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80-GT-158
cENTervwq r1ik
E#^`r• c I
ft' t t¢ S ar THE AMERICAN SOCIETY OF MECHA)IICAti ENGINEERS
f _ 345 E 47 St New York, N.Y. 10017
The Society shalt nct b.. responsible for statements or opinions advanced in papers or
discussion at meetings ct the Society or of its Divisions or Sections, or printed in
'^ '- - ,ts publroation _ Di ^cus stun ^s pnie
n a only if the paper is published in an ASME
rF rr^ME^`^ Journal cr Proceed, ngs. Released fur general publication upon presentation. Full
. _ - credit should be given to ARMS the Technical Divislon, and the nutnor(sl.

I- Copyright © 1980 by ASME

U.S. Navy, LM2500 Gas Turbine


M. G. Kandl
Mechanical Engineer
Condition Monitoring Development
D. A. Groghan
Experience
Head A review of U.S. Navy experience in the development of a shipboard gas turbine
condition monitoring system (CMS) is presented. The system considered was
Engine Research & Development Branch, developed for use with the 20,000 HP General Electric, LM2500 main propulsion
Naval Sea Systems Command, gas turbine engines used on the Navy's DD-963 class destroyers and FFG- 7 patrol
Washington, D. C. frigate class ships. The initial CMS development program started with a broad
Mem.ASME range of measured gas turbine parameters and was successively reduced to a simpler
system using only selected parameters useful for the marine application. A land-
based test as well as an at-sea test is presented, together with a discussion of the
impact such a system would have on DD 963 class engine removals.

NOMENCLATURE thought that a comprehensive engine health monitor-


ing system would be in order. The aircraft industry
- had already begun evaluation of engine monitoring
BITE built in test
systems with favorable results. Their monitoring
CMS - condition monitoring system systems had, for the most part, been separated into
an aircraft data gathering unit and a ground based
DAU - data acquisition unit
processing unit because of weight and space limita-
DPU - data processing unit tions. Being less critical on weight and space, it
was decided that the Navy shipboard system should be
ECT - exhaust gas temperature
self contained, i.e., data gathering and processing
EPR -- engine pressure ratio all in one unit.
The theory of the day was that al-oust any para-
GTS - gas turbine propulsion ship
meter on the engine could be monitored and integrated
HPT - high pressure turbine with other parameters to determine deterioration and
N1 - predict engine life. Therefore, it was decided that
gas generator rotational speed
we would start with a health monitoring system that
N2 - power turbine rotational speed would do everything.
In April of 1974 a contract was entered into
T2 - compressor inlet temperature
with the General Electric Company (Evendale Plant,
T 4 8 - power turbine inlet temperature Cincinnati, Ohio) to design, develop and furnish a
UPS - Condition Monitoring System (CMS) tailored to a DD
uninterruptible power supply
963 class ship type application for main propulsion
VSV - variable stator vanes LM 2500 gas turbine engines. The overall goal of the
program was to develop a health monitoring system
INTRODUCTION that would give crews of gas turbine powered ships
the maintenance guidance available from traditional
engine inspections without the physical exercise and
In 1968 the U. S. Navy made the decision to use time required for traditional data gathering and
marine gas turbines for ship propulsion on its new manipulation. Related to this was the goal of pro-
class of destroyers. This decision was based, in ducing a unit that would be simple to operate and of
part, on the reduced manpower requirements for this a reliability greater than that of the engine so the
type propulsion system compared with other conven- operating personnel would want to use the unit and
tional systems. To aid the smaller ship crews in have confidence in its results. The overall program
maintenance planning and trouble shooting, it was would, hopefully, provide a body of knowledge and ex-
perience on which to base future monitoring system
designs.

INITIAL DEVELOPMENT
Contributed by the Gas Turbine Division of The American Society of
Mechanical Engineers for presentation at the Gas Turbine Conference &
Products Show, New Orleans, La., March 10-13, 1980. Manuscript received at The development requirements for the original
ASME Headquarters January 3, 1980. CMS package were of a broad and inquisitive nature.
Downloaded Copies will be available until December 1, 1980.
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TABLE I
ENGINE SENSORS AND PARAMETERS MONITORED

GROUP 1 - Vibration

#3 Bearing Probe Accelerometer


#4 Bearing Probe Accelerometer
1'5/16 Bearing Probe Accelerometer
#7 Bearing Probe Accelerometer
Front Frame Accelerometer
Compressor Rear Frame Accelerometer
Turbine Mid Frame Accelerometer
Turbine Rear Frame Accelerometer

A schematic of the vibration monitor can be seen in Appendix II. Five or six separate signal
or functions are obtained from each accelerometer. They are as follows:

Function 1 Power Turbine Bandpass 15-70 Hz


Function 2 Gas Generator Bandpass 80-175 Hz
Function 3 Power Turbine Tracking 2.5 Hz
Function 4 Gas Generator Tracking 2.5 Hz
Function 5 Broad Band Overall Level
Function 6 Bearing Monitor Indication. Ratios of unfiltered peak to average signal from
the four bearing accelerometers.

