NES 309 Requirements For Gas Turbines Category 2

Ministry of Defence
Defence Standard 02-309

Issue 2 Publication Date 10 October 2002
Requirements for Gas Turbines
Category 2
AMENDMENTS ISSUED SINCE PUBLICATION

AMD NO
DATE OF
ISSUE
TEXT AFFECTED
SIGNATURE &
DATE
Revision Note
This Issue of this Standard has been prepared to incorporate changes to text and presentation.
The technical content has been updated in line with current practice.
Historical Record
Def Stan 02-309 Issue 1
NES 309 Issue 3
NES 309 Issue 2
NES309 Issue 1
1 April 2000
January 1989
July 1985
1981
DEFENCE STANDARD 02309 (NES 309)
REQUIREMENTS FOR GAS TURBINES
ISSUE 2
This Defence Standard is

authorized for use in MOD contracts
by the Defence Procurement Agency and
the Defence Logistics Organisation
Published by:
Defence Procurement Agency,
An Executive Agency of The Ministry of Defence,
UK Defence Standardization,
Kentigern House,
65 Brown Street,
Glasgow, G2 8EX.
1
DEF STAN 02309 / ISSUE 2

(NES 309)
SCOPE
1.
This Defence Standard specifies the general requirements for, and gives guidance on the
procurement of Gas Turbines for installation in HM Surface Ships as either propulsion prime
movers or for use with suitably rated alternators.
2.
This Def Stan includes the minimum requirements for the following:
a.
Operating conditions and operating environment;
b.
Inspection, Quality Assurance and Testing;
c.
Guidance material intended to assist the manufacturer or system designer, and to ensure
common ground between him and all involved in procurement.
3.
Gas Turbines and their associated systems shall comply with the requirements of all relevant
standards whether national, international, military or naval.
4.
The manufacturer shall describe any hazard that may exist during the operation or maintenance
of the equipment. Precautions necessary to remove the hazard shall be detailed. If a hazard cannot
be completely eliminated the manufacturer shall state the possible consequences to personnel and
equipment.
5.
This Standard has been written and shall be used taking into account the policy stipulated in JSP
430 Ship Safety Management System Handbook. Equipment new to service shall have a full
safety case developed for it. Equipment repaired, modified and/or currently in-service shall
require a safety assessment.
FOREWORD
Sponsorship
1.
This Defence Standard is sponsored by the Warship Support Agency (WSA), Ministry of Defence
(MOD).
2.
Any user of this Def Stan either within MOD or in industry may propose an amendment to it.
Proposals for amendments that are not directly applicable to a particular contract are to be made
to the publishing authority identified on Page (1), and those directly applicable to a particular
contract are to be dealt with using existing departmental procedures.
3.
If it is found to be unsuitable for any particular requirement, MOD is to be informed in writing

of the circumstances.
4.
No alteration is to be made to this standard except by the issue of an authorized amendment.
5.
Unless otherwise stated, reference in this standard to approval, approved, authorized and similar
terms means by the MOD in writing.
6.
Any significant amendments that may be made to this standard at a later date will be indicated by
a vertical sideline. Deletions will be indicated by 000 appearing at the end of the line interval.
7.
Extracts from British Standards quoted within this Def Stan have been included with the
permission of the British Standards Institution.
8.
This standard specifies substances contained within the Montreal Protocol which are identified as
having ozone depleting potential. Our aim is to eliminate the use of these substances as soon as
a practicable alternative becomes available.
2

(NES 309)
9.
This Def Stan has been reissued because of technical update.

Conditions of Release
General
10.
This Def Stan has been devised solely for the use of the MOD, and its contractors in the execution
of contracts for the MOD. To the extent permitted by law, the MOD hereby excludes all liability
whatsoever and howsoever arising (including but without limitation, liability resulting from
negligence) for any loss or damage however caused when the standard is used for any other
purpose.
11.
This document is Crown Copyright and the information herein may be subject to Crown or third
party rights. It is not to be released, reproduced or published without written permission of the
MOD.
12.
The Crown reserves the right to amend or modify the contents of this standard without consulting
or informing any holder.
MOD Tender or Contract Process
13.
This Def Stan is the property of the Crown. Unless otherwise authorized in writing by the MOD
it must be returned on completion of the contract, or submission of the tender, in connection with
which it is issued.
14.
When this Def Stan is used in connection with a MOD tender or contract, the user is to ensure that
he is in possession of the appropriate version of each document, including related documents,
relevant to each particular tender or contract. Enquiries in this connection may be made to the
authority named in the tender or contract.
15.
When Defence Standards are incorporated into MOD contracts, users are responsible for their
correct application and for complying with contractual and any other statutory requirements.
Compliance with a Def Stan does not of itself confer immunity from legal obligations.
Categories of Defence Standard
16.
The Category of this Def Stan has been determined using the following criteria:
a.
Category 1. If not applied may have a Critical affect on the following:

Safety of the vessel, its complement or third parties.
Operational performance of the vessel, its systems or equipment.
b.
Category 2. If not applied may have a Significant affect on the following:

Safety of the vessel, its complement or third parties.
Operational performance of the vessel, its systems or equipment.
Through life costs and support.
c.
Category 3. If not applied may have a Minor affect on the following:

MOD best practice and fleet commonality.
Corporate Experience and Knowledge.
Current support practice.
3

