1

328.1 MW COMBINED CYCLE GAS TURBINE

MODULE

OPERATION MANUAL

KAWAS SIMULATOR CENTER

 KAWAS GAS POWER PROJECT

NATIONAL THERMAL POWER CORPORATION LTD.

2

EXECUTIVE DIRECTOR’S
ADDRESS

Economic liberalisation, Power Sector reforms and challenges from power multinationals have
awaken the Public Sector Giants having Navaratna status. Power has brought a sea change in
the quality of living of the Indian population. However, with the increase of demand for Power
from all sectors, the need of the hour is to opt for increase in Power Supply either by capacity
addition or by capacity utilisation of our existing power stations. In the competitive environment,
to keep edge over others and to maintain record performance, Power Giant NTPC has geared up
to meet new challenges.

Human Resource Development is the key of success for any industry. NTPC firmly believes that
power plant engineers are to be trained regularly through high technology tools like Real Time
Simulator which provides comprehensive training covering whole spectrum of normal and
abnormal operations in a power plant. In this line, 328.1 MW Real Time Replica Simulator at
Kawas is providing cost and time effective training to operation engineers of all NTPC Gas Power
Projects and other power utilities from India & abroad since 1993.

To augment systematic hands on training, the Kawas Simulator Centre has brought out this first
revised Operation Manual edition in CD – FORMAT after carefully revising and adding a new
topic on “Efficiency aspects of CCPP” and incorporating the feedback received from time to
time.

I hope that the revised edition will serve the need of the practising power engineers to run Gas
Power Stations more efficiently and economically. However suggestions & comments for further
improvement of this manual are welcome and will be appreciated.

I believe that sincere efforts put by the Simulator staff and all faculty members from Kawas (O &
M) Department to bring out this Operation Manual in CD - Format shall go a long way to help
operation engineers to operate power station efficiently leading to better capacity utilisation and
optimum Generation Cost.
I wish all success to Kawas Simulator in its drive for creating a pool of talented
power plant operators.

(L. V. RAO)
EXECUTIVE
DIRECTOR NTPC -
WESTERN REGION
3
STACK – 109 oC
GAS FUEL LIQ FUEL
PRE-HEATER
ECONOMIZER
EVAPO
EVAPO
ECONOMIZER
ECONOMIZER
EVAPO
213 DEG, 7.6 BAR, 40 T/H
EVAPO
520 DEG, 70 BAR, 171 T/H
AIR
BYPASS BYPASS GENERATOR AIR 11.5 KV
11.5 KV
GEN. X-FORMER
CEX PUMPS
LIQ FUEL
XX
ULTIMATE PLANT CAPACITY 328.1 MW + 328.1 MW STARTING DEVICE 1000 KW CRANKING MOTOR. COMPRESSOR 17 STAGES,
AXIAL FLOW TYPE COMBUSTOR CANNULAR TYPE, 14 PORTS, 2 IGNITERS GAS TURBINE 3 STAGE IMPULSE TYPE WASTE HEAT
RECOVERY BOILER
GEN. X-FORMER
220 KV TRANSFER BUS

200 KV MAIN BUS-1 200 KV MAIN BUS-2

DOUBLE DRUM, NON-FIRING, FORCED CIRCULATION TYPE HP STEAM TURBINE 13 STAGE, SINGLE FLOW LP STEAM TURBINE 5
STAGE, DOUBLE FLOW CONDENSER 2 PASSES, STEAM IN SHELLS, WATER IN TUBES COOLING TOWER NATURAL DRAFT TYPE
OUTGOING FEEDERS NAVSARI, HALDARVA, VAV, ICHHAPORE.

HR S G A
4

COMBINED CYCLE GAS TURBINE MODULE – 328.1

MW
STACK – 109 oC
PRE-HEATER
FEED WATER TANK

H R HP S G B
CIRCULATING WATER
GENERATOR
LP
HP CONDENSER
HOTWELL
 COOLING TOWER
X
ECONOMIZER
SUPER HEATER SUPER HEATER SUPER HEATER SUPER HEATER GENERATOR
GAS
COMPRESSOR TURBINE
COMBUSTION
STARTING CHAMBER
DEVICE
COMPRESSOR
GAS
STARTING
COMBUSTION TURBINE DEVICE
CHAMBER
5

6 INDEX

NO. CHAPTERS PAGE NO. 1 Simulator – A Training Tool 07 to 09 2

Introduction to Gas Turbine – GT Plant 10 to 16 3 Kawas Package Power
Plant 17 to 20 4 Compressor Section 21 to 32 5 Combustion Section 33 to 37
6 Turbine Section 38 to 43 7 Starting System 44 to 49 8 Lubrication System
50 to 54 9 GT Cooling Water System 55 to 57 10 Cooling & Sealing air
System 58 to 61 11 Ventilation & Heating System 62 to 63 12 Hydraulic
Supply System & IGV 64 to 68 13 Trip Oil System 69 to 72 14 Gas Fuel
System 73 to 77 15 Liquid Fuel System 78 to 87 16 Atomising air System 88
to 91 17 Fire Protection System 92 to 94 18 GT Operation 95 to 112 19 GT
Control System 113 to 127 20 Speedtronic System 128 to 137 21 GT
Performance & Trouble Shooting 138 to 143 22 Efficiency Aspects Of Gas
Turbine 144 to 162
7 (1)
SIMULATOR –A TRAINING TOOL
Introduction

Kawas Gas Power Plant is composed of two combined cycle modules supplied by M/s GEC Alsthom – France.
Each modules consists of two Gas Turbine Generators 106 MW each), two waste heat recovery boilers (CMI-
Belgium make) and one Steam Turbine Generator 116.1 MW.

The Simulator is designed to reproduce real time behaviour of one module for following operating
conditions:

(1) Each Gas Turbine operating in opens cycle or combined cycle in base or droop mode.
(2) Steam Turbine and Boilers operating in constant or sliding pressure mode. (3) Cold or
hot start up, normal of emergency shutdown, steady or varying Load operation. (4)
Automatic Control system, logics, protection and interlock systems.

Basically Simulator consist of

1. Replica control panel consisting of Centralog CRT, Keyboard to function as Trainee Station.
2. The instructor Station with Simulator Computers. 3. Centralog Control Computers.

The trainee station consists of a single Centralog, based on same hardware as used for reference plant. It
consist of

• One 25” alarm colour CRT,

• Four 19” Colour CRT,
• Four Operator Keyboards,
• Three Log Printers
• Two Colour Hard Copiers.

These peripherals are controlled by a single distributed VME bus architecture using same components as
in reference plant and consist of:

CDS: One data server for management of data traffic on network, Data storage and control of
printers. CVS: Five operator station for mimic display, control and monitoring of
process. UGG: Cluster head connected with Simulator computers for communication management.
CCC-S: SUN-work station connected with Network to perform system start up shut down
modification etc. CCC-M: Engineer workstation with 19” colour CRT and key
board for creation and modification
Mimics. CDS: One data server for management of data traffic on network, Data
storage and control of
printers.

The instructor station basically comprises of two 32-bit HEWLETT PACKARD Computers (HP
9000,834 CH) based on RISC processor technology and having UNIX operating system. Additionally two 19”
Colour CRTs
8
have been provided through which instructor can initiate, control & supervise a Training session. The instructor
Station and trainee Station are connected through a high data link

Instructional features

Simulator provides some very distinct and versatile tools in hands of instructor using which he
can impart highly useful and flexible training. The instructor implements following training features from
instructor console.

INITIALIZATIOIN: - In Simulator, the plant conditions can be created to start a training session from different
situations such as black start up condition, plant at 30 %, 45%, 60% or 100% Load condition. These various
previously stored conditions facilitate to maintain the continuity of training without any time wastage. Such 20
pre-memorised initial conditions are provided. The instructor has the option to read, write or remove at any time a
preselected initial condition.

SNAP SHOP: - This facility is provided to create 10 additional initial conditions by taking snap shop of current
process and C&I status

TIME SCALING: - Simulator can operate in four different time scales. Real time, slow time 1⁄2, slow time1/10
and fast time. Simulator normally operates in real time mode. Slow time mode gives better grasping of fast transient
phenomena. Fast time accelerates some sluggish processes to four times.

FREEZE: - This mode interrupts the simulator and process parameters are frozen in current status. On removal,
the simulation resumes. This feature allows instructor to explain during operation by temporarily freezing the
process.

BACKTRACK: - The status of process parameters is continuously memorised every minute and record is
maintained for past 60 minutes which can be accessed as starting point.

REMOTE FUNCTIONS: - The remote function allows instructor to perform any manual action on the field
devices like opening / closing of a manual valve etc. which are not normally possible from central control room.
There is a provision of 100 remote functions.

MALFUNCTION: - The Simulation is designed to simulate 250 Malfunctions in process models. Such
malfunction is of digital or analog type, the severity of the malfunction is specified by the instructor.

CRY WOLF: - The instructor can spuriously modify any parameter value presented to trainee so as to test his
ability to distinguish about the falseness of a value from other related data.
CURVES: - Simulated process variables can be displayed as curves on a CRT. From menu, the instructor can
modify, cancel or define up to 100 variables for which he wants to visualize the evolution in time.

SOFTWARE ARCHITECTURE: -

The Simulator software is split in to four main blocks.

• Simulation environment
• The process Model
• The C&I Model (Logic & regulation)
• The CENTRALOG Control & supervision.
9

The Simulator environment software provides services like configuration of system hardware, management of
simulation sessions, and tools for development of C&I Models etc. The process model software does the basic
math modelling of plant based on physical laws. It is built from elementary models such as valves, heater, pump,
drum etc. which are connected together to correspond with actual process to be simulated. The process models
have adjustable parameters such as volume, mass, heat exchange coefficient etc., so that models can be adapted to
a given requirement. Process models are written in FORTRAN 77 language. The C&I models simulate the
algorithms involved in control loops & logic circuits. The C&I models are written in GRAFSTEP and FORTRAN-
77 language. The control and supervision software has same functional characteristics as the CENTRALOG
system used to supervise the actual power plant.
10

(2) INTRODUCTION TO GAS TURBINE

GAS TURBINE PLANT

Introduction
The gas turbine is a common form of heat engine working with a series of processes consisting of
compression of air taken from atmosphere, increase of working medium temperature by constant pressure ignition
of fuel in combustion chamber, expansion of SI and IC engines in working medium and combustion, but it is like
steam turbine in its aspect of the steady flow of the working medium.

It was in 1939, Brown Beaver developed the first industrial duty gas turbine. The out put being 4000 KW with
open cycle efficiency of 18%. The development in the science of aerodynamics and metallurgy significantly
contributed to increased compression and expansion efficiency in the recent years.
At Kawas, the GE-Alsthom make Gas Turbine (Model 9E) has an operating efficiency of 31% and 49% in open
cycle and combined cycle mode respectively when natural gas is used as fuel. Today gas turbine unit sizes with
output above 250 MW at ISO conditions have been designed and developed. Thus the advances in metallurgical
technology have brought with a good competitive edge over conventional steam cycle power plant.

Kawas Gas Turbine Plant:

The modern gas turbine plants are commonly available in package form with few functional sub assemblies.

The 9E model GEC-Alsthom package consists of

• Control compartment
• Accessory compartment
• Turbine compartment
• Inlet exhaust system
• Load package
• Generator excitation compartment
• CO2 fire protection unit

Each station component is a factory assembled pretested assembly & is housed in all weather & acoustic proof
enclosure
11
12
13
1
4 COMBINED CYCLE:

Combine cycle power plant integrates two power conversion cycle-Brayton cycle (Gas turbine) and Rankine
cycle (Steam turbine) with the principal objective of increasing overall plant efficiency.

BRAYTON CYCLE Gas turbine plants operate on this cycle in which air is compressed (process 1-2, in P-V
diagram of figure-1B). This compressed air is heated in the combustor by burning fuel, where plant of
compressed air is used for combustion (process 2-3) and the flue gases produced are allowed to expand in the
turbine (process 3-4), which is coupled with the generator. In modern gas turbines the temp. of the exhaust gases
is in the range of 500 °C to 550 ° C

RANKINE CYCLE: The conversion of heat energy to mechanical energy with the aid of steam is based on this
thermodynamic cycle. In its simplest form the cycle works as follows:
• The initial stage of working fluid is water (point 3 of figure 2), which at a certain temperature is pressurised
by a pump (process 3-4) and fed to the boiler
 • In the boiler the pressurised water is heated at constant pressure (process 4-5-6-1)
• Superheated steam (generated at point-1) is expanded in the turbine (process1-2), which is coupled with
generator.