Impact from FOD or DOD was determined by using discrete outputs from the two thrust bearing
accelerometers (#4 and #7). These discrete outputs occur when the transient unfiltered
acceleration signals exceed a certain preset threshold.

GROUP 2 - Lube

Sump and Gearbox Conductive Scavenge Screens (5)


Sump and Gearbox Scavenge Temperature (5)
Lube Supply Press and Temperature
Lube Filter Differential Press (2)
Sump Vent Pressure

(Group 3 - Acre

Compressor Inlet Temperature and Pressure


Compressor Discharge Temperature and Pressure
Power Turbine Inlet Temperature and Pressure
Power Turbine Discharge Temperature and Pressure
Fuel Flow
HP Turbine Blade Temperature (3)
Variable Stator Position
Power Lever Angle
Core Speed
Power Turbine Speed

4 - Fuel

Fuel Supply Temperature


.Fuel Filter Differential Pressure
Fuel Manifold Pressure

It was to be capable of detecting engine out-of-limit ••


Magnetic Disk Memory (1000K)
conditions, trending engine deterioration, predicting ••
CRT Display with Keyboard
engine time to required maintenance and isolating de- ••
Alarm and Request Panel
tected engine faults. This initial system was deve- • Hard Copier
loped to monitor almost every parameter on the LM 2500
which would possibly be of interest. The major hard- The software was designed to calculate long term
ware items comprising this initial system included: trends and to check for parameter out-of-limit condi-
tions. The software also incorporated a cross matrix
•42 engine sensors (see table I) fault diagnostic/isolation scheme which could produce
•Data Acquisition Unit (DAU) (see figure 1), which corrective maintenance action messages. General
provides signal conditioning and signal simulation Electric's LM 2500 development and testing experience
•Data Processing Unit (DPU) (see figure 2), con- was used to develop vibration signature data, para-
sisting of: meter interrelationships, as well as setting the out-
oe Mini Computer of-limit values on selected parameters all of which
•• Magnetic Tape Units (2) were required for input into the software.

N
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FIGURE 1: DATA ACQUISITION UNIT FIGURE 2: DATA PROCESSING UNIT

NAVSEC PHILADELPHIA TEST Spalled #5 Brg. - A spall on the inner race of the
#5 brg. was produced by the same method but con-
In order to get a realistic technical evaluation sisted of a 1/16" x .010" deep line which ran across
of the CMS hardware and software, the monitoring pack- the majority of the axial width of the race (see
age was shipped in November of 1975 to an LM 2500 gas figure 4). A line was made in order to ensure that
turbine land based test site, located at Naval Ship the rollers would contact the spall. The fault was
Engineering Center (NAVSEC) Philadelphia, Pa. The test successfully detected producing out-of-limit ,',•5 brg.
goal was to identify the useful parameters from a mon-
itoring/trending viewpoint as well as to establish the Rotor Imbalance - All compressor, high pressure tur-
usefulness, quality and reliability of some of the bine, power turbine and power shaft faults were
more recently developed sensors. This test would pro- successfully detected by the system and the correct
vide a realistic, dynamic shakedown of the CMS hard- fault messages were printed out.
ware and software, as well as provide a trial of the
systems operability by non-computer type personnel. VSV Off Schedule Test - The raw data showed the 3 0 closed
The test plan was to first run baseline tests on condition, but trend data was found to be in error by a
a zero timed LM 2500 and then to implant faults into factor of 4. This was found to be the result of an
the gas turbine. The effectiveness of the unit in incorrect scale factor in the software and corrective
discovering the implanted faults would give realistic action was taken. Slight changes were apparent in
data as to sensitivity of the limit checks and trend- compressor efficiency and fuel flow within certain
ing capabilities as well as the selectivity of the speed bands.
fault isolation portion of the CMS. The type of faults
implanted into the LM 2500 are listed in table II and Increased Clearance Oil Seal - The increased clearance
are discussed along with the results in the next sec- #3 air-oil seal test results were obscured by the oil
tion of this paper. leakage from the B-sump which occurred at the same
time. This problem caused the test to be curtailed
and no results from the CMS were obtained. Manual ob-
Test Discussion and Results
servation of both CMS sensors and additional instrumen-
tation installed for trouble-shooting purposes indica-
Spalled #3 Brg. - An initial spall on the outer race
ted that there was an increase in sump vent pressure
of the #3 roller bearing was produced by removing 6
to the single increased clearance seal. Since the
rollers and distressing the surface with spot welding
pressure increase was low (.05 psi @ 5000rpm and .3 psi
equipment. The spall was 1/32" diameter and approx-
@ 8300 rpm) it was also apparent that this measurement
imately .010" deep and although it was detected, it
should be made by differential means, i.e., sump vent
produced marginal results. A later unscheduled dis-
pressure minus exhaust collector pressure.
assembly offered the opportunity to enlarge the spall
and this was done, to 1/16" diameter and .010" deep
(see figure 3). This fault was then successfully de- 16th Stage Bleed Test - In addition to exhaust gas
tected producing out-of-limit #3 brg. monitor signals. temperature changes, the effects of opening the cus-
The bearing remained for the duration of the test tomer bleed were very apparent in both high pressure
with no indication of deterioration (approximately turbine efficiency and fuel flow. The fault message
200 hours). isolation matrix needed to be modified to obtain the
correct message as a result of information obtained
from this test. 3

