
If heat recovery equipment is used, the gas fuel sulfur concentration must be known so that the ap-
propriate design for the equipment can be specified. Severe corrosion from condensed sulfurous acid
results if a heat recovery steam generator (HRSG) has metal temperatures below the acid dew point.
3. Selective Catalytic Reduction (SCR) Deposition
Units utilizing ammonia injection downstream of the gas turbine for NOx control can experience
the formation of deposits containing ammonium sulfate and bisulfate on low temperature evapora-
tor and economizer tubes. Such deposits are quite acidic and therefore corrosive. These deposits and
the corrosion that they cause may also decrease HRSG performance and increase backpressure on
the gas turbine. Deposition rates of ammonium sulfate and bisulfate are determined by the sulfur
content of the fuel, ammonia content in the exhaust gas, tube temperature and boiler design. Fuels
having sulfur levels above those used as odorants for natural gas should be reported to GE. In addi-
tion, the presence of minute quantities of chlorides in the compressor inlet air may result in cracking
of ANSI 300 series stainless steels in the hot gas path.
4. Exhaust Emissions
Sulfur burns mostly to sulfur dioxide, but 5%-10% oxidizes to sulfur trioxide. The latter can result
in sulfate formation, and may be counted as particulate matter in some jurisdictions. The remainder
will be discharged as sulfur dioxide. To limit the discharge of acid gas, some localities may restrict
the allowable concentration of sulfur in the fuel.
5. System Material Requirements
When considering fuel gases containing H2S (sour gas fuels) material selection for system piping
and components shall comply with NACE Standard, MR0175(9).
6. Elemental Sulfur Deposition
Solid elemental sulfur deposits can occur in gas fuel systems downstream of pressure reducing sta-
tions or gas control valves under certain conditions. These conditions may be present if the gas fuel
contains elemental sulfur vapor, even when the concentration of the vapor is a few parts per billion
by weight. Concentrations of this magnitude cannot be measured by commercially available instru-
mentation and deposition cannot therefore be anticipated based on a standard gas analysis. Should
deposition take place, fuel heating will be required to maintain the sulfur in vapor phase and avoid
deposition. A gas temperature of 130°F or higher may be required at the inlet to the gas control
valves to avoid deposition, depending on the sulfur vapor concentration. The sulfur vapor con-
centration can be measured by specialized filtering equipment. Contact GE for further information
on this subject.
16
7. Iron Sulfide
The presence of sulfur in the gas may promote the formation of iron sulfides. Under certain condi-
tions, iron sulfide is a pyrophoric material that can auto ignite at atmospheric pressure and tempera-
ture when exposed to air. Extreme care must be taken when servicing gas fuel cleanup equipment
to avoid accidental exposure to oxygen and subsequent combustion of filter material.
D. Trace Metals
Sodium is the only trace metal contaminant normally found in natural gas. The source of sodium in natu-
ral gas is salt water. Limits on trace metals are established to prevent the formation of corrosive deposits
on hot gas path components. These deposits can be detrimental to gas turbine parts life.
In addition to sodium, additionally harmful trace metal contaminants can be found in gasification and
process gases. GE will determine limits on these contaminants on a case-by-case basis.
V. SOURCES OF CONTAMINANTS
A. Particulates
The major source of particulates is from corrosion products in the pipeline. These products are conitinu-
ously formed over the life of the pipeline at rates that are determined by the corrosive components and
water content of the gas. For this reason most gas suppliers control moisture content to avoid the possibil-
ity of water condensing and forming acid with CO2 or H2S.
B. Liquids
Gas at the wellhead is typically produced in a wet saturated condition and is treated to remove water and
heavy hydrocarbon liquids. Depending on the degree of treatment and the supply pressure, the gas may
be delivered in a dry condition. After pressure reduction it is possible for condensates to form as the gas
cools during expansion. The condensates may be either water or hydrocarbons or both. Carry over of
lubricating oil from compressor stations is another source of liquids.
C. Sulfur
Sulfur is usually combined with either hydrogen as H2S or carbon as COS. It is produced with the natural
gas. Typically the gas supplier will limit H2S to a concentration of less than approximately 20 ppmv by
removing sulfur in a treatment system. Sulfur may also be present in very low concentrations (< 100
ppbv) in the form of elemental sulfur vapor.
D. Trace Metals
The details of various sources of alkali contaminants in the following text apply to MS 3000, MS 5000,
B, E and F class machines. The sources of contaminants for F and H-class machines are discussed in
GEK 107230(1).
Contributions to the alkali content of the combustion gases can come from any of the material streams
supplied to the combustor; fuel, air, water or steam. The basic parameter which can be used to define
the allowable alkali metal content admitted to the turbine is Xt, the combined sodium and potassium con-
tent of the combustion gas at the entry to the first stage nozzle. This concentration must not exceed the
values stated in Table 2b. Since there is no simple test method for measuring Xt in an operating turbine,
it must be calculated from the alkali metal contents of the fuel, air, water and steam flows.
17
T(Xt) = A(Xa ) + F(Xf ) + S(Xs ) + W(Xw )
Where T = total flow to turbine (= A + F + S + W):
Xt = alkali contaminant concentration in total flow as Na.

A = Air flow,
Xa = contaminant concentration in air.
F = Fuel flow,
Xf = contaminant concentration in fuel.
S = Steam flow,
Xs = contaminant concentration in steam.
W = water flow
Xw = contaminant concentration in water.
The allowable levels of alkali contamination in the different flows entering the gas turbine are discussed
below:
E. Air
There are four sources of alkali metal contained in the compressor discharge air, (a) Inlet filter carry over
of sodium chloride in ambient air (b) carry over of sodium dissolved in water used for evaporative cool-
ing (c) carry over of sodium dissolved in water used for inlet fogging and (d) carry 0ver of sodium from
water used for on-line water washing.
When concentrations of trace metals in fuel, water or steam are not precisely known, a value of 0.005
ppmw, GER 3419(10), can be used for systems with or without evaporative coolers. This value, based
on experience, would cause an insignificant contribution to the overall contamination level and have a
minor impact on parts lives.
For systems with inlet foggers, the water carry over is 100% compared with approximately 0.003% for
evaporative coolers and the potential sodium carry over is therefore proportionally higher. The maxi-
mum inlet fogging water flow rate is approximately 1/3 of the natural gas flow rate and, depending on
the sodium concentration, could use up a significant portion of the total allowed at the turbine inlet. Refer
to GEK 101944(11) for information on water purity requirements. If it is anticipated that the specification
could be exceeded, General Electric should be consulted for recommendations on the selection of the
water source and use of proper air filtration equipment.
F. Steam
Steam for gas turbine injection is typically taken from a suitable extraction point on a steam turbine or
HRSG. The limiting purity requirements for this steam are those for the steam turbine. These limits are
defined in GEK 72281.(12)
G. Water
The maximum alkali metal (sodium plus potassium) content of water to be used for injection is discussed
In GEK 101944(11). The maximum water injection rate is approximately equal to the fuel injection rate.
If the alkali content approaches the maximum allowable value stated in GEK 101944(11), it may use all
of the allowable margin at the turbine inlet, leaving none available for the fuel. If it is anticipated that
the specification could be exceeded, General Electric should be consulted for recommendations on the
selection of the water source.
18
NOTE
The concentration of sodium in steam and water, at the levels specified, can be
measured directly using an on-line sodium analyzer or, in the laboratory, with an
ion or pH meter fitted with a “sodium specific” electrode or by an atomic absorp-
tion spectrometer fitted with a graphite furnace.
H. Fuel
The final source of contamination to be considered is the fuel. Most cases of alkali metal contamination
and corrosion of hot gas path components are related to liquid fuel contamination. It is rare that natural
gas will contain trace metals but gasification fuels may contain alkalis carried over from the gas clean
up system. The issues and requirements with gas fuels are discussed separately in the prior sections.
APPENDIX 1
DEFINITIONS
Dew Point
This is the temperature at which the first liquid droplet will form as the gas temperature is reduced. Com-
mon liquids found in gas fuel are hydrocarbons, water and glycol. Each has a separate and measurable
dew point. The dew point varies considerably with pressure and both temperature and pressure must be
stated to properly define the gas property. Typically, the hydrocarbon dew point will peak in the 300 to
600 psia range.
Dry Saturated Conditions
The gas temperature is at, but not below or above, the dew point temperature. No fee liquids are present.
Gas Hydrates
Gas hydrates are semi-solid materials that can cause deposits that plug instrumentation lines, control
valves and filters. They are formed when free water combines with one or more of the C1 through C4
hydrocarbons. Typically the formation will take place downstream of a pressure reducing station where
the temperature drop is sufficient to cause moisture condensation in a region of high turbulence. Because
hydrates can cause major problems in the gas distribution network, the moisture content is usually con-
trolled upstream at a dehydration process station.
Gas Hydrate Formation Line
This is similar to the dew point line. A potential for hydrate formation exists if free water is present. Cal-
culations performed using the commercial software Hysys(15) show that the hydrate formation line is
approximately 10°F above the moisture dew point line. Maintaining the required degree of superheat
above the moisture dew point will eliminate hydrate formation problems. (see section III–C Superheat
Requirement)
Glycol
Glycol is not a natural constituent of natural gas but is introduced during the dehydration process. Vari-
ous forms of glycol are used, di-ethylene and tri-ethylene glycol being two most common. In some cases
19
glycol is injected into the pipeline as a preservative. In most cases, glycol may only be a problem during
commissioning of a new pipeline or if an upset has taken place at an upstream dehydration station.
Odorant
Odorants are injected into natural and LP gas to make leaks readily detectable. The oderant commonly
used for natural gas is tertiary butyl mercaptan, while ethyl mercaptan is used for LP gas.
Superheat
This is defined as the difference between the gas temperature minus the liquid dew point. The difference
is always positive or zero. A negative value implies that the value is being measured at two differing
states of pressure and temperature and is not valid. A measured gas temperature below the theoretical
dew point means that the gas is in a wet saturated state with free liquids present.
Saturation Line
This is the same as the dew point line.
Wet (Saturated) Conditions
A mixture consisting of both vapor and liquids.
APPENDIX 2
PARTICLE SIZE LIMITATIONS
The effective particle size for erosion considerations is determined by a particle’s terminal settling velocity.
The size and density distribution of the solid particles must be such that not more than 1.0 percent by weight
of the particles shall have a terminal settling velocity in air (70°F (21°C) and 30 inches Hg, absolute) greater
than 14 inches per minute, and not more than 0.1 percent shall have a terminal settling velocity in excess of
23 inches per minute. For a solid spherical particle, Stoke’s Law of settling permits calculating the terminal
settling velocity if the particle size and shape and particle specific gravity are known. The following tabula-
tion gives the spherical particle diameters equivalent to the limiting terminal settling velocities for particles
of specific gravity 2.0 and 4.
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁ
ÁÁ
ÁÁÁ
Settling Velocity
(inches/min)
ÁÁ
Specific Gravity
(based on water
Equivalent Spherical
Particle Diameter (microns)
ÁÁÁ
14
23
ÁÁ
2
2
10
13
ÁÁÁ
14
23
ÁÁ
4
4
7
9
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁ
20
APPENDIX 3
EQUIVALENT CONTAMINANT RELATIONSHIPS (ALL MACHINES EXCEPT FB, H-CLASS)
The following relationships can be used to determine turbine inlet contaminant and fuel equivalent contami-
nant concentrations to compare to limits given in Table 2b. In general, for mass balances on the flows and
on the contaminants from fuel, air and steam/water at the turbine inlet
E=F+A+S (5)
(XE)E = (XF)F + (XA)A + (XS)S (6)
where:
A, F, S and E are the mass flows of air, fuel, injected steam/water and combustion gases at the turbine
inlet, respectively
XA, XF, XS, and XE are the contaminant concentrations (ppm by weight) in the inlet air, in the fuel, in
the injected steam/water, and in the combustion gases at the turbine inlet, respectively.
The fuel equivalent concentration of contaminants (XFe ) is (dividing (5) and (6) by F)
XFe = XE(1+A / F+S / F)= XF + XA(A / F) + XS(S / F) (7)
For example for a natural gas contaminated with salt at a sodium concentration of 0.1 ppm, an air sodium
contamination of 5 ppb, and a steam contamination of 5 ppb, the equivalent sodium in the fuel for A/F =50
and S/F=1 is from equation (7)
XFe = 0.1 + 0.005(50) + 0.005(1) = 0.355 ppm (8)
This is the amount of sodium considered to come from a fuel source only, which gives the same sodium con-
centration at the turbine inlet as from the combined three sources.
The turbine inlet concentration, XE, is found by rearranging (7)
XE = XFe / (1 + A / F + S / F) = 0.355 / (1 + 50 + 1) = 0.006827 ppm = 6.827 ppb (9)
These values are well within the sodium specification values of 1 ppm on a fuel basis (XFe), and 20 ppb for
the turbine inlet concentration (XE). XE and XFe values for all contaminants are given in Table 2B.
For equivalent contaminant relationships in FB, H-Class machines, refer GEK 107230(1).
APPENDIX 4
MINIMUM GAS FUEL TEMPERATURE REQIREMENT CALCULATIONS
The gas fuel pressure at the purchaser’s connection FG1 should first be determined. The hydrocarbon and
moisture superheat can then be calculated from the equations shown on Figure 1. For example, at a gas fuel
pressure of 490 psia, the moisture and hydrocarbon superheat requirements are 18° and 42°F respectively.
For a typical pipeline gas the maximum allowable moisture content is 7 lbs/mmscft. At 490 psia the moisture
dew point can be determined from figure 2 and is equal to 23°F. The minimum gas temperature to avoid mois-
ture condensation is equal to the moisture dew point plus the required superheat, or 23° + 18° = 41°F.
21
For hydrocarbons, the maximum expected hydrocarbon dew point should be determined by consultation
with the gas supplier and a review of historical data if available. The hydrocarbon dew point will be depen-
dent on the source of the gas, the degree of gas processing and may vary seasonally with overall gas demand
and the economics associated with liquids removal and recovery. For a fuel with a maximum hydrocarbon
dew point of, for example, 35°F at 490 psia, the minimum gas fuel temperature is 42° + 35° = 77° F. As this
temperature in this example is higher than the minimum required to avoid moisture condensation, it esta-
blishes the minimum gas temperature to avoid both hydrocarbon and moisture condensation. In cases where
the hydrocarbon dew point is typically less than about 8°F, the minimum gas temperature will be determined
by the moisture requirement, assuming a moisture content of 7 lbs/mmscft is applicable.
APPENDIX 5
RELATED SPECIFICATION DOCUMENTS
GER 3419(10) - Includes specifications for compressor inlet air quality
GEK 4189(2) - Includes heated gas fuel temperature limits
GER 72281(12) - Includes steam purity requirements in steam turbines
GER 101944(11) - Includes water and steam purity requirements in gas turbines
GEK 106669(13) - Includes cooling steam purity requirements for H class gas turbines
GEK 107230(1) - Includes allowable alkali metal concentrations for FB and H class gas fuels
REFERENCES
1. GEK 107230 Specification for Alkali Metal Contamination in Fuels for the FB and H Model Gas Turbines
2. GEK 4189 Design Considerations for Heated Gas Fuel
3. Obtaining Natural Gas Samples for Analysis by Gas Chromatography, GPA Standard 2166, Gas
Producers association, 6526 East 60th Street, Tulsa, Oklahoma
4. Tentative Method of Extended Analysis for Natural Gas and Similar Gaseous Mixtures by Tempera-
ture Programmed Gas Chromatography, GPA Standard GPA 2286, Gas Producers association, 6526
East 60th Street, Tulsa, Oklahoma 74145
5. Bureau of Mines Bulletin 503, Flammability Characteristics of Combustible Gases and Vapors, 1950
6. Bureau of Mines Bulletin 622, Flammability Characteristics of Combustible Gases and Vapors, 1965
7. Natural Gas, E. N. Tiratsoo, Scientific Press Ltd., Beaconsfield, England, 1972
8. GER 3942 Gas Fuel Clean-up System Design Considerations for GE Heavy-Duty Gas Turbines
9. MR0175, NACE Standard, Sulfide Stress Cracking Resistant Metallic Material for Oilfield Equipment
10. GER 3419 Gas Turbine Inlet Air Treatment
11. GEK 101944 Requirements for Water/Steam Purity in Gas Turbines
22
12. GEK 72281 Steam Purity Recommendations for Utility Steam Turbines
13. GEK 106669 Specification for Cooling Steam Purity for Closed Circuit Steam Cooled Gas Turbine
14. ASME Handbook “Water Technology for Thermal Power Systems”, chapter 12.
15. Hysys, a gas process simulation program. Hyprotech Corporate Headquarters, Suite 800, 707 – 8th
Avenue SW, Calgary, Alberta T2P 1H5, Canada, Phone:403 520 6000
23
GEI 41004H
September 1993
Reformatted, September 2001
GE Power Systems
Gas Turbine
Cooling Water Recommendations

