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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.
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
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:
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
(Group 3 - Acre
4 - Fuel
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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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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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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
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