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TABLE II
NAVSEC PHILADELPHIA LAND BASED TEST SUMMARY
IMPLANTED FAULT

Vibration - #3 bearing 1/32" x 0.010" deep spalls in bearing outer race


Vibration - #3 bearing 1/16" dia x 0.010" deep spalls in bearing outer race
Vibration - 85 bearing 1/16" dia x 0.010" deep spalls across inner race
Vibration - Compressor Imbalance 389 gm. in. at stage 3
Vibration - Power Turbine
Imbalance 1500 gm. in. at stage 6
Vibration - Power Shaft
Imbalance 332 gm. in. at forward flange
Off Schedule variable stator
Vane Stator set 3 0 closed
increased clearance #3 oil seal #3 air/oil seal radial clearance incr. 0.20"
16th Stage compressor bleed 1.5" dia. orifice installed in bleed line,
simulating high overboard air flow
Salt ingestion 84 hrs. @ 15000 hp, 3200 rpm N2 - salt rate/air rate
on a weight basis, 0.03 parts/million for 52 hours
and 0.04 parts/million for 32 hours

Restricted Fuel Nozzle 3 adjacent blocked nozzles


Restricted Fuel Nozzle Single blocked nozzles
Restricted Fuel Nozzle Single 70% blocked nozzle
Restricted Fuel Nozzle Single 12% blocked nozzle
Restricted Lube Flow "A" sump supply pressure restricted down to
25 psig
Increased Clearance 1st Stage
Increased clearance from 0.075" to 0.080"
Turbine Shrouds
Hot High Pressure Turbine Blades 150 F blade temp. increase resulting from re-
stricted cooling air flow.