Modern steam power plants have steam temperature in the range of 500°C to 550 °C at the inlet of the turbine.

COMBINING TWO CYCLES TO IMPROVE EFFICIENCY

We have seen in the above two cycles that exhaust is at temperature of 500-550 °C and in Rankine cycle
heat is required to generate steam at the temperature of 500-550 °C. Therefore gas turbine exhaust heat can be
recovered using a waste heat recovery boiler to run a steam turbine on Rankine cycle.

If efficiency of gas turbine cycle (when natural gas is used as fuel) is 31% and the efficiency of Rankine cycle is
35%, then over all efficiency comes to 49%.

Conventional fossil fuel fired boiler of the steam power plant is replaced with a heat recovery steam generator
(HRSG). Exhaust gas from the gas turbine is led to the HRSG where heat in exhaust gas is utilised to produce
steam at desired parameters as required by the steam turbine.
Figure-1B
Figure-1A
15

ADVANTAGES OF GAS TURBINE

PLANT

Some of the advantages are quite obvious, such as fast operation, minimum site investment.

• Low installation cost owing to standardization, factory assembly and test. This makes the installation
of the station easy and keeps the cost per installed kilowatt low because the package power station is
quickly ready to be put in operation.
• Site implementation includes one simple and robust structure to get unit alignment.
• Transport: Package concept makes easier shipping, handling, because of its
robustness.
• Low standby cost: fast start up and shut down reduce conventional stand by cost.
• The power requirements to keep the plant in standby condition are significantly lower than those for
other types of prime movers.
• Maximum application flexibility: The package plant may be operated either in parallel with existing
plants or as a completely isolated station. These units have been used, widely for base, peaking and even
 emergency service. The station can be equipped with remote control for starting, synchronizing &
loading.
• Control reliability: the microcomputer based control, with an integrated temperature system (ITS)
provides accurate control, quick protection and complete sequential start up & shut down &
operation. Maintenance Cost is comparatively low.
16

17 (3)
KAWAS PACKAGE POWER PLANT
BRIEF DESCRIPTION OF THE PACKAGE POWER PLANT

The basic functional sub assemblies of Kawas GT package plant are:

• Control compartment The control compartment contains the equipment needed to provide
control indication and protection functions. Arrangement can be made for manual operation or for remote
unattended operation. The control compartment is located at local control room and includes the turbine control
panel, generator control panel, batteries and battery charger.

• Accessory compartment The accessory compartment, contains the mechanical and control
elements necessary to allow the gas turbine to be a self, contained operational station. The major components
located in the accessory compartment are the lubricating oil system and reservoir, lube oil cooler, starting means,
accessory gear fuel system, turbine gauge panel, hydraulic system and atomising air system, water system,
cranking motor exhaust frame blowers (88TK- 1, 88 TK-2.)

• Turbine compartment The gas turbine has a 17 stage axial compressor. The compressor rotor
consists of individual discs for each stage, and is connected by through bolts to the forward and aft stub shafts.
The turbine rotor consists of three stages, with one wheel for each bucket stage. The turbine rotor wheels are
assembled by through bolts similar to the compressor, and with two spacers, one between the first and second
stage wheels, and the other between the second and the third stage wheels.

The entire stator stages utilize precision cast, segmented nozzles, with the 2nd and 3rd stage segments supported
from the stationary shrouds. This arrangement removes the hot gas path from direct contact with the turbine shell.

The turbine rotor stages also have precision cast, long shank buckets (air foils on the compressor wheels are called
blades, those on turbine wheels are called buckets) and this feature effectively shields the wheel rims and bucket
dovetails from the high temperature of the main gas steam. The gas turbine unit and shells are split and flanged
horizontally for convenience of disassembly. Compressor discharge air is contained by the discharge casing,
combustion wrapper, and turbine shell. The 14 combustion liners are mounted completely inside the combustion
wrapper, which eliminates the need for combustion cans.
 • Inlet and exhaust system The inlet arrangement includes inlet air filters, silencing, ducting
and trash screens to protect the compressor from debris. The inlet arrangements generally comes out from the
back of the inlet air house, over the control and accessory compartments, and down to the inlet plenum, which is
mounted on the turbine base.

The exhaust arrangement includes the ducting, silencing, and necessary expansion joints. The exhaust gases exit
from the side to exhaust plenum, which is mounted separately on its own base, and are directed straight out to the
exhaust arrangement.

• Load package The load package consists of an air-cooled, synchronous generator and
associated equipment. The generator also has roof-mounted terminals for out going leads. An air-cooled open
ventilation of generator and associated equipments can be used in the load compartment
18

• Fire protection unit The fire protection system consisting of on base piping, detectors etc.
capable of distributing a fire extinguishing agent (CO2, or Halon) in all the compartments of the gas turbine and
local control room. The bulk of fire extinguishing agent stage unit is located near gas turbine with one main CO2
skid.

OPERATION The package plant has been designed to provide maximum operational flexibility and simplicity.
The actual operating sequence can be best understood by considering the four basic operating modes: Stand By,
Start, Run and Shutdown.

• Stand by During stand by, each component must be maintained in a state, which allows for immediate start
up operation if needed. All the station components that are affected by low temperature or moisture are fully
protected during stand by. The lubricating oil and the control compartment are maintained at a minimum
temperature. The batteries are kept fully charged and heated. Turbine compartment is also maintained hot.

• Starting the unit Start-up can be ordered either remote or from the control
compartment. (LCR)

The starting sequence is given below: 1. The starting system consists of an induction motor and
torque converter coupled to the accessory gear. 2. The staring system is energized and connected to the
turbine up to the value from which Turbine
becomes self-sustaining. 3. At about 12% normal speed, fuel is injected and ignited. 4. To avoid
thermal shocks in hot parts of turbine, the unit is accelerated under acceleration mode after a
short Warm-up period. 5. When the turbine becomes self-sustaining, the gas turbine speeding up continues,
but the starting system
(Cranking motor) is automatically made off at 60% speed.
 • Running The operator at either the local or remote station has the option of holding the station at
spinning reserve, or loading to a point, or running under maximum load exhaust temperature control. The
load can be varied manually over the entire load range.

• Shut down Upon initiation of a normal shut down signal, either locally or remotely, the following
events occur:

1. The generator load is gradually reduced to zero. 2.

The generator breaker is opened. 3. The fuel supply is
reduced & then is shut off. 4. The gas turbine coasting
down to rest.

The starting system components also provide slow speed rotation of the turbine for cool down
purposes after shut down. A crank and restart can be initiated at any time below 10% speed & can also be
started above 95% speed.
19
GAS TURBINE EQUIPMENT DATA SUMMARY
• COMPRESSOR SECTION
Number of compressor stages Seventeen (17) Compressor type Axial flow, heavy duty Casing
split Horizontal flange Inlet guide vanes Modulated
• TURBINE SECTION
Number of turbine stages Three (3) Casing splits Horizontal Nozzles Fixed area
• COMBUSTION SECTION
Type Fourteen (14) multiple combustors, reverse flow design Fuel nozzles One (1) per
combustion chamber i.e. (one for gas & one for
liquid) Spark plugs Two-(2) electrode type, spring-injected self-retracting. Flame detectors Four
(4),ultra-violet type
• BEARING ASSEMBLIES
Quantity Three (3) Lubrication Pressure lubrication No.1 bearing assembly (Located in inlet
casing assembly)
Active and inactive thrust and journal, all contained in one assembly Journal Elliptical Active
thrust Tilting pad, self-equalizing Inactive thrust Tapered land No.2 bearing assembly (Located
in the compressor discharge casing)
Elliptical journal
No.3 bearing assembly (Located in the exhaust frame)
Journal, tilting pad
STARTING SYSTEM Starting device Electrical starting motor 1 MW drive Torque converter
Hydraulic with adjustor drive Fuel pump Accessory gear-driven, Continuous out put screw type
pump Gas stop ratio & control valve Electro hydraulic servo-control
20
• LUBRICATION SYSTEM
 Lubricant Petroleum base MOT capacity- 3,300 gallons (aprox.) i.e.12,540 litres (aprox.) Main
tube pump Shaft driven. Emergency lube pump D.C. motor driven vertical submerged,
centrifugal type
(88QE) Auxiliary lube pump A.C. motor driven, vertical
submerged, centrifugal (88QA) Heat exchanger (s) Type Oil heat to fresh water Quantity Two in
parallel Filter (s) Type Full flow with transfer valve Quantity Two (Duplex) Cartridge type Five-
micron filtration pleated paper.

• HYDRAULIC SUPPLY SYSTEM

Main hydraulic supply pump Accessory gear-driven, variable positive

displacement, axial piston Auxiliary hydraulic supply pump Driven by electric motor (88HQ), with
accumulators- 2 nos.

• COOLING WATER SYSTEM

Pumps Two water pumps located on lube oil tank inside the
accessory compartment. Water
cooling modules 15 nos. fans and finned tube radiators

• CONTROL SYSTEM

SPEEDTRONIC MARK IV control system

Note: -Two additional cooling water pumps and associated finned tube radiators are provided for each
gas turbine generator cooling.
(4) 21

COMPRESSOR SECTION

• GENERAL

Description: The axial-flow compressor section consists of the compressor rotor and the casing. Included
within the compressor casing are inlet guide vanes, the 17 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 blading 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 in 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
bearing cooling sealing, and for pulsation control during start-up (to avoid surging). Since minimum
clearance between rotor and stator provides best performance in a compressor, parts have to be assembled
very accurately.

• COMPRESSOR ROTOR

DESCRIPTION The compressor rotor is an assembly of 15 individual wheels; two stub shafts, each with
an integral wheel, tie bolts, and the compressor rotor blades. Each wheel and the wheel portion of each
stub shafts have slots broached around its periphery. The rotor blades and spacers are inserted into these
slots and are held in axial position by staking at each end of the slot. The wheel and stubshafts 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 to a fine limit.

The forward stub shaft is machined to provide the forward and aft thrust faces and the journal for the No.1
bearing, as well as the sealing surfaces for the No.1 bearing oil seals and the compressor low pressure air
seal.

• COMPRESSOR STATOR General The stator (Casing) area of the compressor section is
composed of four major sub-assemblies:
1. Inlet casing 2. Forward
compressor casing 3. Aft
compressor casing 4. Compressor
discharge casing

These sections, in conjunction with the turbine shell, constitute the outer wall of gas path annuls and forms
the structural backbone of the unit. The casing bone is maintained at close tolerances with respect to the
rotor blade tips for maximum aerodynamic efficiency.
22
23

Inlet casing The inlet casing is located at forward end of the gas turbine. Its prime function is to direct
the air uniformly from the inlet plenum into the compressor. The inlet casing also supports the bearing
no.1 assembly/ thrust bearing. Variable inlet guide vanes are located at the aft end of the inlet casing.
Forward compressor casing The forward compressor casing contains the 1st through 4th compressor
stages. One end of the forward support plate is bolted and doweled to this casing’s forward flange, and
the other end is bolted and doweled to the turbine base. It is equipped with two large integral casing
 trunnions, which are used to lift the gas turbine when it is separated from its base. Aft compressor
casing The aft compressor casing contains the 5th through 10th compressor stages. Extraction ports in the
casing permit removal of 5th stage and 11th stage compressor air. The 5th stage air is used for cooling and
sealing functions, and the 11th stage extraction is used for bleeding air to the exhaust plenum during start
up and shutdown for pulsation control
24
25
26
27
2
8 Compressor discharge casing

This casing contains the 11th to 17th compressor stages, two rows of exit guide vanes, and the discharge
diffuser.
The functions of the compressor discharge casing are to support the stator blading, to provide the inner
and outer sidewalls of the diffuser and to join the compressor and turbine stators. This casing also provides
inner support for the No.2 bearing assembly and seal with the first stage turbine nozzle assembly via the
support ring.

The compressor discharge casing consist of two cylinders one being a continuation of the compressor
casing and the other being an inner cylinder that surrounds the compressor rotor. Radial struts connect the
two cylinders.

The supporting structure for the No.2 bearing assembly is contained within the inner cylinder. A diffuser
is formed by the tapered annulus between the outer and inner cylinders of the discharge casing.