for Combustion Gas Turbine Closed Cooling Systems
GEI 41004H Cooling Water Recommendations
I. GENERAL
Properly treated closed cooling systems should provide reliable and trouble-free operation for the life of the
gas turbine. A closed system is so named because the coolant is completely contained within the system and
does not come into contact with the outside atmosphere.
Closed systems have a very low tolerance for corrosion and it is the goal of the treatment program to stop
it as completely as possible. Metals encountered in GE Gas Turbine closed cooling systems are mild steel,
copper, copper alloy, and stainless steel. There is no aluminum present.
It is possible to economically treat the closed cooling system with relatively high dosages of treatment prod-
ucts. Typical treatment for a closed system would include corrosion inhibitors for the various metals in the
system, and a buffering agent to control pH. If the gas turbine will be exposed to below freezing temperatures,
a compatible antifreeze must be added to the system.
II. WATER
Because of the wide variance in the properties of tap water throughout the country, and because of the rela-
tively small quantity of coolant required by the gas turbine, the use of tap water in gas turbine cooling water
systems is not recommended. Instead, ”pure” water should be used to prepare the coolant solution. Waters
which fall into the classification of ”pure”, consist of distilled water, steam condensate, and deionized water.
III. ANTIFREEZE
Gas turbines installed in cold climates which have a closed cooling water system, require the use of ethylene
glycol or propylene glycol antifreeze during winter months.
Most commercial antifreeze contains corrosion inhibitors. It is strongly recommended that a commercial an-
tifreeze product that contains appropriate inhibitors be used rather than those without inhibitors. The inhibi-
tor in one type of coolant (antifreeze or water) may not be compatible with another type of coolant and can
form gums, as well as destroy the effectiveness of an inhibitor. When changing coolants (such as changing
from one type of antifreeze or corrosion inhibitor to another) the cooling system should be drained and
flushed thoroughly to protect against contamination of the coolant with incompatible solutions. The anti-
freeze vendor should be consulted for specific recommendations about the length of time between changes,
the need for corrosion inhibitor additives, the dangers involved in adding antifreeze to another existing cool-
ant; in addition to any other precautions he may suggest.
2
Cooling Water Recommendations GEI 41004H
CAUTION
If the antifreeze concentration is too low or too high, there

is danger of freeze-up in the winter that could damage the
cooling system equipment. If the concentration of anti-
freeze is too high, it will reduce the cooling capacity of the
system on very hot days during the summer, resulting in
overheating of the lube system fluid, and possibly tripping
the gas turbine on high lube oil temperature. It is impor-
tant, therefore, that the glycol antifreeze concentration be
maintained at exactly the recommended value consistent
with expected minimum winter temperature at the respec-
tive gas turbine site. The table below gives the required
glycol concentrations as a function of expected minimum
winter temperature.
IV. ADDING ANTIFREEZE AND WATER
For the initial filling of the system, the water and concentrated antifreeze should not be added separately,
directly to the system. The reason for this is because the exact amount of solution needed to fill the system
is unknown, and if too much water were added before the antifreeze, it would require difficult adjustment
to get the desired concentration of antifreeze into the system. It is recommended that the water and antifreeze
be mixed in an external container (such as a drum) at the correct ratio, before adding the resulting solution
to the system. Additional batches of solution should be prepared and added until the system is full. By mea-
suring the total amount of solution added, an accurate determination of system volume is obtained. Knowing
the total volume accurately, simplifies addition of treatment chemicals as explained below.
3
ANTIFREEZE SOLUTION STRENGTH
Expected Lowest Ambient (°F) Vol. % Glycol (General Note–1)

Unmargined 5°F Margin GE Proposal Ethylene Propylene
(General Note–2) (General Note–3) (General Note–4) (Design Note–4) (Design Note–1&2)
32 37 32 0 0
26 31 28 10 10
23 28 25 15
21 26 25 15
19 24 22 20
16 21 20 20
15 20 17 25
11 16 14 25
9 14 10 30
4 9 7 30
2 7 5 35
-3 2 0 35
-6 -1 -4 40
-12 -7 -8 40
-16 -11 -15 45
-22 -17 -20 45
-28 -23 -27 50
-34 -29 -30 50 52
-42 -37 -36 55
-48 -43 -43 55 Not Recomended
-59 -54 -54 60 Not Recomended
For specifics on General Notes and Design Notes, refer to the current revision of GE Drawing #370A2260.
After the system has been in service for a period of time, coolant will inevitably be lost and will need to be
replaced. Again, the antifreeze and water solution should be mixed externally and added in batchwise fashion.
V. CHANGING ANTIFREEZE AND/OR INHIBITORS
If the type of antifreeze or inhibitor used is changed, the following points should be kept in mind:
1. The system should be thoroughly flushed, and possibly even cleaned, before the new coolant is add-
ed. Follow the recommendations of the inhibitor supplier.
2. Follow the antifreeze/inhibitor suppliers recommendation for maintaining system chemistry. The
pH should be monitored and maintained with an agent compatible with the antifreeze and inhibitor.
Some inhibitors have a pH indicating dye which changes color if the pH is not proper. These dyes
may be affected by the antifreeze used such that the color change is masked.
4
3. Do not add an inhibitor to a system containing a commercial antifreeze which has its own inhibitor
package without ensuring the two are compatible. Specifically, some inhibitors are not compatible
with the inhibitor packages used in commercial antifreeze manufactured outside of the United States.
4. Ensure that the antifreeze and inhibitor are compatible with system materials: carbon steel, copper,
copper alloys and stainless steel.
VI. CORROSION INHIBITORS
At no time should the cooling system be operated without corrosion inhibitors in the coolant solution. If the
coolant is a mixture of pure glycol and water, or just water alone, it is necessary to add a suitable corrosion
inhibitor. Most commercially available antifreezes contain a sufficient quantity of inhibitor to protect the
cooling system from corrosion when the mixture of water and ethylene glycol is made in accordance with
the manufacturer’s instructions. Specific corrosion inhibitors cannot be recommended as the selection de-
pends on economic factors, availability, and the environmental impact which may vary from locale to locale.
However, there are generally two corrosion inhibitors for mild steel which are commonly used in closed cool-
ing systems – molybdate and nitrite. The most commonly used corrosion inhibitor for copper and copper
alloy is tolyltriazole but other azoles are sometimes used.
In the discussion which follows, several commercially available corrosion inhibitor packages are listed.
They all contain nitrite, molybdate, or a blend of the two, tolyltriazole, and a buffering agent (typically so-
dium tetraborate). Ethylene glycol or propylene glycol (without inhibitors) is not included and must be pur-
chased separately.
DEARBORN 540
Grace Dearborn
300 Genessee St.
Lake Zurich, IL 60047–2458
NALCO 8328
Nalco Chemical Co.
One Nalco Center
Naperville, Illinois 60563–1198
BETZ 66–P
Betz Laboratories
Somerton Road
Trevose, Penn 19047
DREWGARD 100
Drew Chemical Corp.
701 Jefferson Rd.
Parsippany, NJ 07054
5
CALGON CF or LCS–20
Calgon Corp.
P.O. Box 1346
Pittsburgh, PA 15230
NOTE
This list is not exclusive and other products may produce acceptable results. Since
individual turbine customer conditions may vary and these manufacturers may
change their product in the future, it is important to verify that the product chosen
is appropriate.
These products are all compatible with ethylene and propylene glycol. Some problems have occurred with
these inhibitors when used with commercial antifreeze available in countries outside of the United States,
and therefore it is not recommended that these inhibitors be used with a commercial antifreeze without first
determining the compatibility of the inhibitor package contained in the antifreeze.
A. Copper Alloy Corrosion Inhibitor
GE gas turbine closed cooling systems contain copper and copper alloy which must be treated with a
suitable corrosion inhibitor. The discussion which follows will focus on tolyltriazole which is often re-
ferred to as TTA.
Commercial corrosion inhibitor products usually have TTA blended in, or it can be added separately.
It is usually sold as a 50% solution of sodium tolyltriazole. TTA works by forming a microscopic film
on the metal surface and a typical dosage for maintaining the film is 100 PPM.
B. Mild Steel Corrosion Iinhibitors
In the following discussion, general guidelines are given for treating the coolant with nitrite and molyb-
date corrosion inhibitors.
Sodium nitrite, which is described by the chemical formula NaNO2, is an effective corrosion inhibitor
for combustion gas turbine cooling water systems. The recommended dosage is 1000 PPM as NO2.
Sodium molybdate dihydrate (NaMoO4•2H2O) is another good corrosion inhibitor for closed systems.
The recommended dosage is 250 PPM as Mo.
It is good practice to maintain the corrosion inhibitor concentration well above the minimum effective
level to prevent pitting. If the pure water used as the coolant does not become contaminated, and if the
recommended concentration of molybdate or nitrite is maintained, the inhibiting efficiency of the cool-
ant will always be above the minimum effective level.
VII. PREPARING THE COOLANT
The following instructions explain how to calculate the amount of corrosion inhibitor product which needs
to be added to a given volume of water to arrive at the desired dosage.
1. Obtain the following information:
6
a. System Volume. The most accurate way of obtaining the system volume is to measure how
much antifreeze/water solution is added as described previously. The next best way would be
to use an estimate of the volume based on engineering data.
b. Volumetric Product Dosage. Obtain the amount of product needed per 1000 gallons of water
from the table below.
VOLUMETRIC PRODUCT DOSAGE
Sodium Tolyltriazole (50% Liquid) 2 Pts/1000 Gals

Sodium Molybdate Dihydrate (100% Dry) 5 Lbs/1000 Gals
Sodium Nitrite (100% Dry) 13 Lbs/1000 Gals
2. Multiply the system volume (i.e. gallons of water to be treated from step 1a) by the volumetric prod-
uct dosage (from step 1b) and divide by 1000. This is the amount of product which should be added
to the system.
NOTE
If products of different strengths than those given above are obtained, the volumet-
ric dosage must be proportionately adjusted.
When the corrosion inhibitors are added at the volumetric dosages given above, the following product residu-
al dosages will result. These are the control values.
INHIBITOR RESIDUAL DOSAGES
Tolyltriazole (PPM as TTA) 100

Molybdate (PPM as Mo) 250
Nitrite (PPM as NO2) 1000
When the system is filled initially, some of the inhibitors will be used up rapidly in the production of films
on the metal surfaces and thus an adjustment of concentration may be necessary to bring the inhibitor residual
up to the desired level.
VIII. BIOCIDE
In systems which use nitrite for corrosion inhibition, there is a risk of infestation by denitrifying bacteria. These
organisms break down nitrite to nitrate – thereby reducing corrosion inhibition and increasing the likelihood
of fouling. It is therefore imperative that bacteria be controlled by temperature or non–oxidizing biocide.
Temperatures inside gas turbine cooling systems will vary from one installation to another. If the temperature
is in excess of 140°F, thermal disinfection will effectively prevent microbiological growth and no biocide
will be needed.
In cooling systems which operate below 140°F and contain nitrite as part of the coolant solution, it is recom-
mended that two different non–oxidizing biocides be added on alternate occasions whenever bacteria are
detected in the system.
7
The biocides selected must be compatible with the coolant solution (ingredients, pH, etc.) and not be aggres-
sive to system components. The use of chlorine gas, hypochlorite bleach, or bromine compounds should be
avoided as they are not compatible with nitrite.
CAUTION
Non-oxidizing biocides are dangerous substances and

precautions must be taken not to inhale or come in contact
with the product. Manufacturers instructions on safe han-
dling should be followed at all times.
IX. BUFFER
The corrosion inhibitors described above have a recommended pH range of 8.5 to 10.0. If a pH adjustment
is necessary, check to ensure the agent used is compatible with the inhibitor and antifreeze used. Sodium
tetraborate (borax) is the usual buffer of choice and is compatible with nitrite, molybdate, tolyltriazole, and
glycol antifreeze.
X. COOLANT PH VALUE
The final coolant solution should have a pH value between 8.5 and 10.0. It is recommended that the pH value
of the final coolant solution be checked with a suitable pH meter, a number of which are available on the
market. Other methods, such as pH paper indicators, can also be used.
XI. TESTING
For a newly installed gas turbine unit, the recommended inhibitor dosages as given earlier should be applied.
Due to the high inhibitor demand during the initial passivation period, the first residual testing should be
performed after 48 hours to prevent the inhibitor residuals from dropping below the maintenance dosages
given earlier. After that, weekly tests for nitrate or molybdate are recommended. The TTA residual test is
fairly complex, so rather than test for it, it is recommended that whenever chemicals are added, TTA should
also be added at the above volumetric dosage.
A number of commercial test kits for nitrite and molybdate residuals are available from chemical and labora-
tory suppliers such as the HACH Company (Loveland, Colorado) and Taylor Technologies, Inc. (Sparks,
Maryland).
Over time, the concentration of corrosion inhibitor in the cooling water will decrease as a result of small leaks
in the system, addition of makeup water, and the consumption for film maintenance. Weekly tests should be
made to insure that the corrosion inhibitor concentrations (molybdate and nitrite) in the cooling water do not
fall below the maintenance dosages given earlier.
The antifreeze concentration should also be tested with a suitable hydrometer since it may be lost through leaks
and must be replenished. As a rule, whenever makeup coolant is needed, a batch of water and antifreeze should
be mixed at the proper ratio before adding to the system. Afterwards, the antifreeze concentration should be
checked with a hydrometer at least weekly and after every addition of makeup water/antifreeze solution.
Total bacteria dip slides should be used to monitor microbiological organism count weekly. If any microbes
are present on the dip slide, a lethal amount of biocide should be added to maintain sterility.
8
GEK 110727a
Revised May 2004
GE Energy
Plant Instrument Air System
GEK 110727a Plant Instrument Air System
I. SCOPE
This Specification applies to the Plant Instrument and Site Service Systems.
II. REQUIREMENTS
A. Design
Airflow rate - The Plant Instrument Air System shall be designed for the flow rates as specified in the
system schematic. Each schematic shown in Figure 1 should be referenced for it's particular require-
ments.
Process Conditions - The Plant Instrument Air System shall be designed for the inlet pressure/tem-
perature conditions as noted on the plant instrument air system schematic. The outlet pressure shall
maintained between 90 and 110 PSIG with the temperature not to exceed 120 degrees Fahrenheit. All
Plant Instrument Air shall be designed for a maximum dewpoint of -20F at process pressure. Lower
dew-points may be required depending on site ambient temperatures.
Filter Elements - Unless otherwise specified, a replaceable Coalescer Pre-filter and Particulate After-
Filter shall be provided.
Coalescer Pre-filter Element Ratings:

Aerosols: 99.97 D.O.P.
Particulate removal: -3 micron absolute
Oil carry over: .015 ppm
PSID @ rated flow: <= 1.5 - dry, 2.5 - wet
Replacement: 10.00 PSID maximum
Particulate After filter Element Ratings:

Particulate removal: .9 micron absolute
Efficiency: 99.99%
PSID @ rated flow: < = 1.5 PSID
Replacement 12.00 PSID maximum
B. Performance
Resistance to Air Flow - The resistance to airflow of the entire plant instrument air system from air
inlet to air outlet, and for the filters when new and clean shall be published in the user's manual. This
measurement shall be used to calculate system line losses in pneumatic systems.
C. Environment
The Plant Instrument Air System shall be designed to operate under the following conditions:
Temperature range - 20 F (-28.9 C) to 122 F (50 C)
Relative humidity range 0% through 100%.
Rain water of up to 100 inches per year.
Airborne dust concentration of up to 460 ppm where ten percent of the dust consists of dry sodium
chloride (NACL).
2
Plant Instrument Air System GEK 110727a
D. Reliability, Design Life, Maintainability and Safety
Reliability - The Mean Time Between Failures (MTBF) of electrical and pneumatic components shall
be greater than 120,000 hours. The definition of a failure is the inability to meet the specified require-
ments of this GEK including pressure, temperature, volume, cleanliness, etc. If the system cannot meet
this reliability requirement, the system must be backed up by an APU (MLI A130) with compressor
discharge air as the air source. See Figure 1 for a typical arrangement.
Maintainability - The Plant Instrument Air System shall be designed for ease of maintenance with a
minimum of cost, parts and labor while the power plant is operating. A safe means of access shall
be provided to all parts which require maintenance, including valves, solenoids and electrical devices.
Any special tools required for maintenance shall be provided for each system. Recommended mainte-
nance schedules shall be established and presented in a document.
E. Materials
Materials selected shall be compatible with the requirements of this specification and in addition should
be chosen for qualities associated with long life and resistance to corrosion, wear and other forms of
deterioration.
III. SYSTEM ARRANGEMENT DIAGRAM
See Figure 1 for a typical arrangement diagram.
3
GEK 101944c
GE Power Systems
Requirements for Water/Steam Purity in Gas Turbines