111111 II ii
I!' IIIIl
24 28 4 8 12 20 A 28 4 1 3.

48 56 8 16 24 4048 56 1 y
^

ihi 1 I^l1 II^al^idiiiIl tIhhI!llh hl lthLllhlthkhLktlllhbh tthhitthidctdth

s
a

FIGURE 3: INTENTIONALLY SPALLED #3


BEARING OUTTER RACE
FIGURE 4: INTENTIONALLY SPALLED #5
BEARING INNER RACE

4
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Salt Ingestion Test - No effects were detected after In addition to the specially designed LM 2500 py-
34 hours of testing despite increasing the rate of rometer, a CF6/TF39 type pyrometer was also installed
salt ingestion from .03 to .04 lb. per million lb. of for this test only. The latter used the existing bore-
air for the last 32 hours. No salt build-up was de- scope port and looked directly aft of the 1st stage
tectable with a borescope but during a subsequent par- blades. This avoids the expensive and undesirable re-
tial disassembly, salt was apparent on the first work of the 1st stage shroud, seals and casing but is
three stages. This was after the engine water wash more susceptible to reflection and contamination.
which followed salt ingestion testing. A review of It was not possible to detect either the "hot"
raw data did not detect any trends except that the blades or the flame sprayed blades with either pyro-
corrected power turbine inlet temperature (14.8) and meter. Both pyrometers were hooked up in turn to the
EPR do tend to be higher when the salt is being in- data system and to an oscilloscope so that the traces
gested, but this is possibly due to the humidity could be viewed and photographed. No evidence of mal-
effect of the water in which the salt is dissolved. function of either system or pyrometers could be found.
This water is flowing at a rate of 350 ml/min or .74 Time did not permit a full investigation of this pro-
pints/min. The temporary reduction in turbine effi- blem and the results as of this time are not under-
ciency and increase in fuel flow seen in the results stood.
was due to an isolated erroneous fuel flow meter sig-
nal which did not repeat in any subsequent testing. NAVSEC Philadelphia Test Conclusions
It would appear that only small amounts of salt were
deposited and the effects were obscured by aero data The results of the NAVSEC Philadelphia test dis-
scatter, possible humidity effects and T2 data effects closed much about the CMS reliability, capability,
operability and its strengths and weaknesses. At the
Restricted Fuel Nozzle - The condition monitoring sys- conclusion of the nine month preliminary test and eval-
tem recognized three blocked fuel nozzles (+560 0 F uation, enough data had been collected to allow for the
EGT spread), a single blocked nozzle (+100 F) and an ° design of a more accurately tailored CMS for use aboard
approximately 70% blocked nozzle (30 F). The para- ° the Navy's DD 963 Class destroyers. The main areas
meter affected was standard deviation of the 11 ther- which revealed needed improvement was system reliabil-
mocouples measuring exhaust gas temperature. A tem- ity and operability. Due to limited time and funds, it
perature profile plot could be obtained to provide was decided that only the software portion of the
additional information. The blockage primarily af- original CMS would be modified to incorporate major
fected the thermocouple immediately down stream thus changes. The minimal hardware changes were those which
the approximate angular location can be determined. were either known problems or special requirements for
The fuel nozzle blockage was not reflected in the the future phase of testing. Thus, the system was
average exhaust gas temperature in that the low flow shipped back to General Electric and modification of
nozzle was compensated for by additional flow in the the software and hardware began.
remainder thus average temperature remained the same.
It was not possible to detect a single 12% blocked REDESIGNED CMS
fuel nozzle.
The major goal of this redesign phase was to sim-
Restricted Lube Flow - The lube flow to the "A" en- plify operation and increase the reliability of the CMS
gine sump was restricted down to a minimum of 25 psig package. Most of this improvement came from the de-
from a normal supply pressure of 51 psig (50% reduc- creased complexity of the system which was primarily
tion) which produced a flow reduction of 37%. No accomplished by reducing the number of measured para-
effect on "A" sump scavenge temperatuare was observed meters. This decrease in system complexity did not
but considerable increases in lube pump discharge pres- really result in an overall lack of system effective-
sure occurred. No fault message was generated since ness since the prevailing DD 963 class ship LM 2500
the single limit had been set at the low value nor- maintenance concept is one of gas generator or power
mally required rather than a high value as produced by turbine removal and depot overhaul rather than exten-
this particular test. sive internal component replacement aboard ship. A
schematic of this new system is shown in figure 5.
Increased Clearance HPT Shrouds - The increased clear- The nature of the redesigned system was simpli-
ance shrouds produced a 1-2% increase in OCT and a 1.2 city. The number of monitored parameters was reduced
- 2.0% decrease in HPT efficiency. These effects were from 42 to 14. Of these 14 parameters, two were rotor
less than anticipated, thus the limits were not set speeds, four were case mounted vibration accelerometers,
closely enough and a fault message was not generated. seven were gas path parameters and the remaining one
was a lube debris sensor. The location of these sen-
Hot HPT Blades - The following were installed in known sors with relation to the gas turbine configuration
locations in the first stage of the high pressure tur- are shown in figure 6. The 14 sensors are installed
bine rotor. either on, or adjacent to, the engine. The ECT harness
• 3 uncoated blades with cooling flow passages re- is in four segments requiring a cable for readout since
stricted to increase the temperature 150 F °
each of the 11 thermocouples is read individually. The
three main gas path pressure transducers are located on
•1 uncoated blade but otherwise normal
a bracket which is positioned toward the front of the
• 4 blades with various patterns of aluminum- compressor casing with pressure lines leading to them
oxide flame spray from the respective locations. Bleed flow indication
is provided by a pressure transducer located in the
The reason for installing the normal uncoated blades anti-icing line downstream of the anti-icing valve out-
was that, since the blades with cooling flow restricted side the engine module. When a pressure in excess of
were also uncoated, assurance was required that there 20 psia is sensed, the CMS realizes that compressor
were no emmissivity effects as compared with a pro- bleed flow is occurring and no performance trending
duction coated blade. The 4 blades flame sprayed with takes place. The lube debris sensor is located at the
aluminum oxide were installed to better establish the front of the engine and is piped into the lube oil
view path of the LM 2500 pyrometer. The pyrometer was scavenge discharge line with flexible piping. The sen-
positioned to look radially down the blade, to avoid re- sor is a vortex chamber type with an induced magnetic
flection and contamination. field which produces a charge proportional to the size
5