• BLADING The compressor rotor blades are airfoil shaped and are designed to compress air
efficiently at high blade tip velocities. The forged blades are attached to their wheels by axial dovetail
connections. The dovetail is accurately machined to maintain each blade in the desired location on the
wheel. The compressor stator blades are also forged airfoils. Stage 1 to 8 is mounted by axial dovetails in
to blade ring segments. The blade ring segments are inserted into circumferential grooves in the casing
and are held in place with locking keys. Stage 9 through the exit guide vanes is mounted on individual
rectangular bases that are inserted directly into circumferential grooves in the casing.
29
30
31

• COMPRESSOR AIR EXTRACTION

General
During operation of the gas turbine, air is extracted from various stages of the axial flow compressor to:
 1. Cool the turbine parts subject to high operating temperature.
2. Seal the turbine bearings. 3. Provide an operating air supply
for air operated valves. 4. Air bleeds off to avoid pulsation. 5.
For pulse Jet-cleaning system. 6. Fuel nozzle atomising air.

5th stage air Air is extracted from the compressor 5th stage and is externally piped from connections in
the upper and lower half of the casing for cooling and sealing of all rotor bearings.

11th stage Air Air from the compressor 11th stage is bled only during unit start-up and shut down for
pulsation control. The compressor bleed valves are closed during unit operation.

17th stage Air Air extracted from the compressor 17th stage flows radially inward between the stage 16
and 17 wheels, to the rotor bore, and then aft to the turbine where it is used for cooling the turbine 1st and
2nd stage buckets and rotor wheel spaces.

Compressor discharge air Air extracted from compressor discharge is used for liquid fuel atomising air,
stage 1 nozzle vane and retaining ring cooling, stage 2 nozzle cooling, pulse & for Pulse Jet cleaning
system.

Variable inlet guide vanes

Variable inlet guide vanes are located at the aft end of the inlet casing. The position of these vanes has
an effect on the quantity of compressor airflow. Movement of these guide vans is accomplished by the
inlet guide vane control ring that turns individual pinion gears attached to the end of each vane. The
control ring is positioned by a hydraulic actuator and linkage arm assembly.
32

33 (5)
COMBUSTION SECTION

GENERA
L

Description The combustion system is of the reverse flow type with 14 combustion chambers arranged
around the periphery of the compressor discharge casing. This system also includes fuel nozzles, spark
plug ignition system, flame detectors, and crossfire tubes. Hot gases, generated from burning in
combustion chambers, are used to drive the turbine.

High-pressure air from the compressor discharge is directed around the transition pieces and into the
combustion chambers inlets. This air enters the combustion zone through metering holes for proper fuel
combustion and through slots to cool the combustion liner. Fuel is supplied to each combustion chamber
through a nozzle designed to disperse and mix the fuel with the proper amount of combustion air

Orientation of the combustion around the periphery of the compressor is shown on figure CS-
1.Combustion chambers are numbered counter-clockwise when viewed looking down-stream and starting
from the top of the machine. Spark plug and flame detectors locations are also shown.

COMBUSTION WRAPPER, COMBUSTION CHAMBERS AND CROSSFIRE

TUBES

Combustion Wrapper Combustion wrapper forms a plenum in which the compressor discharge air flow
is directed to the combustion chambers. Its secondary purpose is to act as a support for the combustion
chamber assemblies. In turn, wrappers are supported by the compressor discharge casing and the turbine
shell.

Combustion chambers: Discharge air from the axial flow compressor flows into each combustion flow
sleeve from the combustion wrapper as shown in figure CS-2. The air flows up-stream along the outside
of the combustion liner reaction zone through the nozzle swirl tip, through metering holes in both the cap
and liner and through combustion holes in the forward half on the liner.

The hot combustion gases from the reaction zone pass through a thermal soaking zone and then into dilution
zone where additional air is mixed with the combustion gases. Metering holes in the dilution zone allow
the correct amount of air to enter and cool the gases to the desired temperature. Along the length of the
combustion liner and in the liner cap, there are openings whose function is to provide a film of air for
cooling the wall of the liner and the cap as shown in figure CS-2. Transition pieces direct the hot gases
from the liners to the turbine nozzles. All fourteen combustion liners, flow sleeves and transition pieces are
identical.

Crossfire tubes: All fourteen combustion chambers are interconnected by means of crossfire tubes.
These tubes enable flame from the fired chambers to propagate to the unfired chambers.
3
4 SPARK PLUG AND FLAME DETECTORS

Spark plug: Combustion is initiated by means of the discharge from two high-voltage, retractable-
electrode spark plugs installed in adjacent combustion chambers (No.12 and 13) These spring-injected
and pressure- retractable plugs receive their energy from ignition transformers. At the time of firing,
spark at one or both plugs ignites the gases in a chamber. The remaining chambers are ignited by
crossfire through the tubes that interconnect the reaction zones of the remaining chambers. As rotor speed
increases, chamber pressure causes the spark plugs to retract and the electrodes are removed from the
combustion zone.
Flame Detectors: During the start up sequence, it is quite essential that an indication of flame or no-
flame to be transmitted to the control system. For this reason, a flame monitoring system is used
consisting of four sensors which are installed on four combustion chambers No.4, 5 and 10, 11 and an
electronic amplifier which is mounted in the turbine control panel.

The ultraviolet flame sensor consists of a flame sensor containing a gas filled detector. The gas within this
flame sensor detector is sensitive to the presence of ultraviolet radiation, which is emitted by a hydrocarbon
flame. D. C. voltage, supplied by the amplifier, is impressed across the detector terminals. If flame is
present, the ionisation of the gas in the detector allows conduction in the circuit, which activates the
electronics to give an output voltage defining flame. Conversely, the absence of flame will not generate
any voltage defining “no flame’’.

After the establishment of flame, if voltage is re-established to the sensors defining the loss (or lack) of
flame a signal is sent to a relay panel in the turbine electronic control circuitry where auxiliary relays in the
turbine firing trip circuit which shutdown the turbine. The FAILURE TO FIRE or LOSS OF FLAME is
also indicated on the annunciator. If the loss of flame is sensed by only one flame detector sensor, the
control circuitry will cause an annunciation only of this condition.

If more than two sensors are not showing flame then only turbine trips.
35
36
37

38 (6) TURBINE
SECTION

General The three-stage turbine section is the area in which the energy in the hot pressurized gas
produced by compressor and combustion sections is converted into mechanical energy. The MS 9E major
turbine section components include: the turbine rotor, turbine shell, exhaust frame, exhaust diffuser,
nozzles and diaphragms, buckets & shrouds, and No.3 (aft) bearing assembly, spacers.

TURBINE
ROTOR

Structure The turbine rotor assembly consists of a forward wheel shaft, the first, second and third stage
turbine wheels and buckets, two turbine wheel spacers, and the aft turbine wheel shaft. Concentricity
control is achieved with mating rabbets on the turbine wheels, spacers and wheel shafts. The turbine rotor
is held together by twelve (12) through bolts.

Selective positioning of rotor members is performed during assembly to minimize balance corrections
during dynamic balance of the assembled rotor. The forward wheel shaft extends from the first stage turbine
wheel to the aft flange of the compressor rotor assembly. The journal for the No.2 bearing is a part of this
wheel shaft.

The aft wheel shaft connects the third stage turbine wheel to the load coupling. The wheel shaft includes
the No.3 bearing journal.

Spacers between the first and second stage turbine wheels and between the second and third stage turbine
wheels provide axial separation of the individual wheels. The spacer faces include radial slots for cooling
air passages. Labyrinth packings are provided in second and third stage diaphragms with mat with the
corresponding sealing lands of the spacers.

Buckets The turbine bucket length increases from the first to the third stage. The first and second stage
buckets are cooled by internal airflow. Air is introduced in to each bucket through a plenum at the base of
the bucket dovetail. The air flows outward through a series of radial cooling holes and exits in to the gas
path at the bucket tips. The holes are spaced and sized to obtain cooling of the airfoil, with minimum
compressor extraction air.

The third stage buckets are not air-cooled. The second and third stage buckets have tip shrouds with
interlock buckets to provide vibration damping, and are mounted with seal teeth that reduce the tip leakage
flow.

The three stages of turbine buckets are attached to their wheels by straight, axial entry, multiple tangs
dovetail that fit into machined cutouts in the rims of the turbine wheels. The bucket vanes are connected to
their dovetails by means of shanks. These shanks locate the bucket-to-wheel attachment at a significant
distance from the hot gases, which reduces the temperature at the dovetail. The turbine rotor assembly is
arranged so that the buckets can be replaced without unstacking the wheels, spacers, and wheel shaft
assemblies. Buckets are selectively positioned such that they can be replaced without having to rebalance
the wheel assembly.
39

Turbine rotor cooling The turbine rotor is cooled by means of a positive flow or relatively cool (relative
to hot gas path air) air- extracted from the compressor. Air extracted through the rotor, ahead of the
compressor 17th stage, is used for cooling the 1st and 2nd stage buckets and the 2nd stage aft and 3rd stage
forward rotor wheel spaces. This air also maintains temp of the turbine wheels, turbine spacers, and
wheel shaft at approximately compressor discharge temperature to assure low steady state thermal
gradients thus ensuring long wheel life. The 1st stage forward wheel space is cooled by air that passes
through the high-pressure packing seal at the aft end of the compressor rotor. The 1st stage aft and 2nd
stage forward wheel spaces are cooled by compressor discharge air that passes through the stage 1
shrouds and then radially inward through the stage 2nd nozzle vanes. Cooling air that exits from the
exhaust frame cooling circuit cools the 3rd aft wheel space.

TURBINE
STATOR

Structure The turbine shell and the exhaust frame constitute the major portion of the MS 9E gas turbine
stator structure. The turbine nozzles, shrouds, No. 3 bearing and turbine exhaust diffuser are internally
supported from these components.

Turbine Shell The turbine shell controls the axial and radial position of the shrouds and nozzles, and
thus controls turbine clearances and the location of the nozzles relative to the turbine buckets. This
positioning is critical to gas turbine performance. In addition, eddy current probe holes, nozzle deflection
holes and bore scope holes are provided for inspection of buckets and nozzles.

The turbine shell is cooled by motor driven external air blower, which is piped in to the exhaust frame
plenum. Part of this cooling air passes through a series of axial holes and exits into the turbine compartment
before venting.

Nozzles In the turbine section there are three stages of stationary nozzles. Because of the high-pressure
drop across these nozzles, there are seals at both the inside and outside diameters to prevent loss of
system energy by leakage.

The first stage nozzle is made up of 18 cast nozzle segments, each with two vanes, and is cooled with
compressor discharge air. A core plug is inserted in each vane to improve cooling effectiveness.

The segments are contained by a horizontally split retaining ring which remains centered in the shell and
allows for radial growth resulting from changes in temperature. The second stage nozzle is also cooled with
compressor discharge air. A core plug is inserted in each vane to improve cooling effectiveness. The nozzle
is made up of 16 cast segments, each with three vanes. The nozzle segments are held in circumferential
position by radial pins from the shell into axial slot in the nozzle outer sidewall. The third stage nozzle
consists of 16 cast segments, each with four vanes. It is held in the turbine shrouds in a manner identical to
that used in second stage nozzles.
40

Diaphragms Attached to the inside diameters of both the second and third stage nozzle segments are the
nozzle diaphragms. These diaphragms prevent air leakage past the inner sidewall of the nozzles and the
turbine rotor. The high/low labyrinth-type seal teeth are machined into the inside diameter of the
diaphragm. They mate with opposing sealing glands on the turbine rotor. Minimal radial clearance
between stationary parts (diaphragm and nozzle) and the moving rotor are essential for maintaining low
inter stage leakage. This results in higher turbine efficiency.

Shrouds The turbine bucket tips run directly under stationary annular curved segments called turbine
shrouds. Primary function of shroud 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 shell. By accomplishing this function, the shell-cooling
load is drastically reduced, the shell diameter is controlled, the shell roundness is maintained and the
important turbine clearances are assured. The shroud segments are maintained in the circumferential
position by radial pins from the shell. Interconnecting tongues and grooves seals joints between shroud
segments.