(NES 309)
Related Documents
17.
In the tender and procurement processes the related documents listed in each section and Annex
A can be obtained as follows:
a.
British Standards
British Standards Institution,

389 Chiswick High Road,
London, W4 4AL.
b.
Defence Standards
Defence Procurement Agency,

An Executive Agency of The Ministry of Defence,
UK Defence Standardization,
Kentigern House,
65 Brown Street,
Glasgow, G2 8EX.
c.
Other documents
Tender or Contract Sponsor to advise.
18.
All applications to Ministry Establishments for related documents are to quote the relevant MOD
Invitation to Tender or Contract number and date, together with the sponsoring Directorate and
the Tender or Contract Sponsor.
19.
Prime Contractors are responsible for supplying their subcontractors with relevant
documentation, including specifications, standards and drawings.
Health and Safety
Warning
20.
This Defence Standard may call for the use of processes, substances and/or procedures that may
be injurious to health if adequate precautions are not taken. It refers only to technical suitability
and in no way absolves either the supplier or the user from statutory obligations relating to health
and safety at any stage of manufacture or use. Where attention is drawn to hazards, those quoted
may not necessarily be exhaustive.
21.
This Def Stan has been written, and is to be used, taking into account the policy stipulated in
JSP 430 MOD Ship Safety Management System Handbook.
Additional Information
(There is no relevant information included)
DEF STAN 02309/ ISSUE 2

(NES 309)
CONTENTS
Page No
TITLE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Sponsorship
............................................................... 2
Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Categories of Defence Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Related Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SECTION
1.
1.1
1.2
1.3
1.4
1.5
1.6
Table 1.1
1.7
1.8
PERFORMANCE SPECIFICATION . . . . . . . . . . . . . . . . . . . 8
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Gas Turbines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Gas Turbine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Gas Turbine Alternator Performance . . . . . . . . . . . . . . . . . . 10
Information Required from the Manufacturer . . . . . . . . . . . 11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Conditions of Inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Commercial Support Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
SECTION
2.
2.1
NATIONAL/INTERNATIONAL REGULATIONS . . . . . . . 13
Relevant Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
SECTION
3.
3.1
MILITARY STANDARDS/REQUIREMENTS . . . . . . . . . . . 14
Relevant Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
SECTION
4.
4.1
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7
4.2.8
4.2.9
4.2.10
4.2.11
DESIGN REQUIREMENTS GUIDANCE . . . . . . . . . . . . . .

Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Design Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gas Turbine Installation/Removal . . . . . . . . . . . . . . . . . . . . .
Gas Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gas Turbine Start Systems . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion and Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gas Turbine Surge Margin Control . . . . . . . . . . . . . . . . . . . .
Special Service Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intercooler (where applicable) . . . . . . . . . . . . . . . . . . . . . . . . .
Variable Area Nozzle (where applicable) . . . . . . . . . . . . . . . .
Recuperator (where applicable) . . . . . . . . . . . . . . . . . . . . . . .
5
15
15
15
15
15
15
17
18
18
18
19
19
19
20

(NES 309)
SECTION
4.2.12
4.2.13
4.2.14
4.2.15
4.2.16
4.2.17
4.2.18
4.2.19
4.2.20
4.3
4.3.1
4.3.2
4.3.3
4.4
4.4.1
4.4.2
4.4.3
4.4.4
4.5
4.5.1
4.5.2
4.6
4.7
4.8
4.9
4.10
4.11
4.11.1
4.11.2
4.11.3
4.12
Page No
Gas Turbine Enclosure (where fitted) . . . . . . . . . . . . . . . . . . . 20
Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Exhaust Volute/Uptake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Base Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Free Power Turbine (where applicable) . . . . . . . . . . . . . . . . . 23
On Engine Fuel Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Plant Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Electrical Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Auxiliaries and System Interfaces . . . . . . . . . . . . . . . . . . . . . 29
Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Compressor Cleaning System . . . . . . . . . . . . . . . . . . . . . . . . 30
Environmental Conditions and Considerations . . . . . . . . . 31
General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Nuclear Biological and Chemical Defence Precautions . . . 31
Material Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Gas Turbine Trips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Testing and Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Painting and Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Maintenance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Support Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Spares Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Integrated Logistic Support . . . . . . . . . . . . . . . . . . . . . . . . . . 37
5.
5.1
5.2
5.2.1
5.2.2
5.2.3
5.2.4
5.2.5
5.2.6
5.3
5.3.1
5.3.2
5.3.3
5.3.4
CORPORATE KNOWLEDGE AND EXPERIENCE . . . . .

Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Technical Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Washing Gas Turbines . . . . . . . . . . . . . . . . . . . . . . . . .
Antiicing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Health Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gas Turbine Start Systems . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Post Installation Risk Reduction . . . . . . . . . . . . . . . . . . . . . . .
Component Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intercoolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recuperators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6
37
37
37
37
38
38
38
39
39
39
39
39
39
40

(NES 309)
5.3.5
5.3.6
5.3.7
5.4
5.4.1
5.4.2
5.4.3
5.5
5.5.1
Page No
Variable Area Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Free Power Turbines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Enclosures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Support Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Removal Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Modularity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
On Engine Fuel Control Systems . . . . . . . . . . . . . . . . . . . . . . 41
ANNEX
A.
RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
ANNEX
B.
ABBREVIATIONS AND DEFINITIONS . . . . . . . . . . . . . . . 47
ANNEX
C.
PROCUREMENT CHECK LIST . . . . . . . . . . . . . . . . . . . . . . 52
ANNEX
D.
SHOCK, BLAST AND MOUNTING REQUIREMENTS . . 55
ANNEX
E.
TESTS AND TRIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ANNEX
F.
CONDITIONAL ASSESSMENT . . . . . . . . . . . . . . . . . . . . . . 60
ANNEX
G.
INSTALLATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . 61
ANNEX
H.
PAINTING AND PRESERVATION . . . . . . . . . . . . . . . . . . . . 64
ANNEX
I.
INFORMATION REQUIRED FROM THE