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of the ferro-magnetic chip which passes through it. The decrease in capability in the aerodynamic
The chips are then caught by a magnetic plug at the portion of the CMS, due to the reduction in number of
outlet. The VSV angle transducer is linear variable sensors was held to a minimum somewhat by modifying
ratio transformer and is in parallel with the main fuel the software to incorporate slightly more complex gas
control feedback cable. Power turbine speed is ob- parameter inter-relationships. The decrease in the
tained from a speed sensor identical to the speed sen- number of vibration sensors really did not reduce the
sor used to control the engine. The LM 2500 gearbox effectiveness of the system for isolating problems only
has provision for two speed sensors, the second of to major engine assemblies because the four externally
which is not normally installed, but in this case it is mounted accelerometers can produce enough data to give
used by the CMS. Accelerometers are mounted on each of indications of, and isolate compressor, turbine and
the four engine frames by means of brackets attached to power turbine malfunctions. Also, the loss of intern-
circumferential flanges. The T2 sensor is a copper con ally mounted bearing probe accelerometers is felt to be
stant thermocouple attached to the engine inlet screen of small consequence, due to the outcome of data ob-
which is located in the inlet plenum. tained from an actual bearing failure occurrance in
another Navy test. The failure mentioned, had occurr-
ed on a Pratt & Whitney 33,000 HP, FT-9 gas turbine
during a 5000 hour endurance test. The FT-9 had an en-
gine condition monitor connected to it which incorpor-
ated bearing probe accelerometers as well as lube de-
bris sensor prior to any abnormal vibration indications.
ENGINE SENSORS DATA ACQUISITION UNIT IONIHTE 000PTIALE P OWER SUPPLY Thus, the lube debris sensor had proved itself useful
• SIGNAL COMB IT IONERS SIENT VOLTAGE SUPPRESSION
• VIBRATION MONITOR AGE & FREQUENCY STABILIZATION for early detection of bearing failures. Also the use
. ANALOG MILT IPLEXER IDES ADEWATE ORDERLY of lube debris sensor in place of bearing probe accel-
• AID CONVERTER TINE
• POWER SUPPLIES erometer's allows the deletion of extensive LM 2500
• VARIAN INTERFACE
modification necessary to adapt for the internal type
DATA PROCESSING UNIT bearing probes.
The deletion of lube oil sump and gearbox scavenge
VARIAN CONTROLLER DIGITAL COMPUTER CP16 CRT DISPLAY
screens was of no loss to the CMS capability. These
• MAGNETIC DISC • CENTRAL PROCESSIVE UNIT ALOOF PANEL
(1N WORD CAPACITY) I • COMPUTER CONTROL UNIT J COMPUTER MAINT. PANEL screens were of a conical shaped design that was in-
INPUT/OUTPUT ASSEMBLY I SYSTEM STATUS PANEL
. CORE MEMORY - 64K MAXIMAL REQUEST PANEL tended to give different output voltages at different
.MAGNETIC TAPE
CONTROLLER . VARIAN INTERFACE CONTROLLER I BARD COPIER conductive debris heights accumulated in the inverted
e INPUT/OUTPUT MULTIPLEXER KEYBOARD
• MAGNETIC TAPE cone. The trouble with this design appeared to be that
TRA NSPORTS (2)
the chips "refused to cooperate" with the screen design
and would become lodged in the upper portion of the
FIGURE 5: REDESIGNED SYSTEM SCHEMATIC screen giving false indications of accumulation. Fuel
and lubricant temperatures, pressures, fuel flow and
PLA angle were also deleted from the CMS due to dupli-
cation of instrumention onboard the DD 963 class ships.
The fault messages available from the system is
shown in table III. After being notified of a problem
by a fault message, more information can be called up
on the CRT display such as graphical display of trend
plots or tabulated parameter displays.
TRF
^.,.. TMF Power Turbine An additional item of hardware was found nec-
essary because of voltage spikes, frequency variations
and short term interruption in ship's power. A speci-
fication was developed and the equipment procurred for
an "uninterruptible power supply" shown in figure 7.
This system surpresses shipboard transient voltages
(decreases a 10 percent voltage offset to 1 percent),
provides frequency stabilization (decreases a 5 per-
cent frequency offset to 0.25 percent), and provides
a short term power storage capability which could
bidge power interruptions of less than 30 seconds. It
also allows for controlled automatic shutdowns of the
computer equipment when the power interruption is
greater than 30 seconds. The CMS was now ready for the
next phase of its testing, which was aboard the gas
turbine powered ship, ADMIRAL W. M. CALLAGHAN, figure
Off-Engine 8. This was to be a one year at-sea evaluation of the
Lube debris Monitor CLOSC CMS usefulness and reliability.
Bleed Flow On/Off Switch WB3