Exhaust frame The exhaust frame is bolted to the aft flange of the turbine shell. Structurally, the frame
consists of an outer and an inner cylinder interconnected by the radial struts. The No.3 bearing is
supported from the inner cylinder.
41
42
43

44 (7) STARTING SYSTEM

General and simplified schematic
Before the gas turbine can be fired and started, it must be rotated or cranked by the accessory
equipment. This is done by an induction motor, operating through torque converter to provide
cranking torque and speed required by the turbine for start-up. The starting system consists of an
induction motor and torque converter coupled to the accessory gear.
A motor driven torque adjustor drive, which is an integral part of the converter system, provides
the means for adjusting torque output within specified ranges. Also control of the torque converter
is achieved via an integrally mounted unloading solenoid valve 20 TU-1 and a hydraulically
operated dump valve. Refer figure SS-1.
After the shut down order, when the decreasing speed reaches below 100 rpm, then torque
converter motor sets torque adjustor to the minimum torque and a turning gear motor starts.
Turning gear speed is 110 rpm (3.3 %)
PART NOMENCLATURE 20 TU-1 Torque converter unloading (drain) solenoid valve 23 CR-1
23 CR-2 23 CR-3
Heater in cranking motor
26 CR-1 Cranking motor, high temperature 33 TC-1 Limit switch torque converter filling valve
33 TM-5 Torque adjustor- limit switch/low torque limit 33 TM-6 Torque adjustor-limit
switch/high limit 88 CR-1 Cranking motor 88 TG-1 Turning gear motor 88 TM-1 Torque
adjustor-drive motor 96 TM-1 Position transmitter
4
5 FUNCTIONAL DESCRIPTION

Start-up function description In the normal starting sequence, fluid is admitted into the torque
converter hydraulic circuit from the lubrication system by the integral 20 TU-1 valve. The torque
convertor angle is kept at 66 degree to provide maximum torque during the start up from zero speed.
After few seconds the starting motor 88 CR is energized. Breakaway is achieved and the turbine starts to
rotate & turbine speed increases to 10 % speed when the speed relay 14 HM picks up. At this point when
the torque convertor angle is reduced to 50% and 1 minute purging cycle starts. After completion of 1
minute purging timer, the solenoid 20 TU is de-energised & oil supply to torque convertor is stopped,
which results into decrease of shaft speed to firing speed (12 %). During this, the torque convertor angle
comes down to its firing angle (15 degree). When shaft reaches the firing speed, the stop valves open and
allows the start up fuel to flow into the combustion chamber for firing. If within one minute, any 2/4
flame scanner senses the flame, then warm up timer (1 minute) starts. Otherwise turbine coast down.
During this 1 minute warm up cycle, constant fuel is maintained to minimise the thermal shock during
start up. When turbine reaches the firing speed, solenoid 20 TU is energised. After 5 second of flame
sensing, the torque convertor angle is increased to maximum to cater for the acceleration cycle which i9s
started immediately after completion of 1 minute warm up timer.

Readjustment of the converter geometry (torque adjustment) at the end of warm-up allows the torque
converter to assist in accelerating the unit up to self-sustaining speed. This speed, (about 60% of normal
speed), the torque converter hydraulic circuit is drained, by de-energizing solenoid valve 20 TU-1. At the
same time cranking motor 88 CR is de-energized, which effects disconnection. A crank and restart can be
initiated at any time below 14 HM speed. Various switches provide torque adjustment range limits. These
are TM-5 and TM–6, to limit the torque in case of malfunction of the system.

Shut-down The shutdown order is given and the turbine speed slows down at about 3.3% speed, when 14
HP drops & the turning motor 88 TG starts. Solenoid valve 20 TU-1 is energized and the torque is
adjusted to 34% allowing to turn the turbine at a speed 100 rpm for cool down purpose after shut down.
This cool down sequence lasts at least 14 hours. It must be manually stopped to bring turbine to standstill
position.

Turning The turbine is at standstill & all circuits are ready for turning. The operator turns the operation
selector switch 43 of the turbine control panel to position TURNING “then gives a”START “order. The
starting motor 88 CR starts and 20 TU-1 energized. When the speed reaches about 4%, motor 88CR is
stopped. The speed decreases a little and at about 3.3% speed, turning motor 88 TG starts. Re-adjustment
of the converter geometry (torque adjustment) will allow a turning speed of about 100 rpm. Turning will
last at least 14 hours. It must be manually stopped. 88 TM-1 is the motor that operates the vanes in torque
adjustor device. The position transmitter 96 TM-1 indicates the position of the buckets on the wheels of
the torque converter.
TORQUE CONVERTER AND STARTING DRIVE COMPONENTS The starting motor drives the
torque converter input through a flexible coupling. The torque converter output is coupled to the
accessory gear and provides the required torque multiplication for the starting motor to drive the turbine.
The main parts of torque converter are the impeller driven by the input shaft, the turbine wheel, which
drives the output shaft, and the stator, which directs fluid from the impeller to the turbine at the correct
angle to produce the required output torque.
4
6 The function of the accessory gear in this system is to drive a number of the control components as well
as to provide the connection between the starting motor and gas turbine compressor. It is permanently
coupled to turbine compressor shaft by a flexible coupling.

ACCESSORY DRIVE General The accessory drive gear, located at the compressor end of the gas
turbine, is a gear assembly coupled directly through a flexible coupling to the turbine rotor. Its function is
to drive each gas turbine accessory at its proper speed. In addition, it contains the system main lube oil
pumps and the turbine over speed bolt mechanism.

Contained within the gear casing are the gear trains, which provide the proper gear reductions to drive the
accessory devices at the required speed, with the correct torque value. Accessories driven by the gear
include: the main lube oil pump, the main hydraulic supply pump, the liquid fuel pump, and the main
atomising air compressor. Lubrication of the gear is from the turbine’s pressurized bearing header oil
supply.

A high-pressure turbine over speed trip (capable of mechanically dumping the oil in the trip circuit) is
mounted on the exterior casing of the gear. This device can shut the turbine down when the speed
exceeds the design speed. The over speed bolt which actuates the trip upon over speed is installed in the
main shaft.

DESCRIPTION For ease of maintenance and inspection, the gear casing is split at the horizontal plane
into an upper and lower section. Interconnected shafts are arranged in a parallel axis in the lower casing.
Three of the shafts are located on the same horizontal plane as the casing joint.

The gear consists of four parallel axis, interconnected shafts arranged in a casing, which provides mounting
pads for the various driven accessories. With the exception of the lube oil pump and hydraulic supply pump
shaft, all the shaft centre lines are located on the horizontal joint of the accessory drive casing.

The gear casing is made of cast iron and split at he horizontal joint to facilitate assembly. The lower casing
has a closed bottom with openings for lube oil pump suction and discharge lines and casing drain line.

All of the shafts are connected together by single helical gears, which are shrunk to the shaft after the teeth
are cut. It is possible, in some instances to remove individual gear, which may have been damaged in
 service, and to replace them with new gear. This operation, however, should be performed at the factory
so that the required precision may be maintained.

All the shafts located on the horizontal joint are contained in babbit-lined steel-backed journal bearings
with integral thrust faces which are split on the horizontal joint of the casing. The thrust faces of the
bearings maintain the shafts in their proper axial location and the necessary thrust clearance is preset at the
factory. The shafts which are not on the horizontal joint are contained in babbit-lined, steel backed, non-
split bushings with integral thrust faces. Their thrust clearance is likewise preset at the factory. The main
lubricating oil pump is located on the inboard wall of the lower half casing of the accessory drive gear.
47
48

49 (8)
LUBRICATION SYSTEM

DESCRIPTION AND SIMPLIFIED SCHEMATIC The lubricating requirements for the gas turbine
power plant are furnished by a common forced-feed lubrication system. This lubrication system,
complete with tank pumps, coolers, filters, valves and various control and protection devices, furnishes
normal lubrication and absorption of heat load of the bearing of gas turbine. Lubricating fluid is
circulated to the three main turbine bearing, generator bearings, and to the turbine accessory gears and
fuel pumps. Also lubricating fluid is supplied to the starting means torque converter for use as hydraulic
fluid as well as for lubrication. Additionally, a portion of the pressurized fluid is diverted and filtered
again for use by hydraulic control device as control fluid. The lubrication system including all major
components shown in figure LS-1

Major system components include:

• Lube reservoir in the accessory base;
• Main lube oil pump (shaft driven from the accessory gear)
• Auxiliary lube oil pump and emergency lube oil pump
• Pressure relief valve VR-1 in the main discharge
• Lube oil heat exchangers
• Lube oil filters
• Bearing header pressure regulator VPR-2

Lube fluid temperatures are indicated on the thermometers, which may be located in the bearing header, bearing
drains, or the oil tank.

Lubricating fluid for the main, auxiliary and emergency pumps are supplied from reservoir, while lubricating fluid
used for control oil supplied from the bearing header. This lubricant must be regulated to the proper, predetermined
pressure to meet the requirements of the main bearings and the accessory lube oil system, as well as the hydraulic
control and trip circuits. Regulating devices are shown on the lube oil System Schematic diagram LS-1. All
lubricating fluid is filtered and cooled before being piped to the bearing header.

The reservoir for the lubricating system is the 3300 Gallon (i.e.12540 Litres) tank, which is fabricated as an integral
part of accessory base. Lubricating fluid is pumped from the reservoir by the main shaft driven pump (part of
accessory gear) or auxiliary or emergency pumps at a pressure of 25 psi (g) (i.e.1.75 bar) to the bearing header,
the accessory gear and the hydraulic supply system. After lubricating the bearing, the lubricant flows back through
various drain lines to the lube reservoir.

All lubricant pumped from the lube reservoir to the bearing header flows through the lube fluid heat exchanger(s)
to remove excess heat and then through the cartridge type filters providing five-micron filtration. The dual heat
exchangers are connected in parallel. Filtration of all lube oil is accomplished by a 5 micron, pleated paper filter,
installed in the lube oil system just after the lube oil heat exchanger. Two (dual) filters are used with a transfer
valve installed between the filters to direct oil flow through either filter and into the lube oil headier. The dual
filters have removable resin-impregnated paper pleated filter elements and a differential pressure gauge, which
indicates when the filter element should be changed. Differential pressure switch 63 QQ-1 will cause an alarm if
differential pressure across the oil filters becomes too high.

Lubricant from the turbine bearing No.1 assembly is piped through an internal drain line to the lube oil tank. Drain
from the other turbine and generator-bearing assemblies are piped to a surge tank and then to an externally routed
drain header that interconnects the accessory base, turbine base and generator base. The lube fluid drain
50 flows forward through this common drain header to the lube reservoir. The main oil reservoir
receives sealing air also, which flow into three bearing seals & then into the reservoir.
A lube oil level gauge and alarm system, composed of a hermetically sealed, float arm-operated
device, is mounted to the side of the lube oil reservoir above the maximum expected level of the
lube supply. The float mechanism operates a dial gauge and two devices switches 71 QH and 71
QL. The switches are connected into the alarm circuit of the turbine panel scope and sound an
audible alarm if the liquid level rises above, or fall below a predetermined level. A lubricant drain
connection is located on the side of the accessory base to drain the lube reservoir.
For the accessory coupling, lubricating oil is filtered through a dual filter system with a transfer
valve. This system provides a 0.5-micron filtration. During standby periods, the lubricating fluid
is maintained at a viscosity proper for turbine start-up by heaters installed in the lube reservoir.
Temperature switches sense reservoir fluid temperature, and control the heaters to maintain fluid
temperature to achieve allowable viscosity. Another temperature switch senses reservoir
temperature, and will not permit the turbine to be started if the fluid temperature droops below the
viscosity required for start-up.
PART NOMECLATURE 23 QT-1,-2 Immersion heater. Lube oil tank. 26 QA-1 Lube oil header
high temperature alarm. Temperature switch. 26 QL-1 Lube oil tank temperature. Low
temperature switch 26 QN-1 Lube oil tank temperature. Normal temperature switch. 26 QT-1A
 26 QT-1B
Lube oil header high temperature trip temperature switch.
63 QA-1 Low lube oil pressure, Auxiliary pump start pressure switch. 63 QL Low lube oil
pressure, Emergency pump start pressure switch. 63 QQ-1 Main lube oil filter differential
pressure alarm. 63 QT-2A 63 QT-2B
Low lube oil pressure trip. Pressure switch (On the generator).
71 QH-1 High lube oil level. Alarm. 71 QL-1 Low lube oil level. Alarm. 88 QA Auxiliary lube
oil pumps motor. 88 QE Emergency lube oil pumps motor. VPR-2 Bearing header pressure
regulator valve. VR-1 Main lube pump pressure relief valve. LT-TH-1 Lube oil system turbine
header thermocouple. LT BT ID Lube system temperature turbine no.1 thrust bearing drain. LT
B ID Lube system temperature- turbine bearing no.1 (sump) drain. LT B 2D Lube system
temperature- turbine bearing no.2 (sump) drain. LT B ID Lube system temp. Turbine bearing
no.1 (sump) drain. LT B 3D Lube system temp. Turbine bearing no.3 (sump) drain. LT-G 1D
Lube oil system temp. Generator bearing no.4. LT-G2D Lube oil system temp. Generator
bearing no.5.
5
1 LUBRICATING OIL PUMPS Lubrication to the bearing header is supplied by three lube oil pumps
1 The main lube supply pump is positive displacement type pump mounted in and driven by the accessory
gear. 2 The auxiliary lube supply is a submerged centrifugal pimp driven by an A.C.
motor. 3 The emergency lube supply pump is a submerged centrifugal pump driven by a D.C.
Motor.