GAS TURBINE MANUFACTURER . . . . . . . . . . . . . . . . . . . 66
ANNEX
J.
INTEGRATED LOGISTIC SUPPORT . . . . . . . . . . . . . . . . . 72
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

(NES 309)
1.
PERFORMANCE SPECIFICATION
Related Documents: BS MA 100; BS EN 292; BS EN 10204; BS 3135;
DEF STAN 00-25; DEF STAN 61-5 Part 4; DEF STAN 91-4; DEF STAN 07220
(NES320); DEF STAN 08123 (NES1004); see also Annex A.
1.1
1.2
Safety
a.
Gas Turbines (GT) shall be designed and manufactured to withstand the loads
associated with the specified and reasonably foreseeable operating and
maintenance conditions, without endangering the health and safety of exposed
persons.
b.
The GT installation shall be designed and manufactured to ensure that there are no
critical speeds within the operating range.
c.
Significant hazards associated with GT include:

(1)
Blade failure;
(2)
Seal failure;
(3)
Shaft failure;
(4)
Disc burst;
(5)
Fuel/oil leaks;
(6)
Electric shock from High Energy Ignition systems.
d.
Each of the above hazards shall be addressed within the engineering and safety
justification provided by the manufacturer for the GT.
e.
Vibration monitoring shall form an integral part of the GT safety and control
system. The vibration monitoring system shall be capable of detecting the out of
balance of major components and alerting the ships staff in order to allow shutting
down the GT prior to the occurrence of a critical failure.
f.
GT and Power Turbines (PT) shall be designed, manufactured and installed to

ensure that, so far as practicable, the debris resulting from a rotor blade failure is
contained.
g.
In ensuring that the GT is safe for its intended use, the designer/manufacturer shall
adhere to the guidance in BS EN 292.
h.
Material certification documentation shall comply with the requirements of

BS EN 10204.
Gas Turbines
a.
All GT shall be fully automatic in normal operation. The GT shall be capable of

manual operation in applications which allow for this type of control.
b.
A control position shall be provided, which shall be capable of interfacing with the
vessels Platform/Power Management Systems (P/PMS). The control position and
8

(NES 309)
Man Machine Interface (MMI) shall be ergonomically designed to include the

Human Factors (HF) guidance contained in DEF STAN 00-25. Ideally, the control
position shall be located as close as possible to the GT.
1.3
Gas Turbine Performance

a.
The performance of the GT shall be based on the following conditions:

(1)
Standard conditions (BS 3135 no loss) of:

(a )
1.013 bar (101.3 kPa) pressure at the Intake Flare and Exhaust Volute
(or if fitted recuperator) exit;
(b ) Ambient temperature of 15C (288 K);

(c )
b.
Relative Humidity (RH) of 60%;
(2)
Fuel to DEF STAN 91-4. The GT shall be required to operate without

restriction on NATO F76 Dieso and Marine Gas Oil (MGO) to
BS MA 100. The GT should be able to operate using NATO F44 Avcat, any
restrictions on operation must be stated by the manufacturer;
(3)
Fuel shall be supplied to the GT by an external system operating in

accordance with DEF STAN 07220;
(4)
No external air bleed.
For the conditions given in Clause 1.3 (1) to (3) above, the GT shall achieve the
performance specified in the System Requirements Document (SRD) or other
values of the following agreed with MOD:
(1)
Rated power for continuous use, and stable operation over the specified
power output range;
(2)
Fuel consumption at specified rated powers, for a given propeller law or

constant speed operating regime;
(3)
Stable acceleration to the rated power from standstill, within a specified time;
(4)
Stable acceleration and deceleration between idle and full power, within
specified time constraints.
c.
In order to minimise corrosion and restore performance levels, means shall be

provided for the periodic removal of salt deposits and atmospheric contaminants
from blading and internal surfaces.
d.
The GT is required to operate under the following environmental conditions:

(1)
The GT shall be capable of operation in extreme tropical and arctic

conditions as defined in DEF STAN 08123;
(2)
The GT shall be capable of operation at rated performance under the different

ship attitudes, while subject to ship motions as defined in
DEF STAN 08123;
(3)
The GT, its ancillaries and installation, in any application, shall be capable of
surviving the shock conditions specified in the SRD whilst remaining fully
operational. Indicative examples are given at Annex D;
9

(NES 309)
(4)
The GT, associated machinery and enclosure (where fitted) shall withstand
air blast pressures that enter the platforms intake/uptake and ventilation
system. These shall be specified in the SRD. Indicative examples are
included at Annex D;
(5)
The GT shall function, preferably without loss of performance, in an Nuclear,