AT-SEA EVALUATION ON THE GTS ADM. WM. CALLAGHAN


FIGURE 6: LM2500 CONDITION MONITORING SYSTEM
The GTS CALLAGHAN is a 7000 dwt, twin screw
(Redesigned System Sensor Locations)
roll-on/roll-off configuration cargo ship which is
propelled by two U.S. Navy 20,000 hp, General Electric
LM 2500 gas turbines. The ship operates almost con-
tinuously between Military Ocean Terminal, Bayonne, NJ
and Bremerhaven, Germany which accumulates approxmately
12,000 engine hours (6000/engine) each year. This pro-
vides a test bed for accelerated operation of the Navy
gas turbine engines and related equipment and therefore
was ideally suited for the LM 2500 CMS at-sea evalua-
6 tion.

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x _11
TABLE III
FAULT MESSAGES AVAILABLE

"I BRA"

. :10 ".ULT C_r__JED - IVSCFFIC :ES_ ±c`O R_`LE:uN IC FdI;L


'SOL1.TE
^. dP I`LBdLR`;CP - ?ICE PRESSURE SYSTEM .`lBsLTFC: SE-
NESTED AS . _S ..S. "P •, ?-.IL',.`IE:E'
• Ta •c . - ...S °ESSCF.E. S STE"- :`B.Yi:aE 7E-
TECTED !,.. L REUSE JF ,L ?SRA?mTER
• HP '•4EAL?.:CE SIGH PRESS ERE SZSTED _HBAL_aNCE DE-
TECTED ?.- . RESLLT ':P S SCENE
2 I LEADS - L" PRESSCRS SSST°Y. ITadL•VCE 7E-
-ECTED aS A Z_SLCSE CF L T..E?;J

SEAN

^. .,.,,T4ES L P _AAL:aCE

o. P NRr3ISE i?B L.YVCE

SISCCR HC LIT )L'T-CFF-L_"ITS

3. RLICATED HP "'VISE PR.ESURE SATIC DOS'N AS -, OR ?LORE

INCLCAN°_D L_ "U=CBLNE PRESSCRE 'ATI0 FP BY '.. )R i!0RE

10. P48 2LE:;STaE`!ENT ERROR

. I?lDLC2_C ED CO'tRESAUR 2RESSLPE RATIO DO0 BT -.:6 OR '!ORE

12. INDLCATE7 CO?tP'PISSOR PAIL ST.E SAIIO :' BY 2. F„ CR ?!ORE

Ni. "WARNING" 'SIX 2CWF.R NO 3LEED C0TEENS .A_ _ = SO' — 'SSY EACEES
THE TE?L°ERATU RE CLAP! LIMIT

iv. AN S EGP SPREAD

Installation of the CMS equipment had to be per-


formed in a piecemeal type operation during the ship's
regular dock visits in Bayonne, NJ. Only one gas tur-
bine was used in this evaluation in order to lessen the
installation time and keep financial expenditures to a
minimum. The CMS installation configuration, as shown
in figure 9, shows the CMS connected to the port engine.
The following paragraph gives more details as to this
installation configuration, and keys in with figure 9.
The CMS installation has the major hardware
equipment located to one side of the gas turbine en-
closure with the transducer cables being routed to a
common junction box, which is mounted on a vertical
beam just outside the engine enclosure. From the junc-
tion box, eight cables run to the Data Acquisition Unit
(DAU) which contains all the signal conditioning equip-
ment. A single cable transfers the data from the DAU
to the Data Processing Unit (DPU). An Uninterruptible
Power Supply (UPS) is connected to the DPU via a power
cable and a signal cable which allows the UPS to smooth
and protect the DPU from the occasionally variable ships
service supplied power. The DPU, represented in fig-

J R
•:
E ore 9 as a single block is actually three separate
connecting cabinets, which are mounted in a common
'
frame supported by six vibration isolators. For addi-
tional stabilization against the ships occassional ex-
treme roll motion, two stabilizers are used to tie the
top of the cabinets to the overhead. All other compon-
ents are hard mounted to the platform deck plates.
The system first became operational in May of
1978 and during this voyage to Bremerhaven, considerable
time was spent by General Electric representatives in
making software changes, performing simulator tests and
general debugging/checkout. There were some problems
that surfaced early in the at-sea operations of the
CMS. The most significant ones were a catastrophic
FIGURE 7: UNINTERRUPTABLE POWER SUPPLY failure of the magnetic memory disk and an intermittent
7