Main lube pump The main lube pump is built in to the inboard wall of the lower half casing of the accessory
gear. A splind quill shaft drives it from the lower driver gear. A backpressure valve to maintain system pressure
limits the out put pressure to the lubrication system.

Auxiliary Lube Pump Auxiliary Lube Pump is a submerged centrifugal type pump driven by an AC motor It
provides lubricant pressure during start-up and shutdown of the gas turbine when the main pump cannot supply
sufficient pressure for safe operation. Operation of this pump is as follows:

The auxiliary lube pump is started by a lube oil pressure low alarm switch (63 QA-1). This causes the auxiliary
pump to run under low lube oil pressure conditions, as is the case during start-up or shutdown of the gas turbine
when the main pump, driven by the accessory drive device, does not supply sufficient pressure. At turbine start-
up, the AC pump start automatically when the master control switch on the turbine control panel is turned to the
START position.

The auxiliary pump continues to operate until the turbine reaches approximately 95 percent of operational speed.
At this point, the shaft-driven, main lube pump supplies the auxiliary lube pump shutdown and system pressure.

During the turbine starting sequence, the pump starts when the start signal is given. The control circuit is through
the normally closed contacts of pressure switch 63 QA-1. The pump will run until the turbine operating speed is
reached (operating speed relay 14 HS pick up), even though the lube oil header is at rated pressure and the pressure
switch (63 QA-1) contacts have opened. When the turbine is on the shutdown sequence, this pressure switch will
signal for the auxiliary pump to start running when the lube oil header pressure falls to the point at which the
contacts of the switch are set to close.

Emergency Lube pump The emergency lube pump is a DC motor-driven pump, of submerged centrifugal type.
This pump supplies lube oil to the main bearing header during an emergency shutdown in the event the auxiliary
pump has been forced out of service because of loss of AC power, or for other reasons. It operates as follows:

This pump is started automatically by the action of pressure switch 63 QL whenever the lube oil pressure in the
main bearing header fails below the pressure switch setting.

When the auxiliary lube oil pump is started, the emergency pump will be stopped by a pressure switch (63 QL)
after the header pressure exceeds the setting switch.

Should the auxiliary pump fail during the shut-down sequence, because of an AC power failure or any other cause,
the emergency lube oil pump will be started automatically by the action of low lube oil pressure switch 63 QL and
continue to run until the turbine shaft comes to rest.

Test valve for low lube oil pressure. Auxiliary pump start.
5
2A gauge mounted test valve is also used to provide the means of checking the automatic operation of the
auxiliary lube oil pump and pressure switch 63 QA-1, while the unit is operating normally on the lube pump.

The test valve is installed in the piping after the switch and it is normally closed holding the lube oil system pressure
on the switch. When a test is performed, the test valve should be opened gradually to lower the lube oil system
pressure in switch piping. This oil pressure is indicated on a gauge connected into the pressure line. The gauge
provides a means of checking the pressure point at which the switch operates and starts the pump, when the oil
pressure falls to the setting of switch 63 QA-1.

Test valve for low lube oil pressure, Emergency start. A test valve, mounted on the gauge cabinet, provides
the means of checking automatic start-up of the emergency lube oil pump and pressure switch 63 QL. This can
be done while the unit is operating normally on the main lube oil pump.

The test valve is normally closed and maintains lubricating system pressure on the switch. When a test is
performed, the test valve have should be opened gradually to lower lubricating system pressure in the piping in
which switch is mounted. (Refer to the pressure gauge to determine the effect of this action). It provides the means
of checking the pressure points at which the switch operate to start the pump. A low lubricating fluid pressure
indication should occur before the pump is started. Upon closing the test valve, lube pressure is returned to normal
and the pump should stop as a result of the restoration on the 63 QL switch.

PRESSURE, TEMPERATURE REGULATION AND PROTECTION DEVICES

Pressure regulation Two regulating valves are used to control lubrication system pressure. A back-pressure
relief valve VR-1, limits the positive displacement main pump discharge header pressure and relieves excess
fluid to the lube reservoir. The lube pressure in the bearing header is maintained at approximately 25 psi (g)
(i.e.1.75 bar) by the diaphragm operated regulating valve VPR-2. This valve has orifices which permits 80%
flow. The diaphragm valve is operated by sensing fluid pressure in the bearing header.

Pressure and temperature protective devices A pressure switch that opens after a decrease of line pressure to a
specified value and trips the unit detects the condition of low lubricating fluid pressure. Pressure switches 63
QT-2A and 63 QT-2B are installed in the lubricant feed piping gives an alarm if the lubricant pressure drops to
an unacceptable level. Similarly temperature switches 26 QA-1, 26QT-1A & 26 QT-1B are installed in the
lubricating fluid header piping and cause an alarm to sound and tripping of unit, should the temperature of the
lubricant to the bearings exceed a preset limit. The setting of switches is such that an alarm is actuated by 26
QA-1, before the turbine is tripped by temperature switches 26 QT-1A, &26 QT-1B. Provisions are made for
checking lube flow to the main turbine and generator bearing by means of oil sight, thermocouples, and
thermometers. In addition, thermometers are provided to indicate temperature in the lube bearing reservoir
header.
53
54

55 (9) GT
COOLING WATER SYSTEM
General The cooling water system is a pressurised closed system designed to accommodate the heat dissipation
requirements of the lubrication system, the atomising air system and the turbine support legs. An aqueous
solution of ethylene glycol is used in the system; therefore, it is capable of performing its function throughout the
year if the ambient temperature is not too high. During frost the cooling system must be filled with an aqueous
solution of ethylene glycol.

Cooling water system consists of the cooling cells, the pumps, miscellaneous valve and certain control and
protection devices. PART NOMENCLATURE
26 WH-1 Cooling water temperature - Moderate (Stop cooling water fan motor) 26
WH-2 Cooling water temperature - High (Starting cooling water fan motor) 63
Low cooling water pressure- pump for starting back up .
WL-1 63 WL-2 88
Cooling water pump motor.
CR Cranking motor 88 WC-1 88 WC-2 VTR-1
Bearing header temperature regulating valve VTR-2 Atomizing air pre-cooler
 discharge temp. Regulating valve

FUNCTIONAL DESCREPTION The cooling water system circulates water as a cooling medium to maintain
the lubricating oil temperature at acceptable levels and to cool several other turbine components. Water is
circulated in parallel through the lube oil and the atomising air heat exchangers, and turbine support legs. After
absorbing the heat rejected by these items, the coolant flows through the cooling equipment where it gets cooled.

The coolant circulation is done by two motor-driven pumps 88 WC-1 and WC-2; one of these is a standby. These
pumps are of A.C. motor driven centrifugal type pumps. If pump 88 WC-1 is in service and if its outlet pressure
drops to a preset level on the manostat 63 WL-1 located at its outlet, the motor-pump 88 WC-2 receives a starting
order. It operates in the same way for 88WC-2. If manostat 63 WL-2 registers a pressure drop, the pressure reaches
its set value; the motor-pump 88 WC-1 receives a starting order.

If the standby pump is running and still pressure drops to the preset level of a manostat located at the outlet of
the motor-pumps assembly, an alarm appears.

The coolant circuit for the lube oil and atomising air heat exchangers have a temperature actuated 3- way valve
(VTR-1 and VTR-2, respectively) installed in the coolant inlet line to the heat exchangers.

This type valve, which control coolant flow to the heat exchanger, has a manually operated device, which can
override the thermal element. The manual override should be used only when the valves thermal element is faulty,
but machine operation is required. Atomising air compressor inlet and lube oil feed header temperature are sensed
by the bulb associated with the each valve which controls the flow of coolant through the heat exchanger and
maintains the air and lube oil temperatures at predetermined values. The valves automatically control flow of the
medium (coolant) passing through them to the heat exchangers by responding to temperature changes affecting
the bulb.
56

The bulb contains a thermal-sensitive liquid, which vaporizes when heated. Pressure generated in the bulb is
transmitted through the capillary tube to the bellows, which positions the valve disc to control the flow of coolant
through heat exchangers. The valve is closed during turbine start-up, and will start to open as the sensed fluid
temperature approaches the control setting.

Valve VRT-2 in the coolant line to the atomising air heat exchanger has a small bypass orifice drilled in
valve body to assure that the cooler is “flooded” at all times.

At the inlet of each cooling water circuit (lube oil heat exchangers circuit, atomising air heat exchanger circuit
and turbine support legs circuit), an orifice allows water flow rate calibration to the circuit concerned.

The cooling water system is equipped with thermostats:

 • 26 WH-2: High temperature cooling water thermostat, it starts the cooling water fan motor.
• 26 WH-1: Moderate temperature cooling water thermostat, it stops the cooling water fan motor once
the water temperature has dropped to the wanted level.

Shut- off valves Shut off valves are provided in the piping so that the water side of the lube oil heat exchangers
may be isolated from the water system for maintenance. Valves are not installed in the piping leading to the
atomising air heat exchanger due to the severe consequences of inadvertently shutting off coolant flow to this
component.
57

58 (10)
COOLING AND SEALING AIR SYSTEM

General The cooling and sealing air system provides the necessary airflow from the gas turbine compressor to
other parts of the gas turbine rotor and stator to prevent excessive temperature build-up in these parts during
normal operation and sealing of the turbine bearings. Air from two centrifugal type blowers is used to cool the
turbine exhaust frame. These two fans are part also the part of cooling system.

Cooling and Sealing functions provided by the system are as follows:

• Sealing of the turbine bearings
• Cooling of internal turbine parts subjected to high temperature.
• 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. Associated components
used in the system include:
• Turbine exhaust frame cooling blower (88 TK1/88 TK2)
• Air filter (with poro-stone element)
• Pressure gauge
• Dirt separator

FUNCTIONAL
DESCRIPTION

General Air extracted from the axial flow compressor is used for sealing the bearings, cooling turbine internal
parts and provide a clean air for air operated control valves, as well as for avoiding pulsations of the compressor
during turbine start-up and shutdown.
Bearing sealing air is extracted from the fifth stage of the compressor. Internal cooling air is extracted from the
compressor discharge including the internal flow of the cooling air through the turbine rotating and stationary
parts. Air used in cooling of turbine external casing is ambient air supplied by motor driven blowers. The schematic
flow diagram, figure CS-1, shows both the internal and external flow of cooling and sealing air.

Bearing cooling and sealing. Cooling and sealing air is provided from two connections on the compressor
casing at the fifth stage and is piped to each of the three turbine bearings. Orifices in the airlines to the turbine
bearing limit the flow of air and the pressure to the proper value. The centrifugal dirt separator located in the
fifth stage-piping removes any particles of dirt or foreign matter that might be harmful to the bearings.

The pressurized air-cools and seals the bearing by containing any lubrication fluid within the bearing housing that
otherwise might pass to the mechanical seals. Air is directed to both of each bearing housing for providing a
pressure barrier to the lubricating fluid. After performing this function, the air is vented via the oil drain passage
from the bearings No.1 and NO.3 while air from the bearing No. 2is vented to atmosphere.
5
9 Exhaust frame and turbine shell cooling Two electric motor-driven, centrifugal blowers (88 TK-1 and 88
TK-2) are mounted external to the turbine for cooling of the exhaust frame and turbine shell. An inlet screen is
provided with each blower and the discharge of each passes through a back-draft damper (check valve), VCK7-1
or VCK7-2 before entering openings in the exhaust frame’s outer sidewall cavity. The cooling airflow splits,
with part of the air passing along and cooling the turbine shell and the other portion flowing through the exhaust
frame strut passages. The airflow through the struts divides, with a portion directed through passages to cool the
third-stage turbine aft wheel space and the remainder flowing in to the load shaft tunnel where it discharges
through a duct to atmosphere. See figure CS-1.

Air for cooling the exhaust frame and turbine shell is normally provided by two blowers operating simultaneously
in parallel. Each blower has a pressure switch, 63 TK-1 or 63 TK-2, to sense blower discharge pressure. If one of
the blowers should fail, the loss of blower discharge pressure will cause contacts of the respective 63 TK pressure
switch to close and an alarm will be annunciate. The turbine will continue to run with the other blower providing
cooling air at a reduced flow rate. If both blowers fail, the turbine will be shut down in a normal shut down
sequence.