Biological and Chemical (NBC) environment. Any operating restriction or
degradation in performance shall be stated by the GT designer/manufacturer.
e.
The GT manufacturer is required to provide a statement that the GT is capable of

operation under the above environmental conditions.
f.
The GT shall be deemed acceptable to the purchaser if measured parameters fall

within the tolerance bands specified in the SRD. Guaranteed parameters and
associated tolerance bands that may be listed in the SRD include, but are not limited
to, the following:
(1)
System boundaries/interfaces of the propulsion module;
(2)
Operation in all environmental conditions prescribed;
(3)
Rated power at ISO conditions;
(4)
Performance against specified Intake duct depression and Exhaust duct back
pressure loses:
(a )
Typically GT 500 mm WG and 760 mm WG respectively for simple

cycle GT;
(b ) Typically 305 mm WG and 508 mm WG respectively for advanced

cycle GT;
(5)
Performance over range of speeds;
(6)
Performance in all modes of operation;
(7)
Noise level of the GT;
(8)
GT vibration level;
(9)
Emissions standards and control;
(10) Interference with other systems.

g.
1.4
Mean Time Between Failure (MTBF) (or maintenance free operating period) and
Mean Time To Repair (MTTR).
Gas Turbine Alternator Performance

a.
In addition to the requirements of Clause 1.3, a Gas Turbine Alternator (GTA):

(1)
Must provide the quality of electrical power supplies required by

DEF STAN 61-5 Part 4;
(2)
Ideally, the periodic removal of salt deposits and atmospheric contaminants

from the blading and internal surfaces of a GTA should be possible whilst it
10

(NES 309)
remains on-load, connected to and supplying the platform power system.

The manufacturer must state any operational restrictions or impact on
authorised component life, if any, that may result.
1.5
Information Required from the Manufacturer

a.
1.6
To enable the MOD to make an objective evaluation of available GT, the

manufacturer is required to supply an engineering description of the GT, which
should be sufficient to allow the MOD to assess:
(1)
The mechanical integrity of the GT (including the Power Turbine (PT));
(2)
Intake filtration, intake and exhaust ducting configuration requirements and

constraints;
(3)
Enclosure configuration (where appropriate);
(4)
Fuel, lubricating and starting systems;
(5)
Control alarm and monitoring systems;
(6)
All other critical systems.
b.
Guidance on the level of documentation that may be specified to fulfil the

requirements of Clause 1.5a is provided at Annex I.
c.
Where the GT has already proved satisfactory in service, with a number of

applications, a reduced level of design, manufacture, and trials information may be
acceptable to the MOD.
Installation
a.
The GT and associated machinery shall be supplied on a base frame and may be
considered one unit for alignment and lifting purposes. If designed as the prime
mover for an alternator, that too may be included on the base frame. Where the GT
manufacturer identifies an advantage to supply the associated machinery on an
additional base frame such a proposal may be assessed by the MOD.
b.
The GT manufacturer shall specify the external mounting arrangements for all
components of the GT system. All ships service and control system interfaces
shall be specified. These shall be identified with reference to the terminal points as
supplied by the GT manufacturer.
c.
GT shall operate satisfactorily under the conditions of inclination as shown in Table

1.1.
11

(NES 309)
Engineering Installations
andd E
Equipment
i
t
Angle of inclination, degrees (see Note 1)

Athwartship
Static
(Heel)
Fore-and-Aft
Dynamic Static (Trim) Dynamic

(Roll)
(Roll)
Main
and
auxiliary
machinery essential to the
propulsion and safety of the
ship including essential
electrical equipment.
15
22.5
5
(see Note 2)
7.5
Emergency machinery and

equipment
including
electrical
equipment.
Switchgear, electrical and
electronic appliances (see
Note 3) and remote control
systems.
22.5
(see
Note 4)
22.5
10
10
NOTE:
1. Athwartships and
simultaneously.
fore-and-aft
inclination
may
occur
2. Where the length of the ship exceeds 100 m,, the fore-and-aft static
angle of inclination may be taken as 500/L degrees where L = length
of ship, in meters.
3. Up to an angle of inclination of 45 degrees no undesired switching
operations or operational changes may occur.
4. A static damaged condition up to a maximum of 30 degrees may be
required by the Naval Authority.
Table 1.1 Conditions of Inclination
1.7
d.
GT shall be capable of achieving the performance specified in the SRD irrespective

of the installed orientation (longitudinally or athwartships).
e.
Where surfaces of the GT, PT or Exhaust Volute exceed a temperature of 220C

during operation (or any lower value stated in the SRD), they are to suitably
insulated and clad to minimise the risk of fire and prevent damage or injury by heat
to adjacent components or personnel.
Testing
a.
The GT manufacturers proposals for testing the GT shall be submitted for

consideration and shall include:
(1)
Details of rotor balancing techniques;
(2)
Methods of determining the integrity of pressure casings;
(3)
Heat exchanger trials;
(4)
The intended method of demonstration where components have a specified

life in terms of operating time or operating cycles.
12

(NES 309)
b.
1.8
Commercial Support Issues

a.
2.
The SRD for the platform propulsion system will detail or make reference to the
intended usage, and therefore define the required operation of the GT in-service.
In addition to the technical performance of the GT there are commercial issues

involved in the acquisition, operation and support of such equipment. The GT
manufacturer should, therefore, make proposals with respect to such subjects as:
(1)
Through-life contractual repair (Contractor Logistic Support);
(2)
Independent oversight of manufacture/repair;
(3)
Warranty and performance guarantees;
(4)
Duration of spares availability;
(5)
Transfer of intellectual property rights;
(6)
Any Type Approvals by Classification Societies.
NATIONAL/INTERNATIONAL REGULATIONS
Related Documents: IMO Regulations; BS ISO 11042; BS ISO 11342; BS EN 61032;
BS EN ISO 9001/2000; BS EN 953; BS EN 10204; BS EN 60529; BS 4278; BS 6861; see
also Annex A.
2.1
Relevant Standards
a.
The design, manufacture and servicing (where specified in the SRD) of any GT or
GTA is to conducted in accordance with BS EN ISO 9001/2000 Model for Quality
Assurance in Design, Development, Production, Installation and Servicing.
b.
The GT manufacturer shall ensure that all suppliers are accredited to