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the BITE portion of the DAU. Due to the constraints
of the DAU being a one of a kind system and having to
work on the installed equipment at piecemeal type in-
r . g tervals during regular dock visits, this intermittent
:ter»
BITE failure was extremely difficult to troubleshoot.
This problem was isolated to a power turbine speed
sensing circuit which was a necessary parameter for
r a providing the CMS with information that indicates that
the engine was running and at what speed. Several
dockside attempts were made, by General Electric rep-
resentatives, to resolve this problem by replacing
suspect components on the circuit card but this only
seemed to mask the true problem. Finally, it became
necessary to remove and send the entire circuit card
inventory, of this malfunctioning portion of the DAU,
back to General Electric for a complete subsystem test.
The problem was finally determined to be a polarized
capacitor which was installed backwards. Why this
FIGURE 8: GTS ADMIRAL W.M. CALLAGHAN problem did not surface earlier in the NAVSEC,
Philadelphia test is not completely known. All told
this intermittent BITE trouble cost the CMS five months
of at-sea operational time. During this time, other
problems were discovered and were dealt with one by
one. The major problems which occurred were three
power supply failures, a bad track identified on the
POWER DISTRIBUTION 110, 60 Hz, SINGLE PHASE magnetic memory disk, four UPS failures, and several
PANEL 5 KVA POWER TO CONDITION
MONITORING SYSTEM "cold" solder joint problems. By July of 1979, the
problems seemed pretty well resolved and the CMS
started producing valuable data. Therefore, the test
CONTROL CONSOLE SINGLE BULKHEAD
PENETRATION FOR POWER CABLE end date was extended by 3 months so that a continuous
_—__ _ span of data could be obtained. The system operated
= BULKH EA D
INLET PLENOM for 1200 continuous hours in July 1979. The total
SWB3 accumulated time spent actively monitoring the port
engine was 4236 hours. The CMS was powered up but not
ANTI-ICIN UNCT ION BOX necessarily taking data on the CALLAGHAN for 8300 hours
VALVE and the sensors were engine mounted for in excess of
10000 operational hours. In summary, of the 19 voyages
H ^- --^-11111 that entailed the CALLAGHAN evaluation, eight voyages were
monitored in total, four voyages were partially monitored
(i.e.<50%), four voyages were not monitored due to system
problems and three voyages were not monitored due to other,
1 - POWERI non condition monitoring reasons.
PORT i — i A tabulated evaluation of the system's output
ENGINE gained from the CALLAGHAN experience and a short ex-
planation is given below.
1. Compressor Stall - no stalls were evident
REDUCTION either by CMS or engine inspection and ships
sI^P GEAR H record.
cwT C ^I
2. Parameter Limit Excedence - functioned
(^ ^
successfully and the output was understand-
FWD
L
11L1_LLL— able.
3. Trend Limit Excedence - functioned success-
NOT TO SCALE fully and the output was clear.
4. Fault Isolation Message - functioned
FIGURE 9: INSTALLATION OF CONDITION MONITORING successfully, but the output needs clari-
SYSTEM ON GTS CALLAGHAN fication.
5. Prediction Limit Excedence - functioned
successfully, but the output needs clarifi-
cation.
current occurring in a BITE (built in test) portion of 6. Data Scan - used extensively but needs
the DAU. The failure of the magnetic disk is believed clearer output.
to have occurred due to some rough handling that the 7. Range Limit - sensor range limit exceeden-
DPU received during the installation process. The mag- ces were identified correctly.
netic disk was shipped back to the manufacturer for re- 8. Invalid Data - signal loss identified prop-
pair and was back in service for approximately 780 hours erly.
and another failure occurred. The next time the disk 9. BITE Indication - (built in test function
was installed, a special circuit was added so that the in DAU) functioned successfully but the out-
magnetic disk would continue to rotate at all times put needs much clarification.
independent of the on/off status of the rest of the 10. Masked Channel - masked unwanted sensor data
CMS equipment. Also, an impact meter was installed on input successfully.
the disk unit to indicate the presence of any signifi- 11. Parameter Display - used infrequently, not
cant shock conditions possibly being imposed during really a necessary output.
rough sea state conditions (none became evident). The 12. Automatic Parameter display - (display has
most plaguing problem that surfaced early in this test real time update) used frequently - output
was the electrical intermittent circuit occurring in needs clarification.
8