Note: If one blower fails, it should be repaired or replaced as soon as possible to avoid the possibility of shutting
down the turbine by failure of the remaining blower.

Pulsation Protection The pressure, speed and flow characteristics of the gas turbine compressor are such that air
must be extracted from the 11th stage and vented to the atmosphere to prevent pulsation of the compressor
during the acceleration period of the turbine starting sequence and during deceleration of the turbine at
shutdown. Pneumatically operated 11th stage air extraction valves, controlled by a three-way solenoid valve, are
used to accomplish the pulsation function.

Eleventh stage air is extracted from the compressor at four flanged connections on the compressor casing. Each of
these connections is piped through a normally open, piston operated, butterfly or vee-ball type valve, VA -1,- 2,-3
and –4 to the turbine exhaust plenum. Limit switches 33 CB-1, -2,-3 and –4 are mounted on the valves to give an
indication of valve position. See figure CS-1.

Compressor discharge air controlled by solenoid valve 20 CB is used to close the compressor bleed valves. Air
from 11th stage compressor discharge is piped to a porous air filter, which removes dirt and water from the
compressor discharge air, by means of a continuous blow down orifice before the air enters solenoid valve 20 CB.
From the solenoid valve, the air is piped to the piston housing of the four-extraction valve.

During turbine start-up 20 CB is de-energized and 11th stage extraction valves open allowing 11th stage air to be
discharged in to the exhaust plenum thereby eliminating the possibility of the compressor pulsation. Limit switches
33 CB-1 through CB–4 on the valve provide permissive logic in the starting sequence and ensure that the extraction
valves are fully opened before the turbine is fired & turbine accelerates to full speed. When the generator circuit
breaker close, 20 CB solenoid valve is energized to close the extraction valves and allow normal running operation
of the turbine. When a turbine shutdown signal is initiated and the generator circuit breaker is opened, 20 CB is
de-energized and 11th stage air is again discharged into the exhaust plenum to prevent compressor pulsation during
the turbine deceleration period.

CAUTION: Under no circumstances, attempts should be made to start the turbine if all four-extraction valves are
not fully opened. Serious damage to the gas turbine may occur if all the valves are not opened during accelerating
and decelerating cycle of the turbine.
6
0 Pressurized air supply Compressor discharge air is also used as a source of air for operating various air-
operated valves in other system. Air for this purpose is taken at the discharge of the compressor and is then piped
to the various air valves.

WATER WASH PROVISIONS During water washing of the compressor, it is important to keep water out of
the components that are actuated by compressor discharge air and out of the turbine’s bearing. To prevent water
from entering these components and the bearings, isolation valves are provided in each compressor discharge
extraction line and in the sealing lines in bearings No.1, No.2, No.3. After water wash, the isolation valves must
be opened to allow normal operation of the turbine.

PART NOMENCLATURE 20 CB-1 Compressor bleed solenoid

3-way valve. 33 CB-1 to 4 11th stage compressor bleed valve limit
switch 63 TK-1 63 TK-2 Turbine exhaust frame cooling air pressure
switch 88 TK-1 88 TK-2 Turbine exhaust frame cooling fan motor
96 CD Compressor discharge pressure transmitter VA 2- to 41 11th
stage compressor bleed valve. VCK7-1 VCK7-2 Turbine shell
cooling air blower check-valve.
 61

62 (11)
VENTILATION AND HEATING SYSTEM
GENERAL Both heating and ventilating capabilities have been incorporated in the turbine and accessory
components (enclosures), by utilizing thermally insulated side panels and roofs. The heaters given in this
installation provide humidity control for both areas and are mounted on the forward bulkhead. The three
compartments, accessory, turbine and load shaft are, independently ventilated as shown in figure VH-1. Gravity
operated dampers are used in the system to automatically provide an enclosure when the protection system is
activated. The gravity closing dampers are normally held open by the pressure- operated latches, which must be
manually reset after damper release. When the extinguishing agent is discharged, pressure on the latch forces a
piston against a spring, moving a locking lever, which releases the latch allowing the damper to close. In the text
that follows, the location of the latches are defined, as is the component on which they are mounted. Wall
mounted air conditioner maintain the acceptable temperature of the control compartment.

FUNCTIONAL
DESCRIPTION

Accessory compartment and turbine compartment Cooling air for the compartments is brought in through
ventilation opening located in the sidewalls of accessory compartment. Pressure operated damper releases are
activated to close dampers when the fire extinguishing system for the turbine is activated.

After circulating through the compartment, the heated air is exhausted by a centrifugal vent fan driven by an AC
motor 88BT located on the turbine compartment roof.

The fan, enclosed in a box type casing, has a vertical-up air intake with a horizontal discharge through a
normally open emergency shut-off damper attached to the side discharge. Protection for the turbine compartment
area is provided by a high temperature thermostat alarm switch 26 BT-1. This device gives an alarm when the
area temperature exceeds a preset temperature limit.

Load Coupling Compartment The load coupling is contained in its own enclosure and situated between the
exhaust plenum and the generator. This separate compartment has its own roof section, side panels, and an
access door. Cooling air for the compartment is brought in through two-ventilation opening located just above
the base

Hot air, after circulating through the compartment, vents upward and is exhaust through a centrifugal vent fan
driven by AC motor 88 VG located on the load compartment roof. The fan is controlled by thermostat 26 VG-2
which senses high compartment temperature & trips fan and discharges the extinguishing agent. Thermostat 26
VG-1 is a high temperature alarm, which indicates fan failure.

PART NOMENCLATURE 26 BT-1 Turbine compartment high

 temperature-alarm 26 VG-1 Load compartment high temperature-
alarm 26 VG-2 Load coupling compartment-ventilating thermostat. 88
VG Ventilation fan motor (load coupling compartment) 88 BT
Turbine compartment ventilation air fan motor
63

64 (12)
HYDRAULIC SUPPLY SYSTEM AND I.G.V.

HYDRAULIC SUPPLY SYSTEM The main hydraulic supply system utilizes turbine lube oil to supply the
high-pressure fluid for operating fuel control valves, or other devices. A typical main hydraulic supply system is
shown schematically in figure HS-1.

The hydraulic supply system regulates a supply pressure of approximately 1500 psi suitable to modulate
oil fuel control valves. The system filters the oil for servo valves use, and includes accumulators to provide
transient flow and to prevent hydraulic pressure spikes to devices, to protect the turbine if hydraulic pressure
becomes inadequate to support essential control functions.

In units, where continuous turbine operation is essential, hydraulic filters with a transfer valve and an auxiliary
hydraulic pump are included in the system. A signal from hydraulic pressure switch 63HQ-1 activates the auxiliary
hydraulic pump when the system pressure drops below the control panel value.

Hydraulic filter differential

PART NOMENCLATURE 63 HF-1 63 HF-2 63
HQ-1 Low hydraulic supply pressure, auxiliary hydraulic pump start-
pressure switch 88 HQ Auxiliary hydraulic supply
pump motor AH1-1 Control oil hydraulic accumulator (two
Hydraulic supply filters.
nos.) FH2-1 FH2-2 PH 1 Main
hydraulic supply pump. PH 2 Auxiliary hydraulic supply pump.
VAB 1 Hydraulic system air bleeds valves. VAB 2 Hydraulic
system air bleed valve (aux.) VCK 3-1 Hydraulic pump check
valve for main pump. VCK 3-2 Hydraulic pump check valve for
auxiliary pump. VM 4 Hydraulic filter transfer valve. VPR 3-1
Compensator- hydraulic supply pump (in pump) VR 21 Main
hydraulic supply pump pressure relief valve. VR 22 Auxiliary
hydraulic pumps pressure relief valve
6
5 MAJOR DIVICES AND FUNCTIONAL DESCRIPTION
Main Pump The primary source of high-pressure oil is an accessory gear driven pressure compensated piston
pump. The pump’s pressure compensator is designated VPR 3-1.

Auxiliary pump A motor driven fixed displacement pump is provided as a backup to the main pumps. While the
main pump is at low speed, during the normal starting sequence, the auxiliary pump runs until the 14 HS speed
sensor indicates minimum-governing speed is reached. Any time the main pump fails to maintain adequate
pressure, as sensed by 63 HQ-1 pressure switches, the auxiliary pump is started. When this pump is initiated by
the 63 HQ-1 pressure switch, it will continue to run until shut down manually.

Dual filter and transfer valve A 0.5-micron dual filter assembly complete with fill valve, and transfer valve is
provided on continuous duty units to maintain clean oil for servo valve use. When the dual filters are supplied,
following procedure should be followed for filter change over.
• Open the star bleed valve on the unused filter.
• Open the fill valve
• When oil with air comes out of the air bleed, operate the transfer valve.
• Close the fill valve.
• When no air is found in oil coming from the air bleed, close the bleed valve.

Delta Pressure gauges A differential pressure gauge is provided on each filter to show the amount of pressure
drop through it. When one of these gauges, indicates a pressure drop of 66 psi, the filter cartridge should be
changed.

Relief valve Relief valve VR 22 controls the auxiliary hydraulic pump outlet pressure. In the event of failure of
the main pump pressure compressor, another valve, VR 21, is provided to protect the main hydraulic pump
circuit damage.

Check valve. Each hydraulic pump circuit has a check valve downstream of its relief valve to keep the hydraulic
lines full when the turbine is under shutdown. These are designated VCK 3-1 and VCK 3-2.

Air bleed
In each pump circuit, ahead of the check valve, there are automatic air bleed valves VAB 1 and VAB 2.
These valves close whenever oil is supplied to them at more than 150 psig.

Manifold A brazed laminated hydraulic manifold provides a convenient mounting device for relief valves, the
air bleed valves, and the check valves. It also includes the connecting network for these devices.

Supply pressure switch Pressure switch 63 HQ-1 causes the auxiliary hydraulic pump to start if the hydraulic
supply circuit pressure falls below an acceptable level. Low hydraulic supply pressure is sensed by pressure
switch 63 HQ-1, which gives an alarm. Filter differential pressure gauge Differential pressure gauges located
on the gauge panel indicate the hydraulic supply pressure drop across the filter of the dual filter system. When
the HP filter is dirty, two manostats 63 HF-1 & 63 Hf-2 give and alarm to the CRT.
 66
67
MODULATED INLET GUIDE VANE SYSTEM

General Variable compressor inlet guide vanes are installed on the turbine to provide compressor pulsation
protection during start-up and shut- down 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 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 protection
limit during the start-up and shutdown sequences. Inlet guide vanes are modulated in order to maintain various
stresses, pressure and flows within required limits. Their corrected speed control system is a portion of their
control system, to accomplish this function.

Guide vane actuation The modulated inlet guide vane actuating system includes the following components:
Servo valves 90 TV-1, Position sensors (LVTD) 96 TV-1 and 96 TV-2, Solenoid valve 20 TV and hydraulic
pump valve VH-3.

These are shown on the piping diagram here after. When the trip oil OLT is pressurized, the dump valve VH-3 is
operated. Actuation of the dump valve allows hydraulic oil to flow through servo valve 90 TV. Control of 90 TV
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 start-up 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 or temperature corrected speed.

In the event of a turbine trip, the 11th stage bleed valves will open and the inlet guide vanes will ramp to the
closed position as a function of temperature corrected speed.

PART NOMENCLATURE 90 TV-1 Turbine inlet guides vane

Turbine inlet guide
(I.G.V.) servo valve 96 TV-1 96 TV-2
vane L.V.D.T.
FH 6-1 Servo- hydraulic supply filter for I.G.V.
assembly HM 3-1 Variable inlet guide vane system. VH 3-1
I.G.V. dump valve hydraulically operated.
68

69 (13) TRIP OIL

SYSTEM
General The gas turbine protection consists of a number of primary and secondary systems, several of which
operate at normal start-up and shutdown. The other protections are strictly for abnormal and emergency
operating conditions requiring shutdown of the turbine. The hydraulic trip oil is the primary protection interface
between the turbine control protection system circuits (SPEEDTRONIC control system) and the component,
which admit or shut off fuel and regulate IGV position. The system contains devices, which are electrically
operated through turbine control panel by SPEEDTRONIC signals as well as some totally mechanical devices
that operate directly in the turbine components totally independent of the turbine control panel. The trip oil
system and its components are shown schematically in figure TO-1.