Does Not Apply to FB and H Gas Turbines
GEK 101944c Requirements for Water/Steam Purity in Gas Turbines
I. INTRODUCTION
This document provides the requirements for water/steam purity for injection into all GE gas turbines ex-
cept Classes FB or H. Impurity limits for water and steam injection into FB and H gas turbines, specified
in GEK 107230, are more stringent than the limits in this document. Refer to GEK 107230 which provides
the requirements for FB and H equipment.
Water and/or steam is injected into the combustion system for NOx control and/or power augmentation, in
quantities comparable to fuel flow rates, and must meet strict criteria for purity similar to those required
for gas turbine fuels. Furthermore, water/steam chemistries must be compatible with the materials used in
the piping that bring the fluids to the turbine.
Water/steam, fuel and air all carry contaminants that can cause serious damage to hot gas path components
if the levels at which they are present are not controlled. This document identifies the contaminant limits
for water/steam entering gas turbines. Ultimately, the total contaminant loading allowed is determined by
the fuel specifications (GEl 41047H, for liquid fuel, and GEI 41040G, for gas fuel), which identify all
contaminants entering a gas turbine from all sources. The concern for any contaminants entering the hot
gas path is two-fold: 1) will they cause hot corrosion, as for example do sodium and potassium salts, and
2) will they cause deposits, as for example, do calcium salts and silica.
Water also enters gas turbines with the compressor air. This may occur naturally as from water ingestion
in coastal or marine locations, or from rain, or from water produced when humid air is cooled below its
dew point at the compressor inlet and a fog develops. Water may be injected or fogged intentionally at the
compressor inlet to cool the inlet air such as with the SPRITS system. Finally, water can enter a compressor
as a result of carryover from such devices as moisture separators or evaporative coolers. Discussion of inlet
air treatment is discussed in GER 3419. The effects of water on compressor materials are discussed in GER
3601.
Water of evaporation adds no contaminants to the incoming air, but carry-over water adds to the contam-
inants contained in the air/water/fuel stream. Sump water purity requirements for evaporative coolers are
separate from the water quality requirements for water injection and are given in GEK 107158a.
Additional sources of water-born contaminants that enter the turbine are referenced in the following-doc-
uments: compressor and turbine washing (GEK 107122, GEl 41042 or GEK 103623), and water for dis-
solving Epsom salt, the heavy fuel vanadium inhibitor (GEK 28122).
II. WATER INJECTED AT THE COMPRESSOR INLET
The limit on the purity of water injected at the compressor inlet for the purpose of inlet air cooling (SPRITS)
is imposed to prevent compressor degradation due to deposit build up and pitting or stress corrosion crack-
ing. These requirements are much more stringent than for water washing. For inlet fogging, a maximum a
water injection rate of 8 lbs water per 1000 lbs inlet air shall apply.
The limits on chloride and specific conductivity for water injected at the compressor inlet are given in Table
1. This requirement is for injected water purity only, and does not address other design requirements for
SPRITS or other inlet fogging systems.
2
Requirements for Water/Steam Purity in Gas Turbines GEK 101944c
III. INJECTION OF WATER/STEAM AT THE COMBUSTOR INLET
The maximum total dissolved solids plus total suspended solids of injected steam or water (or a mixture)
must be less than 5 ppmw. In addition, specific limits on impurities that could damage hot section compo-
nents are applied
All flows (air, water/steam, and fuel) into the turbine contribute to the contaminants in the combustion
gases, and hence to corrosion and deposits in the hot gas path. The allowable purity of water/steam for
gas turbine injection is thus dependent upon the level of impurities in the fuel. Table 2 specifies the limits
of the impurities in the air/water/fuel mixture that enter the combustors. Equation 1 provides a means of
determining the total impurities in combustion gas mixture if the impurity contents of air, water/steam and
fuel and their respective flow rates are know. Using the limits in Table 2 and Equation 1 to calculate the
total impurity limit, one determines the maximum impurity limits for the water/steam.
Equation 1
(A / F) Xa + (W / F) Xw + Xf = Total air+water/steam+fuel contamination (ppmw), referred to the

fuel concentration
...where A, W, F are air, water and fuel flows (lbs/sec), respective; and Xa, Xw, Xf are air, water and fuel
contaminant concentrations (ppmw), respectively. Water injected at the compressor inlet plus water or
steam injected at the combustor inlet shall be summed to determine the total water injection rate. Examples
of this calculation are shown in Appendices A and B.
Standard analytical methods for water and steam analysis are given in Table 3. Although no standard
method exists for sampling compressor air, EPA 40 CFR 50 gives a number of methods for sampling par-
ticulate. Chemical analysis would be according to EPA 200.7 for particular contaminants.
If fuel purity is not known then the water purity equivalent to clean boiler condensate (with less than 0.2
µS/cm cation conductivity and less than 0.02 ppmw alkali metals) or demineralized make-up water (with
less than 0.2 µS/cm specific conductivity and less than 0.02 ppmw alkali metals) is required. The injected
steam must meet the requirements of GEK 98965. Volatile additives such as ammonia, morpholine, or
cyclohexlamine are permitted for condensate pH control of the source of the steam. These additives do not
add to the alkali burden of the turbine, and will not accumulate in piping, valves, etc.
Water treated with sodium compounds for pH or oxygen control should not be used for injection into gas
turbines or for attemperation of steam used for injection into gas turbines. Such water can lead to high
sodium in the air/water/fuel mixture and cause corrosion of the hot gas path components. It may also lead
to stress corrosion cracking of piping equipment. It should be appreciated that very dilute solutions of some
additives become concentrated during operation, through stagnation and evaporation.
This is especially true of NaOH. Attemperation water, containing NaOH, has produced caustic deposits in
316 stainless steel flex hose by evaporation, resulting in cracking. Units in which this has occurred have
reported fuel nozzle deposits, first stage nozzle deposits, and bucket corrosion.
Deposit formation in the turbine from contaminants in injection water is also a concern. In demineraliza-
tion ion exchange systems, a special situation may arise in the case of silica. Silica absorbed by the anion
exchanger may not be completely removed during regeneration causing it to accumulate. Eventually, leak-
age will occur, allowing silica discharge into the effluent and into the turbine. Such occurrences have led
3
to combustion liner hole plugging and forced outages. Prevention of silica breakthrough requires longer
regeneration times at higher temperatures, and effluent monitoring.
NOTE
Ion exchange manufacturers should be-consulted.
Another problem arises if silica is present in a colloidal form. In this form it can pass through ion exchang-
ers and it cannot be detected by conductivity measurements. Water treatment experts should be consulted.
They can make recommendations concerning proper treatment.
IV. APPLICABLE REFERENCE DOCUMENTS
• GEI 41047 Gas Turbine Liquid Fuel Specification
• GEl 41040 Process Specification, Fuel Gases For Combustion in Heavy-Duty Gas Turbines
• GER 3419 Gas Turbine Inlet Air Treatment
• GER 3601 Gas Turbine Compressor Operating Environment and Material Evaluation
• GEl 41042 Gas Turbine and Compressor Cleaning
• GEK 103623 Gas Turbine Compressor Washing
• GEK 28122 Specification For Magnesium Sulfate For Gas Turbine
• GEK 98965 Steam Purity For Industrial Turbines
• GEK 107158 Water Supply Requirements for Gas Turbine Inlet Air Evaporative Coolers
• Nalco Water Handbook, Frank N. Kemmer, Editor, McGraw-Hill, Second Edition, 1988
4
TABLE 1. WATER PURITY REQUIREMENTS FOR INLET FOGGING (SPRITS)
Choride (as Cl) 300 ppbw*

Specific Conductivity 2 microSiemens/cm
* parts per billion by weight
TABLE 2. TRACE METAL CONTAMINANT SPECIFICATION MAXIMUM LIMITS, ALL

SOURCES
Contaminant Contaminant Limit (ppmw) Referred to the Fuel(1)
Sodium plus Potassium 1.0

Lead 1.0
Vanadium 0.5
Calcium 2.0
(1) The tabulated limits in parts per million by weight (ppmw) are for A / F = 50. For other A / F ratios
multiply the tabulated limits by ((A / F + 1) / 51). The total contamination referred to the fuel from all
sources is determined from Equation 1.
TABLE 3. STANDARD ANALYTICAL METHODS FOR WATER/STEAM
Method
Trace Metals:
Sodium plus Potassium(1) EPA 200.7
Calcium EPA 200.7
Total Solids:
Total dissolved solids EPA 160.1
Total suspended solids EPA 160.2
(1) Other metals not normally encountered in water/steam but found in fuel oils, such as vanadium and
lead, or other alkali metals such as lithium, are also to be included.
5
V. APPENDIX A
WATER AND STEAM PURITY CALCULATIONS TO DETERMINE IF WATER PURITY

IS ADEQUATE
Liquid Fuel with Water Injection with water/fuel ratio of 0.5 and air/fuel ratio of 50.
Example Liquid Fuel Impurity Example Air Impurity Content Example Water Impurity
Content Content
Na + K 0.5 ppmw Na+K 0.001 ppmw Na+K 0.25 ppmw
Lithium 0.05 ppmw Ca 0.002 ppmw Ca 1.5 ppmw
Lead 0.2 ppmw Si 0.002 ppmw
Vanadium 0.1 ppmw
Calcium 0.5 ppmw
Na+K (include other alkali metals):
Required: (A / F) Xa + (W / F) Xw + Xf <= 1.0 ppmw Na+K
The sodium plus potassium content of the water meets the requirement.
V:
Since there is no V content in the water, the water meets the requirement.
Ca:
Required: (A / F) Xa + (W / F) Xw + Xf <= 2.0 ppmw Ca
The calcium content of the water meets the requirement.
VI. APPENDIX B
WATER AND STEAM PURITY CALCULATIONS TO ESTABLISH MAXIMUM WATER

LIMITS
Liquid Fuel with Water Injection with water/fuel ratio of 0.5 and air/fuel ratio of 50.
Example Liquid Fuel Impurity Content Example Air Impurity Content

Na + K 0.5 ppmw Na+K 0.001 ppmw
Lithium 0.05 ppmw Ca 0.002 ppmw
Lead 0.2 ppmw Si 0.002 ppmw
Vanadium 0.1 ppmw
Calcium 0.5 ppmw
6
Na+K limit (include other alkali metals):
(A / F) Xa + (W / F) Xw + Xf = 1.0
Xw =(F/W)(1.0-(A / F) Xa- Xf)
The maximum limit of Na + K plus other alkali metals in injected water is 0.8 ppmw.
V limit:
(A / F) Xa + (W / F) Xw + Xf = 0.5
Xw =(F/W)(0.5-(A / F) Xa- Xf)
Xw = (2)(0.5-0.1) = 0.8 ppmw V
The maximum limit of V in injected water is 0.8 ppmw. (V is not usually found in water)
Ca limit:
(A / F) Xa + (W / F) Xw + Xf = 2.0
Xw =(F/W)(2.0-(A / F) Xa- Xf)
Xw = (2)(2.0-50*0.002-0.5) = 2.8 ppmw Ca
The maximum limit of Ca in injected water is 2.8 ppmw
7
GEI 41047k
GE Power Systems
Gas Turbine
Gas Turbine Liquid Fuel Specifications
GEI 41047k Gas Turbine Liquid Fuel Specifications
TABLE OF CONTENTS
I. GENERAL...................................................................................................................................... 4
II. FUEL CLASSIFICATION AND OPERATIONAL CONSIDERATIONS ............................... 4
III. FUEL SPECIFICATIONS ............................................................................................................ 4
IV. FUEL HANDLING AND TREATMENT .................................................................................... 9

A. True Distillate Fuels ................................................................................................................. 9
B. Ash-Bearing Fuels.................................................................................................................... 9
V. NON-FUEL CONTAMINANTS................................................................................................... 10
A. Air-Borne Contaminants .......................................................................................................... 10
B. Water-Borne Contaminants ...................................................................................................... 10
C. Non-Fuel Contaminant Relationships ...................................................................................... 11
VI. FUEL AND ADDITIVE EVALUATION AND SAMPLING ..................................................... 11

A. Fuel Evaluation Procedure ....................................................................................................... 11
B. Requalification of Fuel: Fuel Changes .................................................................................... 11
C. Additive Qualification .............................................................................................................. 11
APPENDIX A- FUEL DESCRIPTIONS............................................................................................. 12

A. True Distillates ......................................................................................................................... 12
B. Ash-Bearing Fuels.................................................................................................................... 13
APPENDIX B- MEANING OF SPECIFICATION TESTS .............................................................. 15

A. Ash and Trace Metal Contaminants ......................................................................................... 15
B. Sulfur........................................................................................................................................ 16
C. Nitrogen.................................................................................................................................... 16
D. Hydrogen.................................................................................................................................. 16
E. Carbon Residue ........................................................................................................................ 16
F. Water and Sediment ................................................................................................................. 17
G. Filterable Dirt ........................................................................................................................... 17
H. Viscosity................................................................................................................................... 17
I. Pour Point and Cold Filter Plugging Point............................................................................... 18
J. Fuel Gravity.............................................................................................................................. 18
K. Distillation................................................................................................................................ 19
L. Flash Point................................................................................................................................ 19
M. Thermal Stability...................................................................................................................... 19
N. Compatibility............................................................................................................................ 20
O. Cetane Number......................................................................................................................... 20
APPENDIX C - FUEL ANALYSIS DATA REQUIREMENTS......................................................... 21

A. Sampling .................................................................................................................................. 21
B. Heating Value ........................................................................................................................... 21
C. Viscosity................................................................................................................................... 21
D. Carbon Residue ........................................................................................................................ 21
E. Trace Metal Analysis ............................................................................................................... 21
F. Wax Content and Wax Melting Point....................................................................................... 22
2
Gas Turbine Liquid Fuel Specifications GEI 41047k
APPENDIX D- RELATED SPECIFICATIONS DOCUMENTS...................................................... 24
3
I. GENERAL
This specification is for the several types of liquid fuels suitable for use in the General Electric heavy duty
gas turbines with firing temperatures of 1600 F (870 C) or higher. It is intended as a guide for users of
these turbines for the procurement, use, and where necessary, treatment of fuels.
The fuel properties specified herein include both those which could affect turbine operation and those ad-
ditional properties which the turbine user may need to specify for his installation. These latter properties
are related to fuel storage and handling and local safety and environmental codes.
All of the fuels covered in this specification shall be hydrocarbon oils free from organic acids and free from
excessive amounts of solid, fibrous or other foreign matter likely to make frequent cleaning of suitable
filters necessary. The fuels shall be stable over storage and shall be compatible with other fuels with which
they could normally be mixed. Synthetic and Alternative fuels are also covered by this specification but
GE should be consulted before their use.
Procurement of the fuel to specifications is only the first step to successful heavy duty gas turbine oper-
ation. Further steps required of the user are: (a) prevention of contamination during transportation, (b)
prevention of contamination before, during, and after delivery, (c) proper design of fuel storage, heating
and transfer facilities, (c) proper management of the entire facilities with regard to maintenance procedures
and schedules and (d) proper design and operation of any fuel treatment equipment.
In addition to outlining the overall fuel requirements, this specification also defines minimum acceptable air
quality standards for turbine inlet air, and water requirements for installations which employ either steam or
water injection in their cycles. These have been included since the total contaminants entering the turbine
must be considered. Special requirements for trace metal contaminants for H and FB class machines are
covered in GEK 107230.
II. FUEL CLASSIFICATION AND OPERATIONAL CONSIDERATIONS
Liquid fuels applicable to heavy duty gas turbines range from petroleum naphthas to residual fuels. Within
this range, fuels vary in hydrocarbon composition, physical properties, potential pollutants and trace metal
contaminant levels. Since contaminants are a most important consideration in fuel application, the liquid
fuels have been divided into two basic classes: true distillates (ash-free) and ash-bearing fuels.
Table 1 summarizes the general types of liquid fuels in these two classes and some operational requirements
in gas turbine applications. Refer to Appendix A for common names and characteristics of specific fuels
within each general type. Refer to Appendix D for related specifications which give more details about
some sections of this fuel spec.
III. FUEL SPECIFICATIONS
The required physical and chemical properties of the four classes of liquid fuels are detailed in Table 2.
These properties have been divided into two categories: those required for gas turbine performance (Table
2) and those which may be limited to meet local environmental codes (Table 2).
Maximum allowable limits are specified for five critical trace metal contaminants: sodium, potassium,
vanadium, lead and calcium. General Electric heavy duty gas turbines will operate at levels higher than
those specified in Table 2; however, increased maintenance of hot gas path parts may result. Therefore, it is
required that the General Electric Gas Turbine Division be consulted for fuel treatment recommendations
when the analysis of the fuel as delivered to the gas turbines exceeds the levels indicated. Fuels outside of
4
the specified limits of certain physical properties may also be used, but General Electric should be consulted
for consideration of any impact on the operation of the turbine or fuel treatment system, where required.
The Ash-Bearing Fuels in Table 2 are divided into two types: l) Crudes and Blended Residual Fuels, and
2) Heavier Residual Fuels. The heavy-duty gas turbine will operate satisfactorily on both types, although
fuel treating and heating requirements and stack particulate emission levels will generally be less for the
first type (Crudes and Blended Residual Fuels).
Table 1. Comparison of Liquid Fuels and Some Hardware Requirements
True Distillates Ash-Bearing Fuels

Crudes and
Heavy Blended Blended Residual Heavier Residual
Fuel Type Light Residual Fuels Fuels Fuels
General Properties
Ash Content Trace Trace Low/Medium High

Viscosity Low Medium Wide Range High
Volatility High/Medium Medium Wide Range Low
Nearest ASTM Type* 0-GT, 1-GT 3-GT 3-GT 4-GT
Gas Turb., D2880 2-GT
Burner, D396 1, 2 (4) 4, 5 6
Diesel, D975 1-D, 2-D (4-D) 4-D -
Explosion-Proofing Refer to applicable Refer to applicable Refer to applicable Refer to applicable
codes codes codes codes
Start-Up Fuel Required With very light Some fuels Nearly always Always
fuels
Fuel Pretreatment Usually none Usually none Nearly always Always
Fuel Preheating Some in cold Nearly always Nearly always Always
locations
Fuel Filtration Always Always Always Always
Fuel Combustion Low pressure air Low pressure air Low or high pressure High pressure air
Atomization air
Combustor (allowed
Fuel)
Standard Combustion Yes Yes Yes Yes
DLN Combustion Yes No No No
Turbine Cleaning Not Required Not Required Required Required
Capability
* Refer to applicable ASTM Standards: The considerations listed in this table are not all-inclusive.
5
6
GEI 41047k
Table 2. Liquid Fuel Specifications Applicability
True Distillatesb Ash-Bearing Fuelsb

Applicability Property Point of ASTM Test Light Heavy Crudes and Heavier
Applicabilitya Methodc Blended Residual
Residual Fuels
Fuels
Gas Turbine Kin. Viscosity, cSt, 100 F (37.8 C), min Delivery D445 .5d 1.8 1.8 1.8
Requirements Kin. Viscosity, cSt, 100 F (37.8 C), max e Delivery D445 5.8 30 160 900
Kin. Viscosity, cSt, 210 F (98.9 C), max e Delivery D445 - 4 13 30
Specific Gravity, 60 F (15.6 C), max Delivery D1298 Report Report .96 .96f
Flash Point, F( C), min g Delivery D93 Report Report Report Report
Distillation Temp. 90% Point, F( C), max Delivery D86 650(338) Report - -
Pour Point, F( ), max Delivery D97 20 (7) Report Report Report
below
min.
ambient
Cold Filter Plugging Point Report D6371 Report Report Report Report
Ash, ppm, max Combustor D482 100 100 Report Report
Trace Metal Contaminants, ppm, max h Combustor (i)