BS EN ISO 9001/2000 or shall demonstrate that the quality processes, practices
and procedures in place are equal to or exceed those required by
BS EN ISO 9001/2000.
c.
Emissions to atmosphere as a result of the products of combustion shall comply

with the standards demanded by IMO Regulations (covering Emissions from
Vessels) and BS ISO 11042 (covering Exhaust Gas and Emissions).
d.
Enclosures, where fitted, shall offer protection as specified in BS EN 60529 and BS

EN 61032.
e.
Guards shall be designed and constructed to the standards specified in

BS EN 953.
f.
Rotating assemblies shall be dynamically balanced in accordance with BS 6861

and BS ISO 11342, or equivalent company specification.
g.
Eyebolts for lifting purposes shall conform to BS 4278.
h.
Where appropriate, certification inspection documentation shall be to the

requirements of BS EN 10204.
13

(NES 309)
3.
MILITARY STANDARDS/REQUIREMENTS
Related Documents: for a full list of related documents see Annex A.
3.1
Relevant Standards
a.
Noise tests shall be as specified in the SRD.
b.
Vibration tests shall conform to DEF STAN 07256.
c.
Vibration and shock mountings shall conform to DEF STAN 08120, BR 3021, BR
8470, BR 8471, BR 8742 and BR 8743.
d.
Noise attenuation shall be achieved using the guidance contained in DEF STAN
08118, DEF STAN 07254.
e.
All labels shall be in accordance with DEF STAN 02723.
f.
Safety marking colour coding shall conform to DEF STAN 05-34.
g.
The electrical system, terminals and labels shall conform to DEF STAN 08107
and DEF STAN 02502, observing the safety requirements of DEF STAN 218.
h.
Electrotechnical equipment shall confirm to the requirements for materials and

finishes given in DEF STAN 07224.
i.
Limited Fire Hazard (LFH) cables and wiring shall be used as applicable in
accordance with BR 2170(1), BR 2000(52), DEF STAN 02512Pt3 and DEF
STAN 61-12 Part 31.
j.
The SRD shall include a requirement that where any oils or greases are used or
required for any purpose they are, wherever possible, to be specified from those
listed in DEF STAN 01-5. If this is not possible it is to be brought to the attention of
the Principle Contract Officer (PCO) and/or the Design Authority, as applicable,
for resolution.
k.
Lubricating Oil Systems shall comply with the requirements of DEF STAN 02303
l.
Packaging shall conform to DEF STAN 02724.
m.
Environmental conditions are detailed in DEF STAN 08123.
n.
GTA performance in response to electrical load changes and the overall quality of
electrical supplies shall conform to DEF STAN 02607, DEF STAN 08142, DEF
STAN 07243 and DEF STAN 61-5 Part 4, unless otherwise stated in the SRD.
o.
Requirements for removal routes are given in DEF STAN 02302 AND DEF
STAN 08103.
p.
External fuel systems shall comply with DEF STAN 07220.
q.
Intakes and Uptakes shall comply with the requirements of DEF STAN 07218.
14

(NES 309)
4.
DESIGN REQUIREMENTS/GUIDANCE
Related Documents: for a full list of related documents see Annex A.
4.1
Definitions
a.
Enclosure: When required by and specified in the SRD an enclosure can, where
appropriate, form an acoustic and fire containment barrier around the GT. It may
additionally be required to provide protection to personnel against Nuclear
Biological and Chemical (NBC) warfare agents and withstand stated shock and air
blast overpressure levels.
b.
Gas Turbine Change Unit (GTCU): If the replacement philosophy of the GT is

removal of the complete or almost complete unit, this is termed the GTCU, or
where more accurate the Gas Generator assembly (GG).
c.
Module or Maintenance Assembly Change Unit (MACU): When the replacement

philosophy is based on breaking down the GT into smaller component groups for
exchange, these are termed MACU.
4.2
Design Requirements
4.2.1
Gas Turbine Installation/Removal
4.2.2
4.2.3
a.
The GT, GTCU/GG and or its constituent MACU shall be designed so that they can
be manoeuvred into or out of the ship without damage, oil seepage or fuel spillage
via the planned removal route. Requirements for removal routes shall comply with
Clause 3.1o.
b.
Any component of the GT, which is designated as a lifed component by the

manufacturer and designed for Upkeep by Exchange shall be capable of
replacement without removal of the GT. The time(s) to replace such item(s) shall
be stated by the GT manufacturer. The maximum time(s) to replace such item(s) at
sea shall be specified in the SRD.
c.
All pipes and mating connections shall have a suitable standard of identification
and, where necessary, shall be provided with blanks. Flexible pipes connected to
the GG shall be so configured that they can be easily disconnected (with minimum
spillage) and safely stowed.
Gas Turbine
a.
Vibration pickups shall be provided on the GG casings for use with vibration
monitoring equipment. The siting and type of vibration pick-up should allow best
detection characteristics of failures or deterioration of critical components. The
contractor should specify these components.
b.
Inspection facilities shall be provided to enable internal viewing of the GTCU. The
components to be viewed should be those deemed critical, by sound engineering
judgement, and where visual inspection can aid the assessment of component
deterioration. The contractor should specify these components.
Lubricating Oil System

a.
The GT shall be supplied with its own lubricating system to provide lubrication and
cooling to its own and the engine driven auxiliary bearings and gearing. The
15