FUNCTIONAL
DESCRIPTION

General Low-pressure oil taken from the turbine’s lube fluid system is used in the trip oil system. Lube fluid is
passed through a piping orifice to become the trip oil (OLT). The orifice is located in the pipe running from the
bearing header supply to the trip oil system. This orifice is sized to limit the flow of lube fluid into the trip oil
system and ensure an adequate capacity for all tripping device operations without causing a starvation of the lube
oil system when the trip oil system is activated.

The devices that cause a turbine shutdown through the trip system do so by dumping fluid pressure from the system
either directly or indirectly through electro hydraulic dump valves, 20FL-1 or 20 FG-1. When oil in the trip oil
line is dumped, fuel stop valves close by spring return action.

When the turbine is started, the dump valves are energized to reset at the desired point in the starting sequence
permitting high oil pressure to open the fuel stop valves and inlet guide vanes. The fuel stop valves remain open
until some trip occurs or until the unit is shutdown. Orifice check valve assemblies are installed in the trip oil lines
to the liquid fuel stop valves and the gas fuel stop valves to permit operation of either fuel system, while the other
is tripped. Since inlet guide vane activation is also part of the trip oil system, the orifice check valve assemblies
will also permit inlet guide van operation when fuel system is in its tripped state.

Pressure switches 63 HG (1, 2, 3) and 63 HL (1, 2, 3) monitor trip oil pressure to the respective gas and liquid fuel
system. If the pressure to the fuel system becomes too low for reliable operation, then switch coil trips the unit and
cause annunciation of low trip oil pressure.

2.2 Over speed trip mechanism This totally mechanical device, located in the accessory gear, is actuated
automatically by the over speed bolt when turbine speed exceeds the bolt setting. As a result, a rapid decay of
trip oil pressure (OLT) occurs ultimately stopping the flow of fuel to the turbine due to closure of fuel oil stop
valves.

On activation, the over speed bolt assembly trips the latching trip fingers of the over speed trip mechanism. The
action releases the trip valve in the mechanism and dumps the OLT trip oil system pressure to atmosphere. In
turn, this causes the oil in the fuel stop valve cylinder to return to atmospheric pressure, thus allowing spring
pressure to close the valve. Additional features included in the over speed trip mechanism are a limit switch (12
HA) which gives an alarm and a manual trip push rod. Once the trip is actuated, the system remains open and
drains until it is reseted manually by pulling the reset rod.
7
0 2.3 Manual emergency trip valve (VM3) A manually operated trip device is also provided to trip the unit in
an emergency called the manual emergency trip valve VM3. This valve is strategically located on the top of the
gauge cabinet so that the turbine can be tripped by pressing handle and dumping the hydraulic trip oil. When
activated, this dumping action results in the closing of the fuel gas and/or fuel oil stop valves thereby stopping all
fuel flow to the turbine.

SOLENOID DUMP
VALVES

Hydraulic Dump solenoid valve - 20 TV Solenoid- operated, spring- return hydraulic dump valve 20 TV is used to
trip the system operation by a signal from the master control and protection circuit. The valve is energized when
the turbine is running. Functionally it dumps trip oil pressure to the inlet guide vane dump valve VH3.

Gas fuel stop valve, solenoid valve - 20 FG Solenoid valve 20 FG is a spring biased spool valve, which, dumps
trip oil pressure to drain causing the stop/ratio and gas control valves to close. 20 FG is de-energized to trip and
energized to reset from the SPEED TRONIC control panel. This solenoid valve is spring biased to trip and,
therefore protects the turbine during all abnormal situations as well as for loss of DC power. 20 FG is shown in
its energized state on schematic view.

Gas fuel dump valve – VH5 Dump valve VH5 ports the gas stop/ratio valve hydraulic actuation cylinder to
drain to close stop/ratio valve (VSR) and to servo valve 90 SR hydraulic oil discharge port to permit control gas
fuel stop/ratio valve. VH5 is pilot operated by trip oil.

Gas fuel Dump valve –VH12 Dump valve VH12 ports the gas control valve hydraulic actuation cylinder to
drain to close gas control valve (VGC) and a servo valve 65 GC hydraulic oil discharge port to permit control of
gas fuel. VH12 is pilot operated by trip oil.

Liquid Fuel Stop Valve, solenoid –20 FL Liquid fuel solenoid dump valve 20 FL is a spring biased spool
valve, which relieves trip oil pressure causing the liquid fuel stop valve to trip shut. The dump valve is energized
to run and de energized to trip from SPEED TRONIC panel. Since this dump valve is spring biased to trip, it
protects the turbine during all normal situations as well as those times when loss of DC power occurs.

Liquid Fuel Hydraulic Trip Valve -VH4 Trip valve VH4 ports the liquid fuel stop valve actuation cylinder to
drain to close the stop valve and to high- pressure oil to open it. Valve VH4 is pilot operated by trip oil.
Lube oil inlet Orifice. An orifice, sized to limit lube oil flow into the trip oil system, is located in the pipe
running from the bearing header supply to the trip oil system. It must ensure adequate capacity for all tripping
device operation and to prevent starvation of the lube oil system, when the trip oil system is tripped.

Liquid Fuel stop valve Actuation Rate Control Orifice. An orifice located in the line between valve VH4 and
the liquid fuel stop valve hydraulic cylinder limits the stop valve closing rate and high-pressure oil flow. When
tripped, the stop valve closes in less than 0.5 seconds.
71

Variable Inlet Guide System, HM3 The modulated inlet guide vane system is activated by the action of the trip
oil system using low-pressure trip oil (OLT) in conjunction with high-pressure oil (OH) from hydraulic supply.
Electronic control signals activate & position the inlet guide vanes, both during normal operation and under trip
condition through the action of servo valve 90 TV, hydraulic dump valve VH3, limit switch 33TV, position
sensor 96 TV-1 and 96 TV-2 and hydraulic activating cylinder ACV1.

During normal operation trip oil (OLT) is pressurized and dump valve is energized which allows hydraulic oil
from the hydraulic supply system to flow through servo valve 90TV. The controlled or modulated position of inlet
guide vane servo valve 90TV determines the flow of hydraulic oil through the servo valve and dump valve VH3
to the inlet guide vane hydraulic actuator ACV1. The hydraulic pressure applied to the actuator determines the
position of the inlet guide vane control ring.

In a trip condition trip oil is dumped, by action valve 20TV. This causes inlet guide vane dump valve VH3 to move
to dump position by action of the spring-return feature thereby dumping actuator cylinder oil, which closes the
inlet guide vanes.

When the turbine is at rest, the inlet guide vane angle position is at the designed closed position. This close guide
vane angle is the position established to limit the airflow through the compressor during the turbine accelerating
and decelerating sequence.

Operation
The tripping devices, which cause shutdown through this system, do so by dumping low-pressure oil
(OLT). This is done either directly or indirectly through Electro hydraulic dump valves 20 FL, 20FG or 20 TV.
When oil in the trip oil line is dumped, fuel stop valves are closed by spring return action. At the proper point in
the starting sequence, dump valves 20FL, 20FG and 20 TV are energized permitting oil pressure to open the fuel
stop valves and inlet guide vanes. The fuel stop valve remains open until some trip action occurs or until the unit
is shutdown.

The tripping devices, which cause selective fuel system shutdown, do so by dumping pressure oil (OLT).

Each individual fuel stop valve may be selectively closed by dumping the flow of low-pressure oil going to it.
Dumping valve 20FL causes the trip relay on the liquid fuel valve to go to the trip state to permit closure of the
liquid fuel stop valve by its spring return mechanism. Dumping valve 20FG causes the trip relays on the gas fuel
stop/ratio valve and the gas control valve to go to the trip state, which permits their spring returned closure.

The orifice in the check valve and orifice network permits independent dumping of each fuel branch of the trip oil
system by its dump valve. Tripping all devices other than the individual dump valves, will result in dumping of
total trip oil system, which will shut down unit.

During start-up or fuel transfer, the SPEEDTRONIC panel will close the appropriate dump valve to activate the
desired fuel system. Both dump valves will be closed only during fuel transfer or mixed fuel operation.
72
73

(14) GAS FUEL SYSTEM

General The gas fuel system is designed to deliver gas fuel to the turbine combustion chamber at the proper
pressure and flow rates to meet all of the starting, acceleration and loading requirements of gas turbine operation.
A schematic diagram of the gas fuel system is given in figure.

The major components of a gas fuel system are the gas stop/ratio and gas control valves located on the accessory
base. Associated with the two gas valves are the necessary inlet piping strainer, fuel vent valve, control servo
valves, pressure gauges and the distribution piping to the 14 combustion fuel nozzles.

The fuel gas stop ratio valve and the gas control valve, two independent valves, are located inside the gas fuel
panel, of the accessory base. The gas fuel flows through the gas stoop ratio valve and then into the gas control
valve on its way to the gas manifold and individual combustion chambers. The position of each valve is servo
controlled by electrical signals from the gas turbine SPEEDTRONIC control system. Both the gas stop ratio valve
and gas control valve are actuated by single –acting, hydraulic cylinders

The following major components comprise the gas fuel system:

• Strainer
• Fuel gas supply pressure alarm switch
• Gas stop ratio valve VSR
• Gas control valve VGC
• Stop ratio LVDTS 96GC-1, 2
• Stop ratio valve-control servo valve 90SR
• Gas control valve- control servo valve 65 GC
• Gas fuel dump valves VH5 and VH12
 • Gas fuel vent solenoid valve 20 VG-1 and 2
• Pressure gauges
• Lines to the 14 combustion chambers
74

PART NOMENCLATURE 20 PG-1 20 PG-2

Gas fuel system purge solenoid valve

Between Gas fuel (purge) vent solenoid valve

20 VG-1 20 VG-2 33 PG-1 33
Gas fuel system purge valve limit switch Gas fuel
PG-2 33 PG-3 33 PG-4
system purge valve limit switch
63 FG-3 Gas fuel flow pressure switch
(transfer to liquid) 63 PG-1 Gas fuel system purge pressure switch 65 GC Gas
control valve (servo-valve) 90 SR Stop/speed (pressure) ratio valve servo-valve
Fuel gas pressure transmitter
96 FG-2A 96 FG-2B 96 FG-2C 96 GC-1 96GC-2
Gas control valve L.V.D.T. (Linear variable differential transmitter)
96 SR-
12 Stop/speed (pressure) ratio valve L.V.D.T. FA-6 Gas fuel system purge filter
(atomising air) FH-7 Gas fuel hydraulic supply filter MG-1 Gas fuel nozzle. VA
Gas fuel system purge valve air actuated by 20 PG
13-1 VA 13-2 VGA Gas
valve assembly VGC Gas control valve. VH-5 Gas fuel dump valve-stop ratio
Air
valve VH 12 Gas fuel dump valve-gas control valve VPR 44-1 VPR 44-2
pressure regulator-gas fuel purge valve
VSR Fuel gas stop ratio valve
75

FUNCTIONAL
DESCRIPTION

General The gas controls valve and the gas stop ratio valve are almost identical. But each performs separate
function. The fuel gas control valve meters fuel for use by the combustion chambers. It is activated by a
SPEEDTRONIC control signal to admit the proper amount of fuel required by the turbine for a given load or
speed. The fuel gas stop ratio valve is a dual function valve. It serves as a stop valve to shut off fuel flow to the
turbine whenever required during either normal operation or in an emergency shutdown situation. The stop ratio
valve also serves as a pressure regulating valve to hold a known fuel gas pressure ahead of the gas control valve
and enable the gas control fuel flow over the wide range required under turbine starting and operating conditions.
Because of these dual functions the valve is sometime called a stop/speed ratio valve.

Gas strainer A gas strainer is located in the gas fuel supply line ahead of the on-base fuel connection. Foreign
particles that may be in the incoming fuel gas are removed by the strainer. A blow-down connection on the
bottom of the strainer body provides for periodic cleaning of the strainer screen. Frequency of cleaning will
depend on the quality of the fuel gas being used. The strainer should be cleaned shortly after full turbine load has
been attained for the first time and after any disassembly of the gas lines.

Gas stop ratio and gas control valves: The control valve regulates the required control valve area and utilizes a
hydraulic cylinder controlled by an electro hydraulic servo-valve.

The gas control valve provides a fuel gas metering function to the turbine in accordance with its speed and load
requirements. The position of the gas control valve (hence fuel gas flow to the turbine) is linear function of a
variable control voltage (FSR) generated by SPEEDTRONIC control. The control voltage generated acts to shift
the electro hydraulic servo valve to admit oil to, or release it from the hydraulic cylinder to position the gas
control valve so that the gas flow is given which is required for a given turbine speed and load situation. The gas
control valve also provides a shut-off of the fuel gas flow when required by either normal operation or
emergency conditions. A hydraulic trip relay (dumps valve) VH12 is located between the electro hydraulic servo
valve 65 GC and hydraulic cylinders. The operation of this dump valve is the same as the trip relay (dump valve)
VH5.