Sodium plus Potassium 1 1 1 1
Lead 1 1 1 1
Vanadium (untreated) .5 .5 .5 .5
Vanadium (treated 3/1 wt. ratio Mg/V) - - 100 100
Calcium 2 2 10 10
Other Trace Metals above 5 ppm Report Report Report Report
Hydrogen, Wt %, min k Delivery D5291 Report Report Report Report

Carbon Residue, Wt. % (10% Bottoms) max Delivery D524 .25 - - -
Direct Pressure Atomization
Carbon Residue, Wt. % (100% Sample) max Delivery D524 1.0 1.0 1.0 -
Air Atomization, Low Pressure
Carbon Residue, Wt. % (100% Sample), Delivery D524 - - Report Report
Air Atomization, High Pressure
True Distillatesb Ash-Bearing Fuelsb
Applicability Property Point of ASTM Test Light Heavy Crudes and Heavier
Applicabilitya Methodc Blended Residual
Residual Fuels
Fuels
The specifications below apply only when specific environmental codes exist
Environmen- Sulfur, Wt. %, max Delivery D129/ Compliance to any applicable codes.
tal Code Re- D4294
lated Require- Nitrogen, Wt. %, max Delivery D5291 Fuel-bound nitrogen may be limited to meet any
ments applicable codes on total NOx emission.
Hydrogen, Wt. %, min. Delivery D5291 Minimum hydrogen level may be necessary to meet
any applicable stack plume opacity limits (k).
Ash plus Vanadium, ppm, max. Delivery (i) Ash plus vanadium content of ash-bearing fuels
may be limited to meet applicable stack particulate
emission codes (l).
GEI 41047k
7
NOTES To Table 2
a. The fuel properties specified refer to the fuel at different points in the overall system:
Delivery - Fuel as delivered to the turbine site.
Fuel Skid - Fuel at inlet of fuel skid at turbine.
Combustor - Fuel at turbine combustors.
b. Typical fuels within each general type are discussed in Appendix A .
c. Refer to applicable ASTM Standards.
d. In the viscosity range of 0.5 cSt to 1.8 cSt, special fuel pumping equipment may be required. For
conversion to SI units 1cSt = 10-6 m2/s.
e. The maximum allowable viscosity at the fuel nozzle is 20 cSt for high pressure air atomization and 10
cSt for low pressure air and direct pressure atomization. The fuel may have to be preheated to reach this
viscosity, but in no instance shall it be heated above 275 F (135 C). (This maximum fuel temperature of
275 F is allowed only with residual fuels.) The viscosity of the fuel at initial light-off must be at or below
10 cSt.
f. A specific gravity of 0.96 is based on average fuel desalting capability with standard washing systems.
Fuels with specific gravities greater than 0.96 may be desalted to the required minimum sodium plus potas-
sium limits by using higher capability desalting equipment (with higher attendant cost) or by increasing the
gravity difference between the fuel and wash water by blending the fuel with a compatible distillate.
g. The fuel must comply to all applicable codes for flash point.
h. A total ash less than 3 ppm is acceptable in place of trace metal analysis. . For machines running
at spinning reserve or with light loads for extended periods of time, trace metal requirements should be
reviewed with GE on a case by case basis. Trace metal contaminants for H and FB class machines are
covered in GEK 107230.
i. No standard reference tests exist; methods used should be mutually acceptable to General Electric and
the user.
j. Water content of crude oils should be reduced to the lowest level practical consistent with capability of
available fuel treatment equipment, to minimize the chance of corrosion of fuel system components. In no
case shall the water content exceed 1.0 vol. %.
k. A minimum hydrogen content is set both to control flame radiation in the combustor and to limit smoke
emissions, where the latter is required by local codes. The limits are 12.0% minimum for true distillates and
11.0% for Ash-bearing fuels (11.3% where the carbon residue exceeds 3.5%). In each case it is assumed
that the proper combustor and fuel atomization system are used.
Where the hydrogen content of the fuel is below these limits, General Electric should be consulted for
appropriate action.
8
1. Local codes on total stack particulate emissions may set an upper limit on the sum of the ash (non-
filterable) in the original fuel plus the vanadium content. The vanadium together with the required
magnesium inhibitor may be a major contributor to total stack particulate emissions. In estimating
these emissions for comparison with the code, all of he following sources may have to be considered:
vanadium, additives, fuel ash and total sulfur in the fuel; non-combustible particulates in the inlet air;
solids from any injected steam or water; and particles from incomplete fuel combustion. Where an
estimate of stack particulate emissions is required, General Electric should be consulted.
IV. FUEL HANDLING AND TREATMENT
A. True Distillate Fuels
Light true distillate fuels normally have sufficiently low pour points that preheating is not required
under most ambient conditions. Heavy true distillates, on the other hand, may have high pour points
due to high wax content or high wax melting temperature which make preheating necessary to prevent
filter plugging. Both types of distillates may also require preheating to meet the viscosity requirement
at the fuel nozzle for proper atomization.
True distillate fuels as refined have low water, dirt and trace metal contaminant levels. Where subse-
quent transportation, handling and storage are carefully managed, these low levels should persist at the
gas turbine. In locations where there is danger of contamination such as salt bearing water, auxiliary
fuel clean-up equipment should be provided to restore the original quality.
In addition to potential hot corrosion from salt in water, water accumulated at the bottom of a storage
tank can also cause problems. Micro-organisms tend to grow at the water-fuel interface generating both
chemicals corrosive to metals in the fuel system and also slime which can plug fuel filters.
Adequate fuel storage and handling practices must be employed to minimize water and other contam-
inants in the fuel. These include settling the fuel before use, providing floating suction and periodic
removal of water from the bottom of the tank. In applications where adequate settling periods can not
be accommodated, more rapid purification methods may be required. Available purification equipment
includes centrifuges and electrostatic dehydrators. The overall fuel system design should avoid slugs
of water, and any clean-up system should have the capability to remove such slugs.
B. Ash-Bearing Fuels
Depending on the physical properties and the trace metal contaminant levels of these fuels, functions
of the source and refinery treatment, they usually require pretreatment before burning in a gas turbine.
Three basic steps in pretreatment are:
1. Preheating
2. Water washing for salt removal
3. Vanadium inhibitor addition
Preheating is used where it is necessary to: l) raise the fuel temperature sufficiently above its pour point
to allow free flow and to prevent filter plugging, and 2) to lower the fuel viscosity to reduce the flow
resistance and to provide proper atomization at the fuel nozzles.
9
Desalting by water washing will be necessary with some crude oils and is nearly always necessary with
residual oils to reduce the sodium plus potassium levels. Sodium and potassium can cause hot corrosion
of the turbine blading by sulfidation attack at the operating temperatures of the turbine. Sodium and
potassium can also contribute to turbine fouling. Desalting is accomplished by mixing the fuel with
3% to 10% potable water to extract the soluble salts, followed by separation of the salt-laden water by
centrifugation or electrostatic coalescence. Washing also removes some of the calcium depending on
the specific chemical nature of the calcium compounds. Lead is not removed by water washing.
Vanadium can also cause hot corrosion of the turbine blading, but it is not removed by water washing
because it is present in the fuel in a complex oil-soluble form. The corrosive action can be inhibited
by adding an approved magnesium additive to the fuel to provide a minimum 3 to 1 weight ratio of
magnesium to vanadium. It is also recommended that this ratio not exceed 3.5 to 1 in order to minimize
deposition.
Periodic cleaning of deposits from turbine hot gas path section is generally necessary when high ash
content fuels are used. Cyclic operation of the turbine may remove some the deposit by thermal shock.
General Electric should be consulted for approved cleaning agents, water quality and cleaning proce-
dures for those applications where turbine cleaning is required.
V. NON-FUEL CONTAMINANTS
A. Air-Borne Contaminants
Contaminants in air can cause erosion, corrosion and fouling of the compressor. These contaminants
can also contain the same trace metals as found in fuels and which cause corrosion to the hot section.
Compressor erosion can be caused by sand or flyash; compressor corrosion by noxious fumes such as
HCl or H2S04; compressor fouling by liquid or solid particles which adhere to the compressor blading.
Hot section corrosion can be caused by sodium from, e.g., sea salt, salt particles, carry-over of treatment
chemicals used in evaporative coolers, chemical process effluents; potassium from flyash or fertilizers;
lead from automobile exhausts; and vanadium from residual fuel fired steam plants.
Specifically, with respect to hot section corrosion, the total of Na, K, V and Pb should not exceed 0.005
ppm by weight in air. If it is anticipated that this level will be exceeded, General Electric should be
consulted for recommendations on the selection and use of proper air filtration equipment.
B. Water-Borne Contaminants
Water or steam that is used for NOx control or steam that is injected to augment output should not
contain impurities which cause hot section deterioration or deposits. Specifically, the total of Na + K
+ V + Pb should not exceed 0.5 ppm by weight in the water or steam. If the total of these contaminants
exceeds this level, General Electric should be consulted with respect to water or steam purification
equipment and procedures.
In the case where contaminants are present in water or steam the total limits in the fuel should be
controlled such that the total concentration equivalent in the fuel (from both sources) conforms to the
limits inTable 2 .
Refer to the next section V. C for the method for calculating the equivalent concentration in the fuel.
10
C. Non-Fuel Contaminant Relationships
The total contaminant level in the combustion products must be controlled. The following relationship
can be used to convert the contaminants in air, steam/water and fuel to equivalent contaminants in the
fuel alone, assuming all are equally effective:
XA + XS + XF = [Equivalent contaminants in fuel alone]
where:
= air-to-fuel massflow ratio
= steam/water-to-fuel mass flow ratio
XF = contaminant concentration (weight) in fuel (ppm)
XA = contaminant concentration (weight) in inlet air (ppm)
XS = contaminant concentration (weight) in injected steam/water (ppm)
VI. FUEL AND ADDITIVE EVALUATION AND SAMPLING
A. Fuel Evaluation Procedure
A supplier’s fuel analysis shall be submitted to the General Electric Gas Turbine Division covering all
the fuel requirements outlined in Table 2 of this specification. If the required analytical services are
not available to the user, he may make arrangements to purchase such services from General Electric.
See Appendix C for fuel sampling and analysis requirements.
B. Requalification of Fuel: Fuel Changes
The fuel properties outlined in the specification and originally agreed upon by General Electric Com-
pany and the user will determine some of the equipment selection and certain operating conditions of
the gas turbine system. If at a later date the user desires to use a fuel outside of the original agreed-upon
limits, he should inform the General Electric Company in writing. He should supply a complete anal-
ysis for evaluation and requalification in a similar manner as outlined above.
C. Additive Qualification
Additives used in gas turbine fuels such as vanadium inhibitors, desalting demulsifiers, bacterial growth
retardants or smoke suppressants must meet the approval of the General Electric Gas Turbine Division.
Some brands of additives can cause fouling problems in filters and flow dividers and such issues should
be reviewed with the additive suppliers. One critical requirement of an additive is that it has a low trace
metal content (sodium, potassium, vanadium, calcium and lead), so that the inhibitor does not add these
contaminants to the fuel.
11
APPENDIX A- FUEL DESCRIPTIONS
A. True Distillates
1. Light True Distillates
Naphtha - A light volatile fuel with a boiling range between gasoline and Light Distillate. The
lower flash point and higher volatility require special safety considerations. Its very low viscosity
may result in poor lubricity.
Other Names:
JP-4, Jet B
O-GI Gas Turbine Fuel
Kerosene - A light, highly refined and slightly more volatile fuel than Light Distillate. Normally
more expensive than No. 2 distillate.
Other Names:
1-GT Gas Turbine Fuel
No.1 Burner Fuel
1-D Diesel Fuel
JP-5, Jet A
Range Oil, Lamp Oil
Light Distillate - Widely available volatile distillate fuel with good combustion characteristics, be-
ing readily atomized and clean burning.
Other Names:
No. 2 Burner Fuel
Diesel Oil
Marine Gas Oil
Domestic Fuel
Diesel Fuel - Closely related to Light Distillate fuel except for additional requirements peculiar to
diesel engine operation such as Cetane Number.
Other Names:
2-D Diesel Fuel
2. Heavy True Distillate
An essentially ash-free petroleum distillate with the highest boiling range. Heavy True Distillate
has had limited and localized availability, frequently being a refinery by-product. This fuel may
require heating for handling and forwarding due to high pour point. It may also be more difficult
to atomize for optimum combustion.
Other Names:
Heavy Gas Oil
Navy Standard Distillate
12
B. Ash-Bearing Fuels
1. Crudes and Blended Residual Fuels
Crudes - Crude oils from different geographical areas vary widely in levels of trace metal con-
taminants, ash, sulfur and wax and in such physical properties as viscosity, gravity and distillation
range. Most crudes will have flash points below 100 F (38 C) due to highly volatile components.
Some very low ash crudes, typified by Indonesian and North African crudes, have 0 to 5 ppm of
vanadium requiring minimal or no inhibition. Other crudes for gas turbine application range up
to 100 ppm vanadium. Most crudes require desalting, especially if water transportation has been
used.
Blended Heavy Distillate - Petroleum distillate contaminated with or blended with lesser amounts
of residual petroleum products, but with vanadium contents of 5 ppm or less. They may have wax
contents requiring heating for pumping and filtering. They may also require washing for desalting,
especially if water transportation has been used.
Other Names:
4-D Diesel Fuel
Marine Diesel Fuel
Blended Residuals - Blended residuals lie between blended heavy distillates and heavy residuals.
They are commonly blended to specific maximum sulfur levels to meet applicable codes. Vana-
dium contents are in the 5 ppm to 100 ppm range normally. These fuels require complete fuel
treatment.
Other Names:
No. 4 Burner Fuel
No. 5 Burner Fuel
Light Residual Oil
Light Furnace Oil
Intermediate Bunker Fuel
2. Heavier Residual Fuels
Residual Fuels - These are low volatility petroleum products remaining at the end of all various
refinery distillation processes. As such they contain nearly all of the ash-forming materials present
in the original crude oil plus some additional that may be introduced in processing. They usually
contain high molecular weight hydrocarbons such as asphaltenes, which can cause storage sludging
problems. Residual fuels may have been blended with low cost distillates to lower the sulfur content
and/or reduce the viscosity to insure pumpability.
All residual fuels require heating for pumping, filtering and proper air atomization at the fuel noz-
zle. Residual fuels all require washing to reduce the sodium level and vanadium inhibition by
addition of a General Electric approved Magnesium base additive.
13
Other Names:
No. 6 Burner Fuel
Boiler Fuel
Bunker C. Fuel
Marine Fuel Oil
14
APPENDIX B- MEANING OF SPECIFICATION TESTS
Chemical tests are specified because slag-forming substances present in oil ash can cause turbine corrosion
and deposits, and the presence of sulfur can result in corrosion of heat recovery equipment in the turbine
exhaust. Certain physical tests are specified because they influence the operation of the gas turbine fuel
handling, fuel treatment and combustion systems.
A. Ash and Trace Metal Contaminants
Ash-forming materials may be present in a fuel as oil-soluble organometallic compounds, as water solu-
ble salts in water dispersed in the fuel or as solid foreign contaminants. The most common ash-forming
elements which can be present in fuels are aluminum, calcium, iron, magnesium, nickel, potassium,
sodium, silicon and vanadium. Ash-forming materials are present to varying degrees in crude oils
depending on their geographical source. They are concentrated in the residual fractions during the
refining process, leaving the light distillates contaminant-free; however, ash-forming materials may
be introduced later by contamination with salt-bearing water or with other petroleum products during
transportation and storage.
Gas turbine operating experience has shown that some of the ash-forming substances that may be
present in the fuel can lead to corrosion and deposit problems. These problems are most acute with
residual and crude oils which contain larger quantities of the troublesome substances.
Corrosion can result from (l) vanadium, (2) sodium, (3) potassium or (4) lead. These elements as
well as calcium (and others such as magnesium, manganese, iron, silicon and aluminum) can cause
ash deposits which are difficult to remove. Calcium can act as an effective inhibitor for vanadium
corrosion, but its deposition tendencies have precluded its use.
In light distillate fuels, the total ash content is usually very small, and trace metal contamination is
essentially a sodium (salt) problem. There are also usually traces of lead and calcium and smaller
traces of potassium and vanadium. It is advantageous to purchase fuel within the specified contaminant
limits and to maintain this quality during transportation, handling and storage. On-site desalting by
contaminated water removal or by fuel washing of distillate fuels with relatively high sodium levels is
required to keep corrosion of the hot gas path and the fuel system components such as flow dividers
and fuel pumps at a very minimum level.
Crudes and contaminated distillates almost without exception have high enough salt levels, or the risk
of significant salt levels, that they require desalting. The vanadium levels may also be significant and
require the addition of a magnesium-base inhibitor to establish a ratio of 3 parts of magnesium to 1 part
of vanadium by weight.
Residual fuels have the highest ash and trace metal contaminant levels usually necessitating complete
fuel pretreatment: desalting and vanadium inhibition by a magnesium-based additive (3Mg/lV). Due
to the less favorable physical properties of residual fuels, it is not possible to consistently reduce the
sodium to the low levels obtainable in light crudes and distillates. The higher sodium levels in treated
residual fuels result in controlled corrosion and deposit accumulation with some increase in mainte-
nance. Calcium levels may be high in some residual fuels, but they may be appreciably lowered by the
fuel treatment. Nickel, which is not removed by fuel treatment, may also be high in certain residual
fuels and is somewhat beneficial in that it tends to neutralize vanadium corrosion in much the manner
of magnesium. Residual fuels contain harmless aluminum, iron and silica as components of suspended
solids (dirt). A significant portion of these suspended particles are removed either in the fuel washing
or by fuel filtration.
15
B. Sulfur
Sulfur occurs in fuels as combustible organic compounds yielding sulfur oxides on combustion. These
combine with any traces of sodium or potassium present to form alkali sulfates; a principal source of
hot corrosion. The sulfur level in a fuel cannot be lowered enough by refining to avoid the formation of
alkali sulfates, so that they must be controlled by limiting the sodium and potassium levels in the fuel.
Gas turbine installations utilizing exhaust heat recovery equipment could have metal temperatures be-
low the dewpoint of sulfuric acid, and in these cases it is necessary to know the sulfur level in the fuel
to avoid acid corrosion of heat transfer surfaces. The maximum allowable sulfur to avoid sulfuric acid
condensation will depend on the specific heat recovery equipment used. For fuels exceeding this max-
imum level, the operating temperature of the heat recovery equipment could be changed accordingly
to avoid condensation of acid products.
The sulfur level of liquid fuels is regulated in many localities as a means of controlling the emission of
sulfur oxides in the exhaust gases.
Crude oils burned directly as fuels may also contain active sulfur in the form of hydrogen sulfide or
mercaptans. These substances, especially in the presence of water, may cause corrosion to fuel system
components. For this reason, the water content of such fuels should be kept as low as possible.
C. Nitrogen
Fuel-bound nitrogen in petroleum fuels comes largely from organo-nitrogen compounds present in the
original crude oil. In some distillate fuels, fuel-bound nitrogen may also come from additives such as
stabilizers.
This chemically-bound nitrogen in the fuel will contribute to the total nitrogen oxide pollutant in the
exhaust gases, adding to the nitrogen oxides from the direct combination of atmospheric nitrogen and
oxygen in the gas turbine combustion reaction. The particular combustion system and operating con-
ditions will affect the total nitrogen oxide production from both atmospheric and fuel-bound nitrogen.
D. Hydrogen
The percent combined hydrogen in a hydrocarbon fuel is a critical factor in controlling stack smoke
levels. In general, the higher the hydrogen content in a liquid fuel the lower the smoke level will be. As
an example: paraffinic hydrocarbons with high hydrogen contents (14-15%) have much less tendency
to smoke than do aromatic hydrocarbons which can have 10% or less hydrogen.
Hydrogen is usually determined by an accurate measurement of the amount of water produced in the
controlled combustion of a weighed amount of fuel.
E. Carbon Residue
Carbon residue is measured as the residue remaining when a fuel sample is completely distilled in
a standard apparatus. To obtain measurable residue with light distillates, the fuel is first distilled to
remove 90% (ASTM Method D86) by volume, and then the carbon residue is determined on the "10%
Bottoms."
16
One effect of a high carbon residue is carbon formation near the fuel nozzle. To control this, air atom-
ization is used in the combustion of all but the lightest fuels, high pressure air being required for the
heaviest fuels.
F. Water and Sediment
Water and sediment in a fuel oil tend to cause fouling of the fuel handling facilities and the gas turbine
fuel system. Accordingly they should be kept at as low a value as practicable and always within the
maximum values shown in this specification.
The sediment in fuel can be gums, resins, asphaltic materials, carbon, scale, sand or mud. It is mainly
a problem in residual fuels. Very few distillate fuels leave the refinery with more than 0.05% water
and sediment. However, poor handling practices can unnecessarily raise this level, and once an oil
becomes contaminated it may not be feasible to restore its original cleanliness, such as the case of lead
or vanadium contamination.
Gas turbines are normally equipped with high capacity filters. Since there are practical limits to the
efficiency of filtration systems, a fraction of the solids entering the filter remains in the oil and can be
an important factor in fuel system component life. Since the design of the filters is dependent on the
fuel type, Consult GE for specific details of the filter sizes.
Fuel storage tanks should be designed with floating suctions that are equipped with low level bottom
limits to insure that the suction is always some distance from the bottom to avoid the water and sed-
iment that collects there. The operator should drain the bottom of the tank periodically to reduce the
accumulation and the risk of contamination. Automatic water drainage systems are preferred.
G. Filterable Dirt
Filterable dirt is essentially the suspended solid particulate matter in a distillate fuel which can cause
fuel filter maintenance problems. It is measured as the weight of solids held on a low porosity filter
during the filtration of a given volume of fuel. The filterable dirt level of distillate fuels generally does
not exceed 10mg per 100ml of the fuel. Higher levels than 10mg per l00ml may result in shorter filter
lives and are not recommended.
H. Viscosity
The viscosity of fuel is a measure of its resistance to flow. It is important in the fuel auxiliary equipment
since it determines pumping temperature, atomizing temperature and oil pump pressure.
In order to obtain proper operation of the gas turbine, the maximum viscosity at the fuel nozzles must
not exceed 10 centistokes for pressure atomizing or low-pressure air-atomization fuel systems, and 20
centistokes for high-pressure air-atomizing systems. When these limits are exceeded, poor ignition
characteristics, smoking, unsatisfactory combustor exit temperature distribution, lowered combustion
efficiency or formation of carbon may occur. In most cases, fuel heating must be employed to insure
that these viscosity limits at the fuel nozzle are met under all ambient conditions. In all cases the fuel
at initial light-off must be at or below 10 cSt viscosity.
Minimum viscosity limits are imposed to safeguard the high pressure fuel pump, which depends on the
lubricating qualities of the fuel for satisfactory operation. It should be noted that naphtha fuel can have
a minimum viscosity as low as 0.5 cSt at 100 F (37.8 C).
17
Special pumps may be required for viscosities below 1.8 cSt at 100 F.
I. Pour Point and Cold Filter Plugging Point
The pour point of a fuel is the temperature at which it will barely flow under standard conditions, and it
is significant in connection with fuels that may require heating to make them pumpable and with fuels
fed to a pump by gravity flow.
Petroleum oils when cooled may change to a plastic state as a result of partial separation of wax (wax
pour) or by congealing of hydrocarbons (viscous pour) comprising the oil.
A waxy fuel must be maintained at a high enough temperature to ensure that all of the wax is in solution
to prevent wax crystals from clogging filters and lines. For distillates, wax separation can usually be
avoided by heating the fuel to at least 20-30 F (11-17 C) above the pour point. Waxy crude oils used
as fuels may require even higher temperature differentials. Each type of waxy fuel must be evaluated
individually for minimum wax solution temperature.
In cold climatic areas, determination of the lowest temperature at which a fuel will give trouble-free
flow, can also be determined by Cold Filter Plugging Point (CFPP) test per ASTM D 6371. There is
no limit set for CFPP but the fuel temperature should be kept at least 5-10ºF above the CFPP.
J. Fuel Gravity
The specific gravity is not a critical property of gas turbine fuels. Within a given fuel type it can indicate
the chemical composition of the hydrocarbons. As an example, a distillate with a low specific gravity
will be largely paraffinic whereas a high specific gravity will be more aromatic. The latter would have
a greater tendency to smoke with other factors being equal.
Gravity can have an economic significance where the fuel is purchased by volume since the total heat
units will decrease with decreasing specific gravity.
Residual fuels requiring washing will be more difficult to wash if the specific gravity approaches that
of water.
In the petroleum industry it is customary to use API gravity instead of specific gravity for convenience
since the API system eliminates the small decimal difference between fuel samples encountered in the
use of specific gravity. It is always referenced to 60 F (15.6 C).
18
Some typical examples are:
Table 3.
Specific Gravity API Gravity