(NES 309)
Lubricating Oil (LO) system shall supply de-aerated oil at appropriate

temperatures, pressures and quantities for all GT powers under all specified
conditions.
b.
In GTA applications, consideration, where appropriate, shall be given to the

utilisation of a combined GT and GG lubrication system.
c.
Where justified by the manufacturer, LO may be utilised for hydraulic actuation of

GT systems.
d.
The type of LO is to be specified by the GT manufacturer and shall comply with the
requirements of Clause 3.1j.
e.
LO systems shall include pressure and scavenge pumps, as deems necessary by the
manufacturer, and must include all requisite filtering arrangements, LO tanks and
LO coolers. Separately mounted LO modules may be used. LO systems shall
comply with the requirements of Clause 3.1k.
f.
All LO filters shall be readily accessible for ease of examination and replacement.
g.
Where it is possible that the GG may be caused to rotate, under shut down
conditions (known as windmilling), the design shall prevent excessive oil leakage
within or outside the engine. Any restrictions on the allowable period of
windmilling must be stated by the GT manufacturer.
h.
LO tanks shall be manufactured from corrosion resistant materials, which include

the following fittings:
(1)
Lockable drain cock which is easily visible;
(2)
Vent, connected with atmosphere;
(3)
Dipstick or Sight Glass and level transmitter;
(4)
Air/oil separator;
(5)
Filling funnel with lockable/securable lid.
i.
All fittings, in particular those not contained within an enclosure, shall be

adequately protected from misuse and insulated to prevent injury to personnel.
j.
LO tanks shall have sufficient capacity to permit 200 hours engine operation
without need to inspect or top up levels, or 30 seconds supply for maximum oil
pumps delivery, whichever is greater.
k.
Inspection of oil level and topping up shall be possible during normal engine
operation.
l.
Means shall be provided to detect failures in discrete parts of the equipment. A

suitable Condition Based Monitoring System shall be proposed by the
manufacturer. The position of detectors/sensors should be designated by the
manufacturer to allow ease of access and to give the best possible
indication/detection of performance/deterioration within the equipment. The
functionality to determine the location of the performance/degradation within the
GT would be an advantage.
16

(NES 309)
4.2.4
m.
Where required, oil cooler(s) shall be selected with sufficient heat transfer
capability to cool full oil flow to 70C (343) in 35C (308) sea temperature.
If required, they shall be fitted with an approved design of temperature controller to
adjust cooled oil flow to maintain a mean oil outlet temperature of 70C (343) at
sea temperatures from 35C (308) to 2C (271) and ambient air
temperature of up to maximum tropical conditions as defined in DEF STAN
08123.
n.
If sea water cooling is employed, the cooler(s) shall be suitable for a working
pressure of up to 10.3 bar (1030 kPa) on the sea water side and shall be capable of
passing a sea water flow of 1.6 times the nominal design value without exceeding a
tube water speed of 3 metres/second or a pressure drop of 1500 mm WG (14.4 kPa).
A sea water cooled fresh water cooling system should be used wherever possible.
o.
To ensure water flows through coolers in the correct direction, water inlets and
outlets to coolers shall not be interchangeable.
p.
Where a separate Power Turbine (PT) LO system is used, conditions of oil pressure
and filtration quality shall be specified by the PT manufacturer, including short
term minimum values (10 second duration) and necessary sampling pressures and
temperatures.
q.
An air and oil separator shall be provided where required.
r.
All leads for temperature and pressure sensing elements shall terminate in a
junction box sited externally on the GT or enclosure (where fitted). Each lead shall
be clearly identified at both ends. Terminals in the junction box shall be clearly
identified in accordance with DEF STAN 08107.
s.
All sensing elements shall be easily accessible for replacement.
t.
All thermometers and thermocouples measuring oil temperatures and pressure

sensing elements shall be secured as follows:
(1)
Inside the enclosure locked;
(2)
Outside the enclosure fitted in pocket with pocket welded in position.
Gas Turbine Start Systems

a.
b.
The starter system shall be required to:

(1)
Start the engine at the minimum level of power provision when the GT LO
temperature is 0C;
(2)
Wet motor the engine for the purpose of purging air from the fuel system;
(3)
Dry motor the engine for the purposes of purging fuel from the gas path. The
purge cycle shall be of sufficient duration to displace at least three times the
volume of the exhaust system;
(4)
Dry motor the engine for the purposes of compressor (and, where necessary,
intercooler) washing.
The starter system shall be suitable for at least 12 starts in any two hour period and
shall be capable of providing, without replenishment, not less than six consecutive
starts (or three per engine for multi engine installations).
17