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I

13. Circumferential EGT Profile - used frequently to take preventative action had the CMS been installed
14. Parameter vs Speed - used infrequently. and operational. The type of monitoring required for
15. Engine History - (manually type in system these types of failures is a VSV angle monitor and a
log) functioned well but needs more capaci- stall occurrance indicator (computed from vibration
ty. data). There were three other removals (or 20 percent
16. Three Minute Buffer Display - functioned of the total) due to bearing/seal problems, of which
successfully. the CMS would have lessened the secondary damage by
17. Trend Prediction - function successfully. early detection using a lube debris monitor. Also an
18. Approaching Limit - (ranked trends) func- additional two (representing 13 percent of the total)
tioned successfully. removals would have had a reduction in the amount of
19. Trend Plots - basic system output, used fre- troubleshooting time spent in localizing the fault,
quently. which were originally indicated by high vibration read-
ings on the ships instrumentation. An interesting ob-
servation of this data is that none of the condition
Of the above list, the most frequently used
monitoring assistance would have required trending op-
outputs were the data scan and the trend plots. There erations as the faults were of a short term and dis-
were basically seven types of trend plots available. crete nature which requires only a limit check type
The EGT, EGT Margin, EGT Spread and VSV angle were operation. Therefore, a data recorder/limit check unit
effective trends which gave accurate indications of would be satisfactory at this time. The advantages
condition. The vibration trends were effective but of trending, although of no value now, may be of value
very difficult to interpret as the plots are expressed once the engines start exceeding 10,000 - 15,000 hours
in "percent deviation from baseline." Compressor and time between removal.
HP turbine pressure ratio data showed excessive data
scatter which masked the finer changes of actual engine
SUMMARY
degradation. The plot for the lube debris showed a
constant zero for almost the entire CMS operational A condition monitoring system that does "every-
period, which was supported by visual observation of thing" is of marginal value to the ship's crew. Sim-
the magnetic plug located in the vortex chamber of the
plicity of operation is important. Presently, the
sensing unit. The only exception to this was when the reliability of the hardware is low and should be im-
engine was first installed, some large chips were in- proved by at least a factor of ten before it will be
dicated. After checking the magnetic plug and analy- a valuable and trusted trouble shooting tool for the
zing the chips it was found that they were of stain- crew. Simplification of the overall unit will raise
less steel composition which had been cold worked. It the reliability of the system; how much still has to
is believed that these chips were from the new lube be determined. The use of ship's supplied power con-
oil piping. Therefore, due to the minimal debris gen- ditioning unit should be incorporated into the design
eration of the LM 2500 during this test, the effec- of a shipboard condition monitoring system. Lube oil
tiveness of this sensor really has not been full de- debris monitoring appears to be a valuable tool for
termined. Also, due to lack of general deterioration early detection of bearing failures. The value of
in the gas path performance area (0.5 percent efficien- trending has not proved itself useful at the present
cy loss for the compressor in 3500 hours is typical), level of engine deterioration before removal.
the effectiveness of pressure ratio trending was not
adequately evaluated. One more area not adequately ENGLISH - METRIC CONVERSION TABLE
evaluated, was the compressor stall detection method
as no stalls were recorded either by the CMS or the °
degree's Fahrenheit, ( F-32)/1.8 = degree's Celsius, ( C) °
ship's record of audible occurrences. (horsepower, (hp) x 0.7457 = kilowatts, (KW)
inches, (in.) x 0.0254 = meters, (m)
CONCLUSIONS pounds/sq. inch, (psi) x 6894.8 = pascal (Pa)
The sixteen month evaluation of the CMS aboard
the GTS CALLAGHAN revealed much about the systems
reliability and usefulness to the Navy on ships which
use gas turbines for main propulsion. In general, the
system was operational (i.e., taking data) for 4236 ACKNOWLEDGEMENTS:
hours out of approximately 8300 hours of "powered
up" status. During this time, there seven component The authors would like to thank Gene Beehler,
failures which caused total interruption of the system Manager, Marine and Industrial Project and R.J.E. Dyson,
capability and sixteen other component failures which Senior Engineer, Condition Monitoring Engineering of
did not affect the total data taking ability. This General Electric Co. for their work which is discussed
shows the reliability to be quite low, however, it in this paper.
must be kept in mind that although the systems capa-
bility received major alterations in 1977, the hard-
ware remained 1974 vintage, from which time there have
been advances in component improvement, which should
improve their reliability somewhat. REFERENCES:
In addressing usefulness of the CMS to the Navy,
a compilation of DD 963 class, LM 2500 removals was General Electric Co., Marine and Industrial Pro-
correlated with the CMS capability. Of the total ject's Dept. "LM2500 Condition and Performance Moni-
number of engine removals (15) which have occurred on toring System" Document No. 7AO02CM103, July 1978
the DD 963 class ships, it has been determined that
two of the removals (i.e., 13 percent of the total) General Electric Co., R.J.E. Dyson, "Interim
would have been predicted with possibly enough time Report on the LM2S00 Condition and Performance Moni-
toring System," T.M. No. 77-290, May 1977

Dept of the Navy, Naval Sea Systems Command,


Contract No. N00024-74-C-5193, April 1974 9

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