Water 1.00 10.0
Kerosene 0.78-0.83 50-39
No. 2 Distillate 0.82-0.86 41-33
Crudes and Blends 0.80-0.92 45-22
Residual Oils 0.92-1.05 22-3
K. Distillation
The heavy duty gas turbine is not sensitive to the distillation characteristics of the fuel per se.
Extremely volatile fuels such as naphthas require the use of a start-up fuel (light distillate) due to the
low temperature at which they vaporize, giving the possibility of combustible vapors in the fuel lines.
Very high end-point fuels, approximately 1000 F (538 C), can have excessive traces of vanadium which
have distilled over. For this reason pure distillate usually would have a maximum end point specifica-
tion. (This is also prevented by setting a maximum vanadium level.)
L. Flash Point
The flash point of a fuel is the temperature at which fuel vapors will flash when ignited by an external
flame.
The flash point is regulated for safety in fuel handling and storage. By itself it is not critical to tur-
bine operation although it can affect the requirements for auxiliary equipment such as motors, relays,
heaters, etc.
Minimum permissible flash points are regulated by local, state or federal laws.
Explosion-proofing of equipment may be required by local, state or federal regulations or other appli-
cable codes when the flash point is below a minimum permissible value.
M. Thermal Stability
The thermal stability of an oil is a measure of its ability to resist breaking down when heated to form
deposits of resins and sludge. This can occur in the fuel nozzle area and in fuel heaters especially
if the heater surface is far hotter than the surrounding oil. This polymerization to form deposits is
a time-temperature phenomenon: being accelerated by high temperatures, long exposure times and
contact with air.
Thermal stability is most critical for high viscosity residual fuels which require high temperatures to
meet fuel atomization viscosity requirements. The maximum allowable temperature specified is 275 F
(135 C).
19
N. Compatibility
Mixing certain residual type fuels with dissimilar residual fuels or diluting residual type fuels with
certain distillates may result in the formation of tarry precipitates. The precipitation may occur im-
mediately after mixing or may take some time to develop. Heating for prolonged periods of time will
generally accelerate the separation.
This tarry residue can accumulate in the bottom of tanks and can settle out in fuel lines and on filters.
When the separation of residue occurs, it is usually in those residual fuels which have a heavy asphal-
tene fraction present as a colloidal metastable gel; such as those which have had an intensive heating
history during refining. The nature of a solvent used for dilution (blending) is also important; paraf-
finic (low specific gravity) distillates are more apt to cause precipitation than aromatic (high specific
gravity) distillates.
One method of testing for compatibility is to make a 50-50 mixture of two oils and then subjecting the
mixture to a thermal stability test. A simple screening test is the ASTM D2781, "Compatibility of Fuel
Oil Blends by Spot Test."
ASTM Specifications do not specify this property, again because it has not been the practice of the
oil suppliers to make this test. These specifications do not call for the test on the light distillate oils
because it is very rare that they encounter compatibility difficulties with one another. However, for the
heavier oils, it is necessary to start up and shut down the gas turbine on a light distillate oil; therefore,
it is advisable to test the compatibility of the heavy oil/distillate mixture.
O. Cetane Number
Cetane number is an index of the burning quality of fuel in a diesel engine. It is specified only when
the turbine fuel is also used in a diesel starting engine.
Cetane number is most accurately measured in a special test engine, but a reasonably accurate value
can be obtained from a correlation between the specific gravity and the 50% distillation point.
20
APPENDIX C - FUEL ANALYSIS DATA REQUIREMENTS
To evaluate a liquid fuel for gas turbine application certain physical and chemical data are required. Basic
specification requirements are given in Table 2. Certain other data are needed for engineering purposes.
Table 4 is a list of required data. Following is pertinent information on some of the analytical tests.
A. Sampling
Since analyses of small traces of metals are involved, and since some tests use small amounts of sample,
it is very important that the fuel sample is uniform and representative of the fuel as received by the
user or shipped by the supplier. If the fuel is taken from a container, it should be thoroughly mixed
mechanically before sampling. For sampling from storage tanks, refer to ASTM Standard Methods for
Sampling Petroleum Products, D 4057 and D 4177.
The sample for analysis should be stored preferably in plastic or plastic-lined metal containers. Avoid
metal cans with soldered seams and containers with seals (rubber) which can disintegrate and contam-
inate the fuel. The container should only be about two-thirds full so that it may be well shaken before
taking analytical samples. Heavy residual fuels should be in wide-mouth containers.
B. Heating Value
The heating value measured is the High (Gross) Heating Value, where the water produced is condensed.
The Low (Net) Heating Value is obtained by calculation from the Higher Heating Value by one of
several methods including ASTM D 4809, ASTM D 1405 and D240. The latter requires an accurate
value for percent hydrogen while the former requires an aniline point (ASTM D 611) and specific
gravity.
C. Viscosity
Viscosities at two temperatures are needed for a viscosity-temperature relationship for the fuel; the two
temperatures normally being 100 F (37.9 C) and 210 F (98.9 C). If the pour point is between 70 F
(21 C) and 90 F (32 C), the lower temperature should be 122 F (50.0 C). For pour points between
90 F (32 C) and 120 F (49 C), the lower temperature should be 150 F (65.6 C).
D. Carbon Residue
Ramsbottom carbon residue (ASTM D524 ) is preferred as more accurate . If the Conradson method
(ASTM D189) is used, the results should be converted to Ramsbottom (see D524).
E. Trace Metal Analysis
Trace metal contaminant levels are usually measured by spectrometric methods such as atomic absorp-
tion, flame emission or a spark source spectrometry. The first two methods use a solvent diluted fuel
sample while the latter operates directly on the original fuel. In any case, the reference standards must
match the fuel properties as closely as possible. For achieving better detection limits on trace met-
als, Graphite Furnace Atomic Absorption (GFAA) or Inductively Coupled Plasma-Mass Spectroscopy
techniques are recommended. For very accurate analyses of vanadium and lead, it is better to ash the
fuel and run the spectrometric analysis on an aqueous solution of the treated ash. In the ashing proce-
dure, special care must be taken not to lose these elements.
21
F. Wax Content and Wax Melting Point
Crude oils and heavy true distillates should be tested to determine the minimum fuel temperature re-
quired to keep all of the wax in solution.
One approach is to remove the wax from the fuel and then to determine its melting point, which repre-
sents the maximum solution temperature. There is no standard method for wax separation, but there are
several laboratory procedures which are satisfactory. They all involve dilution of the fuel with a poor
wax solvent and then chilling to 0 F (-18 C) or lower to separate the wax crystals which are filtered
out at low temperature.
For light distillate fuels, ASTM D 2500 Cloud Point or ASTM D3117 Wax Appearance Point may be
used.
Table 4. Fuel Analysis Data
Property ASTM Method1 Measured Value

Gross Heating Value, Btu/Ib D4809/D240
Kin. Viscosity, cSt, 100 F (37.8 C) D445
Specific Gravity, 60 F (15.6 C) D1298
Specific Gravity, 100 F (37.8 C) D1298
Pour Point, F( C) D97
Flash Point, F( C) D93
Distillation Range (Not on Residuals) D86
IBP
10%
20%
30%
40%
50%
60%
70%
80%
90%
EP
22
Table 4. Fuel Analysis Data (Continued)