(NES 309)
4.2.5
4.2.6
4.2.7
c.
The start system shall be capable of remote operation where required and the
controls, incorporating safeguards against maloperation of the equipment, shall
comply with the requirements of Clause 4.5.2.
d.
If an engaging/disengaging arrangement is employed, the starter system shall

prevent crash re-engagements irrespective of engine spool speed.
e.
If fitted, the air starter motor shall be capable of self-containment should any failure
occur, and the starter air should not exhaust directly into the machinery space.
f.
A means of measuring starter motor speed shall be provided, if required, by the

engine manufacturer.
Combustion and Ignition

a.
The selected combustion system shall give stable and efficient combustion over the
agreed range of fuel specifications and all operating conditions, without the
formation of excess deposits within the engine.
b.
Each combustion chamber shall have provision for automatic drainage at the
lowest possible level and sufficiently adequate to avoid accumulation of fuel during
starting and when stopped.
c.
If the proposed ignition system is of the High-Energy type, the manufacturer shall
clearly identify the number of igniters required by the system to achieve the
specified start reliability. The engine manufacturer shall also ensure that adequate
safeguards are taken for the protection of personnel and relevant equipment.
d.
The frequency of examination, cleaning or replacement of any component in the

combustion system shall not be greater than that stipulated in the SRD.
Gas Turbine Surge Margin Control

a.
The manufacturer shall define the operation and parameters for any air bleed
system required to maintaining appropriate compressor surge margins.
b.
The manufacturer shall define the operation and parameters for any variable
geometry system required to maintaining appropriate compressor surge margins.
c.
Indication of position and, where necessary control, of bleed valves and variable
geometry systems shall be incorporated into the GT controls.
d.
The GT manufacturer shall, where applicable, state the noise levels produced at the
bleed pipework interface.
Special Service Air

a.
Where specified in the propulsion system SRD, provision is to be made to supply

ship services with air bled from the GT compressor(s). In which case conduit shall
be provided between the air bleed manifold(s) and the platform interface. A locally
operated isolating valve shall be mounted in a safe access position external to the
enclosure (where fitted). The PMS shall control the rate of air bleed demand.
18

(NES 309)
4.2.8
4.2.9
4.2.10
Air Intake Assembly

a.
Depending on the project specific terms of the contract, the air intake may be the
responsibility of the platform provider or system integrator.
b.
The design requirements for Intakes and Uptakes shall comply with the
requirements of Clause 3.1q.
c.
The air intake shall provide a uniform air velocity distribution at the entry to the GT
and minimise flow/pressure distortion at the entry to the compressor blading while
minimising the overall pressure loss in order to optimise engine performance. Flow
distortions shall not exceed 10% under any environmental condition or operational
duty.
d.
To minimise overall pressure losses, the air intakes shall avoid protuberances such
as ladders, pipes and wiring. Air intakes shall be as straight and as short as possible,
avoiding bends and contractions as far as possible.
e.
If specified in the SRD, a suitable means of creating the required air flow
distribution at the engine air intake shall be designed and provided by the engine
manufacturer. This could be a cascade bend or a bellmouth intake assembly.
f.
The module design shall assume an intake air quality not worse than 0.01 ppm by
weight ingested salt content, as specified within in DEF STAN 07218. The air
intake may have a screen to protect the equipment from Foreign Object Damage
(FOD), which shall prevent significant objects (e.g. > 6 mm) from entering the GT.
g.
The design of the assembly may be required to facilitate the fitting of compressor
cleaning equipment as defined by the GT manufacturer. Suitable arrangements
shall be made by the manufacturer in the design of the intake system to allow ease of
access for maintenance.
h.
The connection between the intake assembly and the intake duct is to incorporate a
flexible seal arrangement.
Intercooler (where applicable)

a.
Should the manufacturer propose a GT solution incorporating an intercooler, the

manufacturer shall demonstrate that the possibility of condensation on the air side
of the intercooler has been considered and mitigated.
b.
The GT shall be capable of operation with the intercooler, if fitted, bypassed. The
effect of operation with the intercooler bypassed shall be fully documented and
validated. The power output/performance of the GT with the intercooler bypassed
shall be specified by the manufacturer.
Variable Area Nozzle (where applicable)

a.
Variable Area Nozzle (VAN) control shall be integrated with the engine control
system.
b.
In the event of a VAN control failure, it is preferable that the engine is capable of
restricted operation with the VAN locked in position. GT performance under this
condition shall be specified by the manufacturer.
19

(NES 309)
4.2.11
4.2.12
Recuperator (where applicable)

a.
Should the manufacturer incorporate a recuperator (an exhaust gas heat recovery
device) into the proposed GT, then the manufacturer shall provide evidence of its
suitability for operation in a warship. Specific reference shall be made by the
manufacturer to material selection, method of manufacture, thermal shock
tolerance and expansion and corrosion resistance.
b.
The normal operating mode should be with the recuperator on-line. If a bypass
system is fitted, the manufacturer shall state any limitations on power
output/performance or GT operation with the recuperator bypassed.
c.
Where a recuperator bypass is fitted, the transition times from recuperator on-line
to recuperator bypassed and vice versa shall be stated. Any limitations on the
power output/performance at which this transition can occur shall be specified by
the manufacturer.
d.
Adequate and acceptable access shall be provided to allow condition monitoring of

the recuperator.
Gas Turbine Enclosure (where fitted)