The gas stop/ ratio valve is similar to the gas control valve. However, it provides a dual function. The ratio function
of the stop valve provides a regulated inlet pressure for the control valve as a function of turbine speed. The
SPEEDTRONIC pressure control loop generates a position signal to position the stop/ratio valve by means of a
servo valve controlled hydraulic cylinder to provide required inter-valve pressure.

The gas stop/ratio valve functions as a stop valve in the fuel gas system to provide a positive fuel shut off during
either normal or emergency conditions. Any emergency trip or normal shutdown will trip the valve to its closed
position. This is done either by dumping hydraulic oil from the valve’s hydraulic cylinder or driving the position
control closed electrically. A dump valve VH-5 is operated by trip oil acting on the piston end of a spool. A
hydraulic trip solenoid valve, 20 FG, is located in the trip oil line to the dump valve. When the trip oil pressure is
normal and the 20 FG solenoid valve is energized to reset, the spool of the dump valve is held in a position that
allows hydraulic oil to flow between the control servo valve and the hydraulic cylinder. In this position, normal
control of the stop ratio valve is allowed.
7
6 In event of a drop in trip oil below a predetermined limit, a spring in the dump valve shifts the spool to
interrupt the flow part of oil between the control servo valve and the hydraulic cylinder. Hydraulic oil is dumped
and the ratio valve closes, shutting off gas to the turbine.

Switches, Valves and gauges

Gas pressure switches A low gas pressure alarm switch 63 FG-3 is installed in the gas piping ahead of the gas
stop/ratio valve assembly. This switch initiates a gas fuel pressure low alarm when gas supply pressure drops
below the setting. It also initiates a transfer to liquid fuel if gas supply pressure drops below its set point.

Gas fuel vent valve Solenoid-operated valves 20 VG-1 is installed in the vent piping between the gas stop/speed
ratio and gas control valve. When the turbine is shut down, any gas fuel that might accumulate in the space
between the stop/speed ratio and gas control valves, vents to atmosphere through the piping. It also ensure that
no gas fuel will leak past the closed control valve to collect in the combustors or exhaust 20 VG-2 between VA-
13-1 & VA-13-2

Pressure Transmitter Pressure Transmitter, 96 FG, -2A, -2B, -2C are installed in the fuel system on the gas fuel
discharge side of the stop-speed ratio valve, to provide the operational pressure feedback signal to the
SPEEDTRONIC control system. The voltage out put signal is directly proportional to the gas fuel pressure
applied to the transmitter.

Pressure gauges Three pressure gauges are provided in the fuel gas piping. The upstream gauge measures the
pressure of fuel gas entering the stop/speed ratio valve: the intermediate gauge measures the pressure as it leaves
the valve: and the down stream gauge measures pressure of the gas control valve and flowing to the gas
manifold.

Gas Fuel purging system A special circuit is provide to purge the circuit to the gas fuel nozzles of the 14
combustor with compressor discharge air, from the gas manifold located upstream of the combustion system.
This gas fuel purging system is actuated during fully liquid fuel operation of the unit.

When the gas turbine is operating on liquid fuel, solenoid valves 20PG-1, -2 are energized and allow filtered air
to actuate pneumatic valves VA13-1 and VA13-2. Being actuated, VA13-2 allows air from another feeding piping
to reach the gas manifold located upstream of the combustion system.

Limit switches 33PG-2 and 33PG-4 check that valves VA13-1 and 13-2 are fully opened, and if not, they will
cause an alarm to be annunciated.

On the contrary, during fuel system gas operation of the unit, solenoid valves 20 PG-1, -2 are de-energized, so
shutting of the pneumatic actuation of VA13-1 and VA13-2. Therefore, these valves are closed and no air reaches
the gas fuel manifold. Limit switches 33PG-1 and 33 PG-3 checks the VA13-1 and VA13-2 are closed. So allowing
solenoid valve 20VG-2 to be de-energized and intervalve piping to be connected to atmosphere.
77

78 (15) LIQUID
FUEL SYSTEM
General
The liquid fuel system pumps and distributes fuel as supplied from the off base forwarding system, to the
fourteen fuel nozzles of the combustion system. The fuel system filters the fuel and device the fuel flow in to 14
equal parts for distribution to the combustion chamber at the required pressure and flow rates.

Controlling the position of the fuel pump bypass valve VC3 regulates the amount of fuel input to the turbine
combustion system by varying the amount of bypassed fuel. The fuel system shown in the schematic diagram is
comprised of the following major components plus several other control devices, switches and gauge.

• Temporary fuel oil strainer SFI

• Fuel oil stop valve VSI.
• Liquid fuel pump PFI.
• Fuel pump discharge relief valve VR-4
• Fuel bypass valve VC-3
• High-pressure fuel strainer
• Fuel line check valve
• Fuel nozzle assemblies
• False start drain valve VA17-1 andVA17-2 (in bottom of combustion wrapper and exhaust frame)

Control device also associated with the fuel system include the liquid fuel pressure switches 63 FL-2, Servo valve
65 FP that controls the fuel bypass valve, fuel clutch solenoid 20 CF, and permissive limit switches 33 FL- 1 an –
2 and trip relay valve VH4 in the fuel oil stop trip control circuit.

FUNCTIONAL
DISCRIPTION

Low Pressure fuel strainer Fuel oil at low pressure from the fuel forwarding system flows through a temporary
Y- type fuel strainer stop valve prior to entering the fuel pump. The Y type strainer housing contains a filter
screen removes any extraneous particulate residue left in the fuel lines after installation. The strainer screen is to
be removed after initial 600 hours of operation and the strainer housing must be cleaned and flushed upon
removal of the screen prior to placing the turbine into service. Clean fuel is normally supplied to the turbine
system, however during this initial period the low-pressure fuel strainer prevents contaminants from entering the
fuel oil stop valve and the fuel pump, thereby preventing possible damage & subsequent improper functioning of
these components.

Fuel oil stop valve The fuel oil stop valve is an emergency valve operated from the protection system used to
shut off the supply of fuel to the turbine during normal or emergency shutdown. This stop valve is a special
purpose, hydraulically operated to position (open and close) valve with a venture disc and valve seat. When the
turbine is shutdown in the normal sequence, or by emergency trip or over speed trip operation, the full oil stop
valve will fully closed within total 0.5 seconds elapsed time.

During normal operation of the turbine the stop valve is held open by high-pressure hydraulic oil (OH) that passed
through a hydraulic trip relay (dump) valve VH4. This dump valve located between the hydraulic supply and stop
valve hydraulic cylinder is hydraulically operated by trip oil (OLT) from the trip oil system. When the trip oil
pressure is low (as in the case of normal or emergency shutdown), the dump valve spring shifts the valve
7
9 spool to a position which dumps high pressure hydraulic oil (OH) in the stop valve actuating cylinder to the
lube oil reservoir. The closing spring in the stop valve assembly then overcomes the oil pressure and closes the
valve.

Fuel pump The fuel pump is positive displacement continuous output screw type pump with two sets of opposed
screws. The integral shaft screws are end mounted in roller bearings that are oil lubricated. The bearings and
timing gears supplied with lube oil header and are sealed off from the fuel oil pumping chamber by internal
mechanical seals.

The pump is driven directly from the turbine driven accessory gear; therefore, fuel pump speed is directly
proportional to turbine speed. The fuel pump discharge flow at any given turbine speed is greater than the turbine
combustion requirements at that speed.

A pressure switch 63FL-2 in the inlet side of the fuel pump piping measures the liquid fuel pressure and de-
energizes the fuel pump clutch solenoid 20CF to stop the pump if fuel pressure fails below a safe level. This
protects the pump against possible damage due to cavitations when operating with a low inlet pressure.

Fuel pumps Discharge Relief Valve VR-4. The fuel pump discharge relief valve, VR-4, is located in a loop
between the discharge and inlet of the pump. The valve prevents the fuel oil pressure from getting high enough
to rupture any lines in the event of a flow divider malfunction or freeze up. This valve is set to operate in the
range of 1200-1300 psi (83-90 bars) and relieves back into inlet pipe.

Fuel bypass valve High-pressure flow from the pump is modulated by the servo controlled bypass valve
assembly VC3. Components of this assembly include the bypass valve body, electro hydraulic servo valve 65
FR, and the hydraulic cylinder. This bypass valve is connected between the inlet and discharge sides or of the
fuel oil pump and meters the flow of fuel to the turbine by subtracting excess fuel delivered by the pump and
bypassing it back to the pump inlet.

Servo valve 65 FP controls the bypass valve position according to the different requirement and the sensed fuel
flow. If the fuel requirement exceeds the actual oil flow, the bypass valve closes to increase the net oil flow to the
turbine. The servo valve uses high-pressure hydraulic oil (OH) to actuate the hydraulic cylinder and thus position
bypass valve.

High Pressure strainer Fuel oil at pump discharge pressure passes through the secondary (high pressure) fuel
strainer as it flows from the fuel pump to the flow divider. This full flow high-pressure filter contains three, re-
cleanable basket strainer assemblies having a 105-micron screen.

A three valve manual bypass arrangements is provided which allows for basket strainer removal and cleaning
while the gas turbine is in operation. This strainer helps to assure that contaminants and pipe scale are retained and
prevented from entering the flow divider thereby preventing from possible damage of improper operation of this
component.

Flow divider The flow divider equally distributes input fuel flow to the 14 combustion nozzles. The continuous
flow, freewheeling flow divider consists of 14 gear pump elements in a circular arrangement having a common
inlet with a single timing gear. This timing gear serves to maintain true synchronous speed of each pumping
element
8
0 with all other elements. As the fuel enters the flow divider, each pair of gear elements distributes on fourteen of
the fuel flow into each of the fuel lines nozzles. The speed of the flow divider pumping elements is directly
proportional to the fuel flow through the flow divider. Two magnetic pickup assemblies 77FD-1 and 77FD-2,
fitted to the flow divider, produce a flow feedback signal at a frequency proportional to fuel delivered to the
combustion chambers. This signal is fed to the control panel SPEEDTRONIC where it is used in the fuel control
system.

Check valves. There is a check valve in each line between the flow divider nozzles. The check valve is mounted
in each discharge line from the divider near the input connection to each nozzle. These valves prevent fuel oil
from continuing to flow when a stop signal is given resulting in a cut-off of fuel to the nozzle. These check
valves are set at a pressure, which is sufficient to prevent the fuel from the forwarding system from breaking
through, when stop valve is not close.

Selector valve indicator A 16- position selector valve and pressure gauge assembly is located at the output of
flow divider to allow monitoring of fuel oil pressure in the selected nozzle inlet line. Positions 1 through 14
select the fuel nozzles, position 15 selects the fuel pump inlet pressure, and position 16 selects the fuel pump
outlet pressure.

False Start Drain Valve In the event of an unsuccessful start, the accumulation combustible fuel oil is drained
through false start drains valves provided at appropriate low point in the combustion area. The false start drain
valve, normally open, closes as the turbine accelerates during start-up. Air pressure from the discharge of the
units axial flow compressor is used to actuate this valve. During the turbine shutdown sequence, the valve opens
as compressor speed drops (compressor discharge pressure is reduced).

SYSTEM
REQUIREMENTS

Gas Turbine Liquid Fuel Recommendations

General
These recommendations are for the several types of liquid fuels suitable for use in the heavy-duty gas
turbines with firing temperature of 1600 oF (870 oC) or higher. It is intended as a guide for users of these turbine
for the procurement, use, and where necessary, treatment of fuels. The fuel properties specified here include both
those, which could affect turbine operation and those additional properties, which the turbine user may need to
specify for his installation. These latter properties are related to fuel storage, handling and local safety and
environmental codes.

All of the fuels covered in this shall be hydrocarbon oil, free from organic acids and free from excessive amounts
of solids, fibrous or other foreign matter likely to make frequent cleaning of filters necessary. The fuels shall be
stable over storage and shall be compatible with other fuels with which they could normally be mixed.

Procurement of the fuel to specifications is only the first step to successful heavy-duty gas turbine operations.
Further steps required are:

• Prevention of contamination before, during and after delivery;

• Proper design of fuel storage, heating and transfer facilities;
• Proper management of the entire facilities with regard to maintenance procedures and schedules;
• Proper design and operation of any fuel treatment equipment.