Carbon Residue, Wt. % D524
Sulfur, Wt. %(Very Light Distillates) D1266
Sulfur, Wt. %(All Other Fuels) D4294/D129
Hydrogen, Wt. % D5291
Nitrogen, Wt. % D5291
Total Ash2 ppm D482
Trace Metals, ppm2
Sodium
Potassium
Vanadium
Calcium
Lead
Other Metals Over 5 ppm
Sediment & Water Vol. % D1796
Water, Vol. % D1744/D95
Filterable Dirt, mg/100ml D5452/D2276
Cold Filter Plugging Point, ºF D6371
Wax, Wt.3 %
Wax, Melting Point, F
Cetane No. (Diesel Engine Start Only) D975
(1) Refer to applicable ASTM Standards
(2) A total ash less than 3 ppm is acceptable in place of trace metal analysis
(3) Wax data only on crudes and heavy distillates
23
APPENDIX D- RELATED SPECIFICATIONS DOCUMENTS
GER 3419 - Includes specification for compressor inlet air
GER 3620 - Heavy duty gas turbine operating and maintenance consideration
GER 72281 - Includes steam purity requirements in steam turbines
GER 101944 - Includes water and steam purity requirements in gas turbines
GEK 106669 - Includes cooling steam purity requirements for H class gas turbines
GEK 107230 - Includes allowable alkali metal concentrations for FB and H class gas turbines
GEK 28163 - Includes recommendations for storage of liquid fuels
GEK 28153A - Includes recommendations for handling and treating liquid fuels
GE Power Systems
518 • 385 • 2211 TX: 145354
24
GEK 28163a
Revised April 2002
GE Power Systems
Gas Turbine
RECOMMENDATIONS FOR STORAGE OF LIQUID FUELS
GEK 28163a RECOMMENDATIONS FOR STORAGE OF LIQUID FUELS
I. INTRODUCTIONS
Proper gas turbine operation is dependent on a supply of clean fuel. The intent of this publication is to
furnish helpful information to those individuals responsible for the design, installation, and operation of
a gas turbine liquid fuel system. Recommendations are included for reducing water and contaminants in
liquid fuels by proper design and maintenance of fuel storage facilities. Design and installation engineers,
and turbine operators are not limited in scope to the guidelines included here and may utilize any effective
design or method that will attain the ultimate objective of a clean fuel system.
FUEL
Liquid fuels, as received and after any type of treatment, shall meet the requirements specified in the Gas
Turbine Liquid Fuel Specification, publication GEI-41047 and Specification for Alkali Metal Contamina-
tion in Fuel for the FB and H Model Gas Turbines, publication GEK-107230.
II. FUEL PROCESSING
The three basic fuel processing steps are listed below; however, it will be assumed in this publication that
the fuel has been processed in accordance with instructions contained in the publication GEK-28153, which
offers the detailed explanation of each.
1. Washing of fuel to remove any water soluble harmful trace elements to allowable specified level.
2. Inhibition of vanadium (V) by Magnesium compound.
3. Filtration
III. STORAGE TANK DESIGN
Fuel storage tanks shall be designed per applicable codes and standards, including, but not limited to:
• Welded Steel Tanks for Oil Storage, API-650
• Flammable and Combustible Liquids Code, NFPA-30
• Factory Mutual Research Corporation, Data sheet 7-88
The number of fuel storage tanks and their size should be sufficient to provide a flow of fuel to the turbine(s)
without interruption. A minimum of two storage tanks for each type fuel is recommended. For example:
an installation using both crude and distillate turbine fuels requires at minimum four tanks: two distillate
and two crude oil tanks. Each tank is to be of sufficient size so as to provide an uninterrupted supply of
fuel for that period of time necessary to fill the second tank, and allow a twenty-four hour setting period
after filling.
If three tanks are used, each should provide sufficient fuel for twenty-four hours of operation. While fuel
is being pumped from one tank, fuel in the second could be settling and the third tank could be in process
of being filled.
It should be stressed that these are minimum recommendations; larger tank volumes provide a greater mar-
gin between switching of tanks.
2
RECOMMENDATIONS FOR STORAGE OF LIQUID FUELS GEK 28163a
With fuels which require washing, the use of a total certification tank is recommended. Washed and in-
hibited fuel should be pumped to this tank first. It will be sampled to verify that the fuel treatment is
satisfactory. Acceptable fuel can then be delivered to the main storage tank and unsatisfactory fuel may be
rewashed. There may be instances, however, where other handling of unsatisfactory fuel is required.
Certification tanks prevent improperly washed fuel from contaminating a larger main storage tank. The
size of the certification tank is determined by the specific operation and available manpower. A tank which
may be filled in eight hours is of reasonable size. After the tank is filled, the fuel quality will be checked
and acceptable fuel will be routed to the storage tank. While forwarding this fuel to the next station, consid-
eration must be give to the fuel washing equipment since a period of time exists when the washed fuel will
have no available reservoir. Fuel washing system shutdown or a diversion of the washed fuel to raw storage
tank must then occur. Two certification tanks are recommended enabling continuous flow and keeping the
washing equipment at the minimum size.
Initially, fuel being delivered to a storage tank should pass through a screen or coarse filter to remove any
large particles. The filling pipe shall enter the top of the tank. A weep hole must be at the top of the pipe
to act as a vacuum breaker. The incoming stream of fuel should not be directed toward the bottom of the
tank or done in such a way as to stir up any material settled on the tank bottom. A velocity diffuser, shown
on Figure 1, shall be used to minimize the jet effect of incoming fuel.
The filling pipe exit should be eighteen inches (forty six centimeters) minimum above the bottom of the
tank. Baffling at the point of fuel entry is recommended.
GE recommends the use of a floating suction in the fuel line to the turbines such as shown on Figure 1,
"Inlet Diffuser and Floating Suction". Limit the suction travel so that the inlet is never less than eighteen
inches from the bottom.
NOTE
Fuel must not be pumped from the bottom of the storage tank.
The recirculation line shall also enter the top of the tank, and shall have a weep hole. Any recirculation of
fuel back to storage tank must be done in a manner that will cause minimum agitation of fuel in the tank.
The return line should deliver the fuel at a location removed from the floating suction and in a way that will
not stir up any material settled at the bottom of the tank.
The storage tank bottom should slope to an area from which water and other settled material can be re-
moved. Three such configurations are shown on Figure 2, "Tank Bottom Configurations". Configurations
2 and 3 are preferred.
Horizontal cylindrical tanks should be sloped at least two inches in ten feet (5 cm in 3 m) so that water will
collect in one end where it can be removed by sump pump or, if the tank is above ground, by a drain. If
possible, a sump should be placed at the low end of the tank so that water removal can be complete.
For fuels that are highly volatile and have a low flash point, it may be desirable to use a floating roof on
the tank. This reduces the fire hazard and minimizes loss by evaporation. If used, there should be a fixed
roof over the floating top designed so that there will be minimum entrance of rain, condensation or other
contaminants.
3
When tanks are intended to store high viscosity fuels, such as residuals, and in the areas with extremely
low ambient temperature, a means of heating must be provided to maintain viscosity low enough so that
the fuel may be pumped and water and other contaminants will settle.
Cadmium, Zinc, and Copper catalyze the decomposition of hydrocarbons. These elements and their alloys
therefore, should not be used in the construction of storage tanks and related items.
After installation is completed, the inside of the tank and associated piping must be cleaned to remove any
corrosion, weld slag or other contamination.
IV. STORAGE TANK OPERATIONAL MAINTENANCE
After filling a tank or adding additional fuel to it, allow a twenty-four hour settling period before taking
fuel from this tank.
NOTE
Under no circumstance should fuel be pumped into a tank at the same time that it
is being pumped out.
Initially, drain water and any other sediments from storage tanks once per day. After experience has been
established with a given fuel and fuel source, the frequency of draining may be decreased at the discretion
of the operator. The water removed must be disposed of in a manner that meets local environmental regu-
lations.
When high viscosity fuels are used, and in the areas with extremely low ambient temperature, fuel forward-
ing pumps and associated piping should be heat traced and lagged.
V. SAMPLING
Representative samples must be taken from incoming fuel shipments and analyzed for compliance to the
applicable specifications. Though a detailed sampling plan is not given here, one should be prepared by
the turbine user, taking into consideration the means of delivery (pipeline, barge, tank truck, etc.), size of
the shipment, and previous experience. The following are typical examples of things to be evaluated when
preparing a plan.
1. A tank truck which repeatedly delivers to a given installation might require only periodic sampling,
whereas trucks making random deliveries should be sampled at each delivery.
2. Samples should be taken at different fluid levels in a large volume tanker or several samples taken from
the line during the delivery process.
Any sampling plan requires that sampling points be included where necessary. These points should be
included at the time of tank installation rather than installation at a later time.
4
RECOMMENDATIONS FOR STORAGE OF LIQUID FUELS GEK 28163a
Figure 1. Inlet Diffuser And Floating Suction
5
Figure 2. Tank Bottom Configurations
6
Tab 26
GE Power Systems
GLOSSARY OF TERMINOLOGY
(Mark IV, Mark V Gas Turbine Control System)
An understanding of the Mark IV and V gas turbine to perform operations which require a fast execu-
control system requires a knowledge of the terminol- tion time.
ogy used in the electrical control system and for the
mechanics of the gas turbine. This glossary is di- Assembler A computer program that converts
vided into part (A) Mark IV and V Electrical Control assembly language programs into a form (machine
language) that the computer can understand. The
Terminology, and part (B) Gas Turbine Terminolo-
assembler translates mnemonic instruction codes
gy.
into binary numbers, replaces names with their
binary equivalents, and assigns locations in
memory to data and instructions.
A. MARK IV AND MARK V
ELECTRICAL CONTROL Assembly Language A programmming lan-
TERMINOLOGY guage in which the programmer can use mnemonic
instruction codes, labels, and names to refer direct-
Address The identification code that distin- ly to their binary equivalents. The assembler is a
guishes one memory location or input/output port low-level language, since each assembly language
from another. instruction translates directly into a specific ma-
chine language instruction.
Address Bus A bus used to transmit the identifi-
Asynchronous Operation of a switching net-
cation code that distinguishes one memory location
work by a free-running signal. Completion of one
or I/O port from another.
instruction triggers the next instruction.
Algorithm Refer to CONTROL ALGORITHM Back-plane The internal wiring of a module be-
tween pins of the cards located in the module. Some
Analog A continuous signal or a representation modules have a “flow-soldered” back-plane, which
of a quantity that can have any value. is a printed circuit card that the other cards plug
into.
Application Application-oriented computer pro-
grams, such as the Sequencer Code and Control Al- Baud A measure of the rate of data flow transfer.
gorithms. The number of signal elements (bits) transmitted
per second. (2400 Baud transfers 2400 Bits = 300
Software which are customized to the needs of Bytes/sec.)
each installation.
Binary A system of numbers using 2 as a base.
Array Systematic arrangement of numbers or (In contrast to the decimal system, which uses 10 as
data in tabulated form. a base).
ASCII Abbreviation for American Standard Bit A single binary digit which can be in either of
Code for Information Interchange. Each character two states (0/ or 1).
is assigned a number between 32 and 127.
Bootstrap Technique for loading first instruc-
ASM-86 A low-level programming language de- tions of a program into memory and then using
signed for the Intel 8086 microprocessor. ASM-86 these instructions to bring in the rest of the pro-
is used in the Mark IV computer operating system gram.
C00023 1 GLOSSARY OF TERMINOLOGY
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BRAM Battery-backed Random Access control block (instruction-decoding, execution and

Memory is used to retain field editable software timing) and I/O.
during power outages for a given length of time.
Cycle The process of powering-down, then pow-
Bus A group of parallel lines that connect two or ering-up a processor; (i.e. moving the toggle
more devices. switch on the processor’s power supply to first the
DISABLE position, then the ENABLE position).
Byte A data element consisting of 8 bits. The processor will re-initialize when it is powered
back up.
Checksum A logical sum of data that is included
in a record as a guard against recording or transmis- Data Information that is processed by a micro-
sion errors. processor according to its Code. Generally, the mi-
croprocessor’s input, output and ‘workspace’
Clock The pulse generator which controls the information.
timing of switching circuits in the microprocessor.
Hardware architecture and programming are other Database The organized collection of Data and
factors in determining the rate of data manipula- Constants that are important to field service per-
tion. sonnel.
Coding The writing of programs in a language Data Bus A bus used to transfer coded informa-
that is comprehensible to a computer system. tion to and from the CPU memory storage and pe-
ripheral devices.
Cold Junction The junction between the ther-
Differential Input An analog input which has a
mocouple wire and the screw terminals on the ther-
high impedance to ground on input wires.
mocouple modules generates an EMF at point of
termination called the “cold junction”. Downloading The processor’s operation which
copies information from one section of a proces-
Compiler A program that converts a program in sor’s Memory into a different section of the same
a high-level (i.e. procedure-oriented) language into Memory or into another processor’s Memory. If a
an assembly or machine language program. Controller is ‘cycled’ (powered-down, then pow-
ered-up), the <RST> Sequencer Code is down-
Control Algorithm A PLM-86 Application loaded from the Communicator <C> to the
Software program that performs a specific func- Controller.
tion, such as speedcontrol or vibration protection.
“Dumb Terminal” Terminal for data input/out-
Control Bus The bus carries commands from put to/from Host Computer; (by strict definition:
and to the CPU for control of the operating system No internal data storage/manipulation)
(i.e. read, write, etc.).
Editor A program that manipulates text material
Control Constants The subset of “Constants” and allows the user to make corrections, additions,
that are used in the Control Algorithms and the Se- deletions, and other changes.
quencer Code to define gains, time constants, off-
sets, etc. Each Control Constant can be called by its EPROM Erasable Programmable Read Only
Signal Name as shown in the Elementary. Memory can be erased by exposure to ultraviolet
light.
CPU Central Processing Unit, the heart of the
computer system, consists of storage elements EEPROM Electrically Erasable Programmable
(registers), arithmetic unit (computation circuits), Read Only Memory is used to store the field edit-
GLOSSARY OF TERMINOLOGY 2 C00023
GE Power Systems
able Application Software so that it will not be lost Interrupt A computer input that temporarily
during a power outage. suspends the normal sequence of operations and
transfers computer control to an Interrupt Service
Firmware A method of system control program Routine.
design in which all control instructions are con-
tained in ROM or PROM. Interrupt Service Routine A program that per-
forms the actions required to respond to an inter-
Handshaking A method of controlling data rupt.
transfers in which the transmitting device generates
a data ready signal. This signal directs the receiving IVAR A Database array dedicated to storing inte-
device to accept the data. The receiving device then ger data.
generates a data accepted signal to inform the trans-
LDATA A Database array dedicated to storing
mitting device that it may remove the data and pro-
logic data Signal Names, such as “complete se-
ceed.
quence” (L3) or “flame detected” (L28FD).
Hardware Physical equipment forming a com- LVAR A Database array dedicated to storing log-
puter system (as opposed to the Software). ic data.
Hexadecimal A system of numbers using 16 as a Linking Loader A loader that will enter a series
base (In contrast to the decimal system which uses of program and subroutines into memory and pro-
10 as a base.) vide the required interconnections.
High-Level Language A programming lan- Low-Level Language A language in which each

guage in which the statements represent procedures statement is directly translated into a single ma-
rather than single machine instructions. PLM-86 is chine language instruction.
the high-level language used within the Mark IV
system. A high-level language requires a compiler MDATA A Database array dedicated to storing
that translates each statement into a series of ma- pre-defined miscellaneous data Signal Names.
chine language instructions.
MEM A Medium Electronics Module can con-
IDATA A Database array dedicated to storing in- tain up to 24 circuit cards. The Communicator <C>
teger variable Signal Names, such as speed (TNH) is a MEM.
or fuel stroke reference (FSR).
Machine Language The programming lan-
guage that the computer can directly understand
Instruction A group of bits that defines a com- with no translation other than numeric conversions.
puter operation and is part of the instruction set. A machine language program can be loaded into
memory and executed. The value of every bit in ev-
Instruction Set The set of general-purpose ery instruction in the program must be specified.
instructions available with a given computer — the
set of inputs to which the CPU will produce a Membrane Switch One of the pushbuttons
known response during the instruction fetch cycle. which are beneath the overlay on the Operator In-
terface Module.
Interpreter A program that fetches and executes
instructions written in a high-level language. An in- Memory The section of a computer which stores
terpreter executes each instruction as soon as it information (i.e. code, data and constants) in binary
reads the instruction; it does not produce an object form. Each item in the Memory has a unique ad-
program, as a compiler does. dress that the CPU can use to access it.
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Microcomputer A computer whose CPU is a ences have no effect because the devices are
microprocessor plus memory and input/output cir- electrically separated.
cuitry.
Page A subdivision of Memory containing 64K
Microprocessor A central processing unit gen- (i.e. 65,0/0/0/ bytes).
erally consisting of an arithmetic and logic unit,
control block and register array, and a memory stor- Party Line A large number of devices connected
age system. to a single line originating in a CPU.
PLM-86 A high-level language designed for
Modem A device that adds or removes a carrier
systems and application programming of the Intel
frequency to an existing signal which allows data to
8086 microprocessor. Control programs algo-
be transmitted or received on a high frequency
rithms are written in PL/M-86.
channel.
Port The point where the I/O is in contact with
Modular Programming A programming meth- the outside world.
od whereby the entire task is divided into logically
separate sections or modules. Programming The implementation of the con-
trol function of a processing system as a sequence
MOV A Metal Oxide Veristor. A zener-oxide de- of control signals that is organized into words and
vice that suppresses voltage spikes. stored in memory.
Multiplexing A process of transmitting more PROM Programmable Read Only Memory is
than one signal at a time on a single link via time- used to store software which is not field adjustable
sharing (i.e. serial) or frequency-sharing (i.e. paral- and will not be lost during a power outage.
lel).
PROM Programmer A piece of equipment that
MVAR A Database array dedicated to storing stores Software in a PROM.
miscellaneous data.
Processor A microcomputer (a microprocessor
Object Program (Object Code) The program plus Memory and Input/Output circuitry) used in
that is the output of a translator program (such as an the Mark IV panel. The Communicator <C> and
assembler or compiler). Usually a machine lan- the Controllers <RST>.
guage program ready for execution.
Protocol A procedure for data communication.
Off-line A function performed with the turbine
RAM Random Access Memory can be read and
stopped and/or the control disconnected from the
written to during operation and must be backed-up
process.
to retain its contents during a power outage.
Operating System System software that con- Real Time In synchronization with the actual oc-
trols the overall operation of a computer system and currence of events.
performs such tasks as memory allocation, input
and output distribution, interrupt processing, and Real Time Operation A data processing tech-
task scheduling. nique which allows the machine to use information
as it becomes available, as opposed to batch proces-
Optical Isolation A semiconductor device con- sing at a time unrelated to the time the information
sisting of an LED and a photodiode or phototrans- is generated.
istor in close proximity. Current through the LED
causes an internal light emission that forces cur- Refresh The process of restoring the contents of
rent flow in the phototransistor. Voltage differ- a dynamic memory before they are lost.
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Register A temporary small scale memory used by Subroutine A sub-program that can be reached
the CPU for logic, arithmetic or transfer operations. from one or more places in a main program.
RS232 An IEEE communication standard used Stack A data structure used for temporary stor-
for communication between <C>, <R>, <S>, <T> age which receives data on the top of the stack and
and the panel mounted printer. It is also available pushes existing data further down in the stack. Data
for remote communication. is removed from the top of the stack creating a last-
in, first-out arrangement.
RS422 An IEEE communication standard used
for remote communication. Stall A cessation of processor operation (due to
malfunction).
Rung A series of Sequencer Code commands
(i.e. pseudo-contacts) which result in a store state- String A sequence of character codes stored se-
ment (i.e. pseudo-coil). quentially in Memory. The Relay Ladder Diagram
Rungs consist of one or more strings.
Sampling Rate The frequency that a given pro-
gram is run. Some control algorithms are run four TTL Transistor-Transistor Logic is the most
times every second. widely used bi-polarity technology for digital inte-
grated circuits.
SEM A Small Electronics Module contains up to
12 circuit cards. Controllers <RST> are SEM’s.
Utility Program A program that provides basic
Sequencer Code The set of instructions that per- functions, such as loading and saving programs,
forms the turbine’s sequencing functions. initiating program execution, observing and chang-
ing the contents of memory locations, or setting
Serial Link An interface between two computer breakpoints and tracing.
systems that permits one of the systems to transmit
data to, and receive data from, the other system. Voting Voting in the Mark IV means that the con-
trol will respond to the majority logic from the three
Single Ended Input An input which has a high Controllers.
impedance to ground on one of the two incoming
wires. Word Sixteen consecutive bits which the com-
puter can manipulate in a single cycle.
Softswitch One of the six pushbuttons, located at
the right of the CRT display, which are assigned a Wire Wrap Wiring within modules is termi-
function by the display which currently appears on nated on the card or relay socket pins by wrapping
the screen. the wire around the pins.
Software Computer programs.

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GAS TURBINE TERMINOLOGY Annular Space or Annulus The ring like space
between the combustion liner and the flow shield.
Accessory Compartment A sheet metal house
with access doors which may be located on the Anti-Icing System Preheating of the inlet air to
same base as the turbine or on a separate base. It prevent ice formation in the inlet system.
contains the mechanical accessories needed to sup- Atomizing Air High pressure air which is used
port the prime mover operation. to break up liquid fuel into small droplets to im-
prove the combustion.
Accessory Coupling A fluid or grease filled
flexible coupling which drives the accessory gear Aux. Hydraulic Supply Pump The motor driv-
from (the forward end of) the prime mover. en high pressure pump used to supply servo pres-
sure during start-up or emergency conditions.
Accessory Gear Encompasses a number of gears
which drive most of the gas turbine accessories at Aux. Lube Pump Provides lubricating oil dur-
the proper speeds and which connects the turbine to ing start-up and shutdown, and serve as a standby
its starting device. The gear is driven by the starting to the main pump. An AC motor is usually the
device, and then by the turbine when the unit reach- drive source.
es self-sufficient speed. Common items driven by
this gear are: liquid fuel pump, water pump, main Axial Flow A (gas turbine) compressor which
lube pump, main hydraulic pump, main atomizing moves air axially through a series of rotor and sta-
air compressor. tor compressor blades. The rotating elements
impart momentum to the air mass, and the stator
Accessory Gear Box Refers to the complete ac- elements convert that momentum to pressure in
cessory gear assembly. conjunction with the converging walls of the com-
pressor casing.
Accumulator A hydro-pneumatic device de-
signed to absorb a hydraulic shock and to deliver a Base Load The load at the rated temperature
regulated force (in the form of pressure and flow) control setpoint at which the turbine can be oper-
during transient demands on a system. ated to maintain the recommended parts life expec-
tancy.
Acid Removal Filter The machine part that
neutralizes acid in the lube oil supply. Bearing The stationary machine part which con-
tains the journal bearing liner.
Actuator A self-contained device designed to
Bearing Feed Header The section of the lube oil
deliver a controlled or regulated force in order to
piping, downstream of the oil filters, which carries
activate some other device.
lubrication to the individual turbine bearings.
Aft End The exhaust end of the gas turbine. Bearing Seal A general term identifying a means
of preventing oil leakage from a bearing.
Aftercooler The atomizing air cooler down-
stream of the main atomizing air compressor. Bellmouth The flared bell-shaped cast inlet
which provides an even airflow distribution to the
Air Separator The device which removes large compressor through the inlet guide vanes.
particulate matter from an air supply via an inertial
or centrifugal force. Black Start The means of starting a turbine with-
out incoming AC power.
Ambient Air Air surrounding the gas turbine
housing which enters the turbine to support com- Blade A rotating or stationary airfoil in an axial
bustion. compressor.
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Blow Off Valve A valve which bypasses air from Combustion Liner The chamber where chemical
the compressor around the regenerator and the high energy is released and added to the gas flow path.
and low pressure turbines (i.e. two (2) shafts gas
turbine) to reduce available energy and prevent Combustion System A system consisting of fuel
overspeed during a sudden loss of load. It is primar- nozzles, spark plugs, flame detectors, crossfire
ily used on two shaft, generator drives. tubes, combustion liners, transition pieces and a
combustion casing or wrapper.
Brittle The loss of resiliency in the parent metal
due to aging, extreme cold or chemical action. Compression Ratio The ratio of the compressor
discharge pressure to the inlet pressure.
Brake Horsepower The horsepower developed
Compressor The mechanical component which
at the load coupling.
is used to increase the pressure of the working me-
dium within its structure.
Buckets Airfoil elements mounted radially on
the rotor wheel to transfer energy from the working Compressor Discharge Casing Contains the
medium to the turbine rotor. last stages of the compressor stator blades and is
used to:
Burnishing The process of smoothing a metal
surface by means of a mechanical action with no — Join the compressor and turbine stators
loss of material. This normally occurs on plain — Support the forward end of the combustion
bearing surfaces. wrapper
Bypass Valve A device which regulates the flow — Provide an inner support for the first stage
of a fluid in: A) A fuel bypass valve on a liquid fuel turbine nozzles.
system using a positive displacement pump or, B) — May provide support for a bearing
An air control valve used for compressor pulsation
protection. Control Compt. (Control CAB) The compart-
ment which contains the gas turbine electrical con-
Centrifugal Separator A device used to re- trols and protection equipment.
move dust from the gas turbine cooling and seal-
ing air system. Separation is achieved by a Cooling and Sealing Air A system which pro-
centrifugal action. vides air pressure for cooling and sealing various
turbine components.
Chamfer A beveled edge (i.e. by the removal of
some of the gear material at an angle from the top Cooling Water Pump Provides cooling water
land to the bottom land at the ends of the teeth. flow for the system. A gear box or electric motor
drives the pump.
Check Valve A device which allows fluid flow in Cooling Water Radiator The on or off base wa-
only one (1) direction. ter/air or water/water heat exchanger.
CO2 Carbon dioxide, used as a fire extinguishing Coupling A component which connects a driven
medium. component to the drive source. Examples: Acces-
sory Gear Coupling, Load Coupling, Pump Cou-
Combustor or Combustion Chamber The me- pling, Starting Motor Coupling, etc.
chanical component of the combustion system in
which the combustion takes place (increasing the Coupling Comp. A housing for the load cou-
temperature of the working medium). pling.
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Cranking The turning of the turbine rotor during Exhaust Frame The machine part which usually
start-up or shutdown. support the aft journal bearing. The air discharged
from the exhaust diffuser is directed to the turning
Crossfire Tubes The piping which interconnects vanes. Air-cooled, internal struts maintain position
the combustion chambers on multiple combustion of the bearing.
chamber turbines. These tubes also allow flame
propagation from the two (2) spark plug ignited Exhaust Hood The component which surrounds
combustors to the other chambers. the aft bearing area and is bolted to the turbine case
aft flange. It assists in guiding air flow in to the turn-
Cycle Thermal The ratio of the net work output ing vanes.
to the total heat input = [ Work of Turbine - Work of
Exhaust Plenum An enclosed cavity which re-
Efficiency Compressor ]/Heat Input.
ceives discharged exhaust gases after the gases exit
from the load turbine wheel.
Diaphragm The stationary element containing a
set of nozzles used to expand the working medium Exhaust Ports Machine bosses on the compressor
and direct it against the rotating blades. casing which extracts air for cooling and sealing.
Diffuser The section designed to increase the Exhaust Pressure Drop Exhaust duct losses.
area of the flowpath to convert flow velocity to stat-
ic fluid pressure. Exhaust Stack The exhaust assembly which can
include silencing sections.
Distance Piece A hollow cylindrical shaft used
to couple the axial-flow compressor to the first Exit Guide Vanes Guide vanes at the exhaust
stage turbine wheel. end of the load turbine which direct the gas flow to
the exhaust.
Eductor A device used for evacuating an en- Expansion Joints Devices that allow thermal
closed space usually by means of air purge. expansion.
Electrostatic A device used for removing oil Extraction Valves Devices used to assist in pre-
particles from an air/oilmixture using the charged venting compressor surge by allowing air to be ex-
particle Precipitator method. tracted during off-design periods from an
intermediate compressor stage.
Emergency Stop An immediate de-activation of
the fuel system due to an emergency electrical or Filters Components normally used to remove
mechanical device or done manually. solid particulate matter in a given size range from
an air/fluid supply and from lube oil.
Emergency Lube Oil Pump The back-up lube
oil pump to the main pump. It uses the 125 Vdc bat- Fin Fan (Cooling Fan) A mechanically or elec-
tery to power the motor. tric motor driven air fan used tocool the water run-
ning through the radiators.
Evaporator Cooling Liquid (usually water) is
Firing Temp The temperature of the air mass at
added to an air supply, and the resultant evaporation
the inlet of the first stage turbine nozzle.
cools the air mass and increases its mass per unit
volume. Flame Detectors Sensors (usually ultraviolet)
used to detect flame.
Exhaust Diffuser The component which slows
the exhaust gas exit from the last turbine stage to re- Flow Divider A device which distributers fuel
cover energy, and reduce losses. flow equally to the fuel nozzles.
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Fluid A general term used to describe a liquid or Heat Exchanger/Cooler The heat transfer
gas. equipment used to extract excessive heat from one
working fluid and transmit it to another non-work-
Fuel Forwarding Skid The off-base pumping ing fluid for eventual dissipation to the atmosphere.
unit used to transfer, condition and control the flow
of liquid fuel to the turbine. Heat Rate The ratio of input energy to output en-
ergy (i.e. BTU/BHP-HR).
Fuel, Gas Either natural gas with a high heat con-
tent or manufactured gas. Heat Recovery System The means of recover-
ing heat which would otherwise be lost during the
Fuel, Light Distillate (Also known as No. 2 process.
fuel.) A volatile distillate fuel having good com-
bustion properties, clean burning and readily atom- Heating Value The heat content of a given fuel
ized. Preheating is usually not necessary. (i.e. BTU/lb.).
High Pressure Turbine The first stage turbine
Fuel Nozzle The device that injects fuel into the (that drives the compressor on 2-shaft gas turbines).
combustion chamber.
Hot Gas Path A path of flow of the hot gases
Fuel Oil Stop Valve A spring-closed, hydrauli- consisting of the combustion chambers, transition
cally opened device used as a positive shutoff of pieces, turbine nozzles and buckets, and the ex-
liquid fuel. haust section.
Fuel Pump, Main The shaft driven, high pres- Hydraulic Ratchet A form of turning gear
sure, liquid fuel pump. which turns the rotor slightly at periodic intervals.
Fuel, Residual Low volatility petroleum prod- Inductor Alternator A permanent magnet type
ucts remaining at the end of a refinery distillation of AC generator connected to the compressor shaft.
processes. All residual fuels require heating for
pumping, filtering and proper air atomization at the Inlet Guide Vane The guide vanes at the inlet to
fuel nozzle. the compressor which direct and control the air
flow to the first stage of the axial flow compressor.
Fuel Treatment The process of treating residual
fuel to eliminate or inhibit contaminants. Inlet Plenum An enclosed cavity that directs the
inlet air to the gas turbine.
GAC Abbreviation for the Generator Auxiliary Inlet Pressure Drop The inlet duct pressure drop
Compartment containing high voltage switch gear (in inches of water).
and excitation.
Inlet Temperature The inlet air temperature to
Gib Block A steel block welded to the turbine the gas turbine compressor.
base which has adjusting bolts for axial and trans-
verse locating of the turbine. Provision is made for Journal Bearing The part that supports the
a gib key in the gib block. weight of the rotating shaft during normal operation.
Gib Key The key for the gib block (i.e. described Labyrinth Packing A seal designed with mul-
above). It is machined as an integral part of the low- tiple rows of (aluminum alloy) teeth located at
er half of the exhaust frame. the extremities of the bearing assemblies. Seal-
ing air is circulated between the shaft and the seal
Heat Consumption The heat consumed at rated to prevent oil from passing the seal and spreading
output (i.e. BTU/hr.). along the shaft.
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Lagging The thermal and/or acoustic covering Overspeed Bolt A spring loaded sliding rod,
or enclosure. which is located in the accessory gear box monuted
on the shaft connected to the turbine rotor, and me-
Lifting Trunnion Extensions which are inte- chanically senses a rotor overspeed condition and
grally cast as part of the casing and used to hold generates a trip independent of the electrical over-
slings for lifting purposes. speed protection system.
Lighting Transformer A device usually Pad Support pads located on all base mounted
associated with backfeeding the generator output assemblies.
of 13.8KV and reducing it to 480/V 3-phase.
Partition The airfoil shaped stator portion of the
Load Shaft The low pressure turbine shaft. nozzle assembly.
Peak Load The load reached at the peak exhaust
Load Turbine Nozzle The variable angle nozzle
temperature control setpoint (above the base load
between the high pressure and low pressure turbine
setpoint) which produces more power but reduces
wheels on 2-shaft turbines which is to aproportion
the life expectancy of the turbine parts.
energy distribution between the turbines.
Peak Reserve A short term rating (seldom used)
Low Pressure Turbine The load turbine. for getting maximum power, recognizing that this
drastically reduces the life of the hot section turbine
Lube Oil Header The main lube oil piping parts.
which feeds the turbine bearings, gears, cou-
pling, etc. Platform The portion of a turbine bucket be-
tween the airfoil shape and the shank.
LVDT Abbreviation for Linear Variable Differ-
ential Transformer. Plenum An enclosure which contains a volume
of air (i.e. inlet) or exhaust gas (i.e. exhaust).
Mist Eliminator A device which removes small
oil droplets from the oil tank vent system prior to Power Plant A comprehensive term for the com-
the discharge of the vapor in to the atmosphere. ponents which are contained in an integrated power
system.
Model Defines the gas turbine frame size.
Pre-cooler The air cooler upstream of the main
Nozzle/Diaphragm Assembly A combination atomizing air compressor.
of the nozzle and the air control device between the
Pre-selected Load An adjustable, pre-desig-
turbine stages at the inner side wall.
nated load point between spinning reserve and base
load.
Nozzle Segment A small number of nozzle parti-
tions made as an assembly: multiple assemblies Pressure Ratio The ratio of the compressor dis-
will constitute a complete nozzle assembly. charge pressure to the inlet pressure.
Off-Base A part which is not mounted on the ac- Pulsation Protection A mechanical network de-
cessory, turbine or generator base. signed to prevent surge/pulsation during off-speed
conditions of the compressor.
On-Base A part which is mounted on th accesso-
ry, turbine or generator base. Pump, Centrifugal A non-positive displace-
ment pump designed to use a rotor impeller in an
Outer Combustion Casing A cover that pro- enclosure as a means of transferring a fluid from
vides a pressure vessel and an air flow path. one place to another.
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Pump, Gear A positive displacement pump that Soleplates Individually grouted-in foundation
consists of a drive gear and driven gear mounted in plates used for mounting and supporting the pads of
a housing. The working medium travels from the the gas turbine bases.
intake port around the outside of the gear to the out-
let port. Spinning Reserve The minimum load control
point based on generator output.
Regenerative Cycle The working cycle which
recovers a portion of the exhaust heat to reduce the Stage The combination of one row of stator
cycle heat input required to read cycle operating blades or nozzles with one row of rotor blades or
temperatures. The working medium passes through buckets.
compressor, regenerator, combustor, turbine and
regenerator. Starting Clutch The (overrunning, hydraulical-
ly positioned jaw) clutch which connects the torque
converter or turning gear output to the accessory
Regenerator A heat exchanger used to transfer
gear box and disengages when the turbine reaches
heat from the exhaust gas to the working fluid be-
self-sustaining speed.
fore it enters the combustor.
Starting Device The machine part used to pro-
Rotor The rotating part of an assembly which is duce adequate torque for the starting system. Some
usually surrounded by a stator or stationary casing. types of starting devices are:
RTD Abbreviation for a Resistance Temperature 1. Diesel Engine
Detector. 2. Electric Motor
SFC Specific fuel consumption (i.e. lbs/BHP- 3. Steam Turbine
HR) defined for a given fuel heating value. 4. Natural Gas Expansion Turbine
Shaft Horsepower The power developed at the 5. Turbine Impingement
input or output shaft. 6. Air motor
Shank The portion of a bucket between the plat- Stator The stationary part of an assembly usually
form and the dovetail. surrounding a rotating component or rotor.
Shroud A segmented part located adjacent to the Stub Shaft A hollow cylindrical section integral
blade tips which is used to limit the working fluid with the first stage compressor wheel.
leakage.
Thermocouple A pair of dissimilar metals
joined in series to form a closed circuit, which will
Silencer A section of the inlet or exhaust of a gas
generate a thermo-electric current when heated.
turbine designed to reduce the sound level of air
passing through it. Thrust Bearing An active or inactive machine
part which absorbs the axial thrust of the rotating
Simple Cycle A cycle where the working fluid shaft.
passes directly through the compressor, combustor
and turbine (without heating/cooling). Tie Bolt A large bolt used to assemble the com-
pressor rotor wheels.
Single Shaft Turbine A gas turbine whose rotat-
ing components, (compressor and turbine) are ar- Torque Converter A hydraulic device coupled
ranged on one shaft. to the turbine starting means which transfers and
GE Power Systems
amplifies torque causing turbine compressor shaft Valve, Relief A valve that automatically main-
rotation during start up. tains a maximum, predetermined pressure by dis-
charging or bypassing the fluid in a system.
Transition Piece A thin walled duct used to
conduct the combustion gases from the circular Valve, Servo A hydraulically powered valve
combustion chambers to the annular turbine with provisions for direct control (i.e. position-
nozzle passage. ing) in direct relation with a primary control of a
comparatively low level of force. Used for pro-
portional control.
Turbine Stage A set of stationary nozzles and
one row of moving buckets mounted on a wheel. Valve, Solenoid A valve specifically designed to
The working medium expands through the station- control the flow of fluid by means of the magnetic
ary nozzle to a lower pressure causing kinetic ener- action of an electric coil on a movable core or
gy to be transfered to the moving buckets. plunger, which actuates the valve stem or pilot
needle. Used for on-off control.
Turbine Wheels Discs on the gas turbine
shaft which are used to mount buckets on the Valve, Temp. Regulating A self-acting valve
wheel periphery. designed for controlling the flow of fluids via a
thermostatic element located in the fluid.
Turning Gear The machine part which is used to
break the turbine away while starting and rotate the Vane An airfoil used to direct the flow of air or gas.
shaft during cooldown and inspection.
Water Removal Filter A device which removes
suspended water from the lube oil.
Two-shaft Turbine A turbine arrangement
where the high pressure and low pressure turbine Wheelspace Temperature The temperature of
stages are only coupled aerodynamically and run at the air in close proximity to the surface of the tur-
different speeds. bine wheel below the platform surface of the tur-
bine buckets.
Valve, Pressure Regulating A valve designed
for continuous automatic control of pressure.
GE Power Systems Training

One River Road
Schenectady, NY 12345

BASIC CONTROL DEVICE FUNCTION NUMBERS
AMERICAN NATIONAL STANDARDS INSTITUTE
1 MASTER ELEMENT 50 INSTANTANEOUS OVERCURRENT or

RATE–of–RISE RELAY
2 SEQUENCE TIMER 51 AC TIME OVERCURRENT RELAY
3 CHECKING RELAY 52 AC CIRCUIT BREAKER or CONTACTOR
4 MASTER RELAY 55 POWER FACTOR RELAY
5 STOPPING DEVICE 57 SHORT CIRCUITING or GROUNDING DEVICE
6 STARTING CIRCUIT BREAKER 59 OVERVOLTAGE RELAY
8 CONTROL POWER DISCONNECTING DEVICE 60 VOLTAGE or CURRENT BALANCE RELAY
10 UNIT SEQUENCE SWITCH 62 STOPPING or OPENING TIMER RELAY
12 OVERSPEED DEVICE 63 LIQUID or GAS PRESSURE or VACUUM
13 SYNCHRONOUS SPEED DEVICE 64 GROUND PROTECTIVE RELAY
14 SPEED RELAY 65 GOVERNOR
15 SPEED or FREQUENCY MATCHING DEVICE 66 NOTCHING or JOGGING DEVICE
18 ACCELERATING or DECELERATING DEVICE 67 AC DIRECTIONAL OVERCURRENT RELAY
20 SOLENOID VALVE 68 BLOCKING RELAY
21 DISTANCE RELAY 69 PERMISSIVE CONTROL DEVICE
23 TEMPERATURE CONTROL DEVICE 70 ELECTRICALLY OPERATED RHEOSTAT
25 SYNCHRONISM CHECK DEVICE 71 LIQUID or GAS LEVEL RELAY
26 TEMPERATURE SENSING DEVICE 72 DC CIRCUIT BREAKER or CONTACTOR
27 UNDERVOLTAGE 75 POSITION CHANGING MECHANISM
28 FLAME DETECTOR 77 PULSE TRANSMITTER
30 ANNUNCIATOR RELAY 80 LIQUID or GAS FLOW RELAY
32 DIRECTIONAL POWER RELAY 81 FREQUENCY RELAY
33 POSITION SWITCH 82 DC RECLOSING RELAY
34 MASTER SEQUENCE DEVICE 83 AUTOMATIC SELECTIVE CONTROL or
TRANSFER RELAY
37 UNDERCURRENT or UNDERPOWER RELAY 84 OPERATING MECHANISM
38 BEARING PROTECTIVE DEVICE 85 CARRIER or PILOT–WIRE RECEIVER RELAY
39 MECHANICAL CONDITION MONITOR 86 LOCK–OUT RELAY
40 FIELD RELAY 87 DIFFERENTIAL PROTECTIVE RELAY
41 FIELD CIRCUIT BREAKER 88 AUXILIARY MOTOR or MOTOR GENERATOR
43 MANUAL TRANSFER or SELECTOR DEVICE 89 LINE SWITCH
45 ATMOSPHERIC CONDITION MONITOR 90 REGULATING DEVICE
46 REVERSE–PHASE or PHASE–BALANCE 91 VOLTAGE DIRECTIONAL RELAY
CURRENT RELAY
47 PHASE–SEQUENCE VOLTAGE RELAY 93 FIELD–CHANGING CONTACTOR
48 INCOMPLETE SEQUENCE RELAY 94 TRIPPING or TRIP–FREE RELAY
49 MACHINE or TRANSFORMER THERMAL 96 TRANSDUCER
RELAY
A00029b 1 BASIC CONTROL DEVICE

FUNCTION NUMBERS
GEK 95149C
Revised, June 2001
GE Power Systems
Generator
International Conversion Tables

Category To convert from To Multiply by +
Ft/sec2 . . . . . . . . . . . . . . . . . . . . . . . . meter/sec2 . . . . . . . . . . . . . . . . . . 3.048 E-01
ACCELERATION
In/sec2 . . . . . . . . . . . . . . . . . . . . . . . . meter/sec2 . . . . . . . . . . . . . . . . . . 2.540 E–02
Ft2 . . . . . . . . . . . . . . . . . . . . . . . . . . . meter2 . . . . . . . . . . . . . . . . . . . . . 9.290 E–02
AREA
In2 . . . . . . . . . . . . . . . . . . . . . . . . . . . meter2 . . . . . . . . . . . . . . . . . . . . . 6.452 E–04
dyne⋅cm . . . . . . . . . . . . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 1.000 E-07
kilogram-force⋅meter . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 9.807 E+00
TORQUE lb-force⋅inch . . . . . . . . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 1.130 E-01
lbf⋅foot . . . . . . . . . . . . . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 1.356 E+00
ozf⋅foot . . . . . . . . . . . . . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 7.062 E-03
lbf⋅ft/in . . . . . . . . . . . . . . . . . . . . . . . . newton m/m . . . . . . . . . . . . . . . . 5.338 E+01
TORQUE/LENGTH
lbf⋅in/in . . . . . . . . . . . . . . . . . . . . . . . . newton m/m . . . . . . . . . . . . . . . . 4.448 E+00
amp hr . . . . . . . . . . . . . . . . . . . . . . . . coulomb . . . . . . . . . . . . . . . . . . . . 3.600 E+03
faraday (chem) . . . . . . . . . . . . . . . . . coulomb . . . . . . . . . . . . . . . . . . . . 9.650 E+04
ELECTRICITY gauss . . . . . . . . . . . . . . . . . . . . . . . . . tesla . . . . . . . . . . . . . . . . . . . . . . . 1.000 E–04
and gilbert . . . . . . . . . . . . . . . . . . . . . . . . . amp-turn . . . . . . . . . . . . . . . . . . . 7.958 E–01
MAGNETISM maxwell . . . . . . . . . . . . . . . . . . . . . . . weber . . . . . . . . . . . . . . . . . . . . . . 1.000 E–08
oersted . . . . . . . . . . . . . . . . . . . . . . . amp/meter . . . . . . . . . . . . . . . . . . 7.958 E+01
unit pole . . . . . . . . . . . . . . . . . . . . . . . weber . . . . . . . . . . . . . . . . . . . . . . 1.257 E–07
Btu* . . . . . . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 1.054 E+03
ft⋅lb-force . . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 1.356 E+00
ENERGY
kilowatt hr . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 3.600 E+06
(Includes Work)
watt⋅sec . . . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 1.000 E+00
ft⋅poundal . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 4.214 E–02
kg-force . . . . . . . . . . . . . . . . . . . . . . . newton . . . . . . . . . . . . . . . . . . . . . 9.807 E+00
oz-force . . . . . . . . . . . . . . . . . . . . . . . newton . . . . . . . . . . . . . . . . . . . . . 2.780 E–01
FORCE
lb-force . . . . . . . . . . . . . . . . . . . . . . . newton . . . . . . . . . . . . . . . . . . . . . 4.448 E+00
poundal . . . . . . . . . . . . . . . . . . . . . . . newton . . . . . . . . . . . . . . . . . . . . . 1.383 E–01
lb-force/in . . . . . . . . . . . . . . . . . . . . . newton/meter . . . . . . . . . . . . . . . 1.751 E+02
FORCE/LENGTH
lb-force/ft . . . . . . . . . . . . . . . . . . . . . . newton/meter . . . . . . . . . . . . . . . 1.459 E+01
Btu* in/sec ft2 deg F . . . . . . . . . . . . watt/meter K . . . . . . . . . . . . . . . . 5.189 E+02
Btu* in/hr ft2 deg F . . . . . . . . . . . . . . water/meter K . . . . . . . . . . . . . . . 1.441 E–01
Btu* /ft2 . . . . . . . . . . . . . . . . . . . . . . . joule/meter2 . . . . . . . . . . . . . . . . . 1.135 E+04
Btu* /hr ft2 deg F . . . . . . . . . . . . . . . joule/kg K . . . . . . . . . . . . . . . . . . . 5.674 E+00
Btu*/lbm deg F . . . . . . . . . . . . . . . . . joule/kg K . . . . . . . . . . . . . . . . . . . 4.184 E+03
HEAT Btu*/sec ft2 deg F . . . . . . . . . . . . . . watt/meter2 K . . . . . . . . . . . . . . . 2.043 E+04
cal/cm2 . . . . . . . . . . . . . . . . . . . . . . . joule/meter2 . . . . . . . . . . . . . . . . . 4.184 E+04
cal/cm2 sec . . . . . . . . . . . . . . . . . . . . watt/meter2 . . . . . . . . . . . . . . . . . 4.184 E+04
cal/cm sec deg C . . . . . . . . . . . . . . . watt/meter K . . . . . . . . . . . . . . . . 4.184 E+02
cal*/g . . . . . . . . . . . . . . . . . . . . . . . . . joule/kg . . . . . . . . . . . . . . . . . . . . 4.184 E+03
cal*/g deg C . . . . . . . . . . . . . . . . . . . joule/kg K . . . . . . . . . . . . . . . . . . . 4.184 E+03
foot . . . . . . . . . . . . . . . . . . . . . . . . . . . meter . . . . . . . . . . . . . . . . . . . . . . 3.048 E–01
inch . . . . . . . . . . . . . . . . . . . . . . . . . . meter . . . . . . . . . . . . . . . . . . . . . . 2.540 E–02
LENGTH
foot . . . . . . . . . . . . . . . . . . . . . . . . . . millimeter (mm) . . . . . . . . . . . . . . 3.048 E+02
inch . . . . . . . . . . . . . . . . . . . . . . . . . . millimeter (mm) . . . . . . . . . . . . . . 25.40 E+00
+E Indicates the power of 10 by which the number must be multiplied, i.e., 4.047E+03 = 4.047 x 103.
*Thermochemical
GEK 95149C International Conversion Tables
Category To convert from To Multiply by +

oz mass (av) . . . . . . . . . . . . . . . . . . . kilogram . . . . . . . . . . . . . . . . . . . . 2.835 E–02
MASS lb-mass (av) . . . . . . . . . . . . . . . . . . . kilogram . . . . . . . . . . . . . . . . . . . . 4.536 E–01
ton (2000 lbm) . . . . . . . . . . . . . . . . . kilogram . . . . . . . . . . . . . . . . . . . . 9.072 E+02
lbm/ft3 . . . . . . . . . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 1.602 E+01
lbm/in 3 . . . . . . . . . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 2.768 E+04
MASS/VOLUME
(Includes Density) oz-mass (av)/in3 . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 1.730 E+03
lb-mass (av)/gal . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 1.198 E+02
g/cm3 . . . . . . . . . . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 1.000 E+03
Btu*/sec . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 1.054 E+03
Btu*/min . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 1.757 E+01
Btu*/hr . . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 2.929 E–01
Cal*/sec . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 4.184 E+00
POWER Cal*/min . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 6.973 E–02
ft⋅lb force/hr . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 3.766 E–04
ft⋅lb force/min . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 2.260 E–02
ft⋅lb force/sec . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 1.356 E+00
hp (elec) . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 7.460 E+02
atm (760 Torr) . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 1.013 E+05
bar . . . . . . . . . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 1.000 E+05
dyne/cm2 . . . . . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 1.000 E–01
gram (force)/cm2 . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 9.807 E+01
PRESSURE in of Hg (60 F) . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 3.377 E+03
(Force/Area) in of water (60 F) . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 2.488 E+02
lb-force/ft2 . . . . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 4.788 E+01
lbf/ft2 . . . . . . . . . . . . . . . . . . . . . . . . . kg/m2 . . . . . . . . . . . . . . . . . . . . . . 4.882 E+00
lbf/in2 (psi) . . . . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 6.895 E+03
lbf/in2 . . . . . . . . . . . . . . . . . . . . . . . . . kg/cm2 . . . . . . . . . . . . . . . . . . . . . 7.037 E–02
Torr (mm Hg, 0 C) . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 1.333 E+02
degree Celsius (°C) . . . . . . . . . . . . . degree Kelvin (K) . . . . . . . . . . . . TK = tC + 273.15
TEMPERATURE degree Farenheit (°F) . . . . . . . . . . . degree Celsius . . . . . . . . . . . . . . tC = (tF - 32)/1.8
degree Celsius . . . . . . . . . . . . . . . . . degree Farenheit . . . . . . . . . . . . tF = (tC ⋅ 1.8)+32
ft/hr . . . . . . . . . . . . . . . . . . . . . . . . . . meter/sec . . . . . . . . . . . . . . . . . . . 8.467 E–05
VELOCITY ft/min . . . . . . . . . . . . . . . . . . . . . . . . . meter/sec . . . . . . . . . . . . . . . . . . . 5.080 E–03
(Includes Speed) ft/sec . . . . . . . . . . . . . . . . . . . . . . . . . meter/sec . . . . . . . . . . . . . . . . . . . 3.048 E–01
in/sec . . . . . . . . . . . . . . . . . . . . . . . . . meter/sec . . . . . . . . . . . . . . . . . . . 2.540 E–02
ft2/sec . . . . . . . . . . . . . . . . . . . . . . . . meter2/sec . . . . . . . . . . . . . . . . . . 9.290 E–02
VISCOSITY lbm/ft sec . . . . . . . . . . . . . . . . . . . . . . pascal–sec . . . . . . . . . . . . . . . . . 1.488 E+00
lbf sec/ft2 . . . . . . . . . . . . . . . . . . . . . . pascal–sec . . . . . . . . . . . . . . . . . 4.788 E+01
ft3 . . . . . . . . . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 2.832 E–02
VOLUME gallon (US) . . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 3.785 E–03
inch 3 . . . . . . . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 1.639 E–05
(Includes Capacity)
liter . . . . . . . . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 1.000 E–03
oz (US fluid) . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 2.957 E–05
ft3/min . . . . . . . . . . . . . . . . . . . . . . . . meter3/sec . . . . . . . . . . . . . . . . . . 4.719 E–04
VOLUME/TIME ft3/sec . . . . . . . . . . . . . . . . . . . . . . . . meter3/sec . . . . . . . . . . . . . . . . . . 2.832 E–02
(Includes Flow) in3/min . . . . . . . . . . . . . . . . . . . . . . . . meter3/sec . . . . . . . . . . . . . . . . . . 2.731 E–07
gal/min . . . . . . . . . . . . . . . . . . . . . . . . meter3/sec . . . . . . . . . . . . . . . . . . 6.309 E–05
+E Indicates the power of 10 by which the number must be multiplied, i.e., 4.047E+03 = 4.047 x 103.
*Thermochemical
GE Power Systems

518 • 385 • 2211 TX: 145354
Tab 27
“HMI Screens”
To be provided by Instructor

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GE Energy

The text and the classroom instruction offered with it

They do not purport to be complete nor are they

© 2005 General Electric Company

Tab 1 Gas Turbine Overview

Conduit Arrangement—Wheelspace Turbine Control (ML 1118) 119E9162

Gas Turbine—Generator Operation Training Manual 2

Tab 9 Liquid Fuel System

Gas Turbine—Generator Operation Training Manual 3

Water Wash Hand Cleaning Procedure—F Class Units 361A6297

Gas Piping Diagram 127E8826B

Tab 26 Reference Drawings

Gas Turbine—Generator Operation Training Manual 6

Gas Turbine Basics

Note: For instructional

International Standards Organization

ISO Firing Temperature

Note: For instructional purposes only

Note: For instructional purposes only

Gas Turbine Functional Description

Illustrations and photographs of typical and optional equipment/configurations ac-

C. Gas Path Description

II. BASE AND SUPPORTS

III. COMPRESSOR SECTION

c. Compressor discharge casing

4. Compressor Discharge Casing

IV. DLN-2 COMBUSTION SYSTEM

Figure 3. Typical MS9001FA DLN-2 Combustion System Arrangement

B. Outer Combustion Chambers and Flow Sleeves

D. Fuel Nozzle End Covers

E. Cap and Liner Assemblies

G. Ultraviolet Flame Detectors

Figure 7. Optional Dual Fuel Nozzle Arrangement

Figure 10. Cap Assembly-View From Downstream

Figure 11. Spark Plug Assembly

Figure 12. Flame Detector Assembly

Figure 13. Water-Cooled Flame Detector

Figure 15. MS9001FA First, Second and Third-Stage Turbine Elements

The second-stage nozzle is cooled with 13th stage extraction air

Figure 16. Turbine Section-Cutaway View Showing Cooling Air Flows

Figure 17. MS9001FA First-Stage Bucket Cooling Passages

Figure 18. MS9001FA Stage-2 Bucket Cooling Flow

Figure 19. MS9001FA First-Stage Nozzle Cooling

VII. LOAD COUPLING

ENLARGED VIEW A 12 POINT NUT

TURB ROTOR SHANK

9FA AED 1 / 2003

Figure HGP-I.9. First-Stage Bucket Details

Figure HGP-I.10. Second- and Third-Stage Bucket Details

Air Inlet System

II. AIR INLET SYSTEM

C. INLET DUCTING AND SILENCING

LP Inlet Butterfly Stop Valve and Operating Mechanism

II. DESIGN FEATURES

B. Stop Valve Operating Mechanism

C. Test Solenoid Valve

III. INSTALLATION AND STOP ADJUSTMENT

Follow the maintenance procedures given in the manufacturer’s service manual.

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

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

8. Bearing header pressure regulator (VPR2-1).

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

II. FUNCTIONAL DESCRIPTION

A. Lubricant Reservoir and Piping