a.
Where an enclosure is specified or recommended by the manufacturer, the SRD

shall specify the requirements. The manufcaturer should provide a left and/or right
dressed version and state if both versions are suitable for either direction of rotation
of the output shaft. The manufacturer should also state if both version are suitable
for nose up or nose down installation.
b.
Where more than one entry is specified, the main entry point to the enclosure shall
be situated to allow ease of access to local controls where fitted (for example they
may be arranged on the same side of the enclosure). If the local control panel,
where fitted, is not mounted on the GT module but is available for mounting within
the machinery space, then suitable access should be provided.
c.
The enclosure, including access and control panels, shall conform to Human
Factors (HF) constraints as detailed in DEF STAN 00-25. Where a recuperator is
fitted, allowance for access shall be made for maintenance of the recuperator and
associated equipment. Where this is proposed to be via removable side panels, or
similar, the manufacture shall provide a safety justification and, where appropriate,
a panel handling system.
d.
The enclosure shall be capable of accepting the design forces imposed by the
bellows and seal arrangements and those caused by shock, air blast over pressure
and thermal expansion. The movement encountered will be in all planes.
e.
The air intake sealing arrangement at the interface between the module and intake
ducting shall:
(1)
Be resistant to cracking by flexing;
(2)
Remain operational through the working temperature range of 40C

(233K) to 70C (343K).
20

(NES 309)
f.
The exhaust flexible sealing arrangement at the interface between the module and
exhaust ducting shall:
(1)
Be resistant to cracking by flexing;
(2)
Maintain flexibility whilst at an internal temperature of up to 550C (823K)

with an outside temperature of 40C (233K) to 70C (343K).
g.
GTCU/MACU removal routes from the enclosure shall be identified in the SRD.
Enclosure design should preferably permit either sideways or forward removal of
the GTCU/MACU (and the free PT, where applicable).
h.
The enclosure shall be supplied complete with fittings, including lifting lugs and
brackets, to facilitate GTCU replacement. Lugs shall conform to BS 4278 with a
minimum factor of safety of 5.
i.
No equipment shall be positioned on, or in, the enclosure in such a way as to hinder
or disrupt the GG removal or impair access for maintenance and inspection.
j.
The enclosure shall be sized to contain the maintenance envelope of the GT or shall
be so designed to allow ease of access for maintenance of the GT.
k.
The enclosure shall include structural characteristics that permit the noise
attenuation requirements of DEF STAN 08118 and DEF STAN 07254 to be
achieved.
l.
The enclosure shall be gastight and all penetrations of the walls are to be sealed for
acoustic and NBCD purposes.
m.
Pipework connecting to or from the enclosure shall be in accordance with

DEF STAN 02345, and shall be attached to the enclosure in such a way that
sufficient flexibility exists to allow for acceptable movement.
n.
Gastight doors shall be designed/provided to withstand blast conditions as

specified in Annex D.
o.
The following warning notice in letters of 10 mm minimum height, shall be

provided on the door:
WARNING
NO ENTRY WITHOUT PERMISSION OF SCC.
INHIBIT FIRE EXTINGUISHER ON ENTERING AND RESET ON
LEAVING.
DANGER FROM TOXIC GAS AFTER OPERATION OF FIRE
EXTINGUISHER.
THE VENT FAN MUST BE SHUT DOWN BEFORE OPENING THE
DOOR. (for pressurised enclosures)
p.
Observation windows shall be provided which:

(1)
Allow a view of the accessory gearbox (where relevant);
(2)
Allow a view of all associated fuel system components, including the burner
manifold;
21

(NES 309)
(3)
4.2.13
One window shall be located on the control side of the enclosure adjacent to
the control panel (if fitted).
q.
Compressor-washing connections shall (where fitted) be provided on the

enclosure.
r.
Where appropriate, provision shall be made for access for removable equipment
and instrumentation, such as portable vibration monitoring. Sealing of the access
aperture shall also be provided. Such provision shall allow for the temporary
mounting of a sensor within the enclosure with the associated instrument
electronics and/or readout being situated outside the enclosure.
s.
Where the PT is mounted separately from the GTCU, a flexible seal shall be
provided between the acoustic enclosure and PT. This flexible seal shall;
(1)
be resistant to cracking by flexing;
(2)
be fire resistant to DEF STAN 02345;
(3)
maintain flexibility whilst operating over a specified temperature range

within the acoustic enclosure;
(4)
sustain NBC protection.
Output Shaft
a.
The GT manufacturer shall provide the coupling or output shaft to connect the PT
to the ships propulsion Main Reduction Gearbox or other driven equipment, e.g. an
Alternator. The flange or adaptor to mate with the driven input flange shall be
defined in the SRD.
b.
The output shaft characteristics shall be specified for the particular application.
Typically the specification should include:
(1)
The desired separation between the GT and the driven equipment;
(2)
The required torque capability;
(3)
The mounting arrangements for the engine and the driven equipment, i.e.
rigidly or flexibly mounted, separate or common base(s).
c.
Arrangements shall be made to allow for axial and transverse displacements

between the GT and the driven equipment during normal operation and to
accommodate the excursion of the engine or driven equipment under shock. The
manufacturer shall provide alignment procedures and tolerances for MOD
consideration and approval.
d.
Access to the forward flange or coupling shall be provided for inspection and
detailed alignment checks, as appropriate.
e.
A coupling shaft cover between the rear face of the engine and the driven
equipment may be required and shall be supplied by the customer. The functions of
the cover include the provision of:
(1)
Personnel protection;
22

(NES 309)
4.2.14
4.2.15
4.2.16
(2)
A seal for module ventilation air, if relevant;
(3)
Access to the output shaft after coupling, if appropriate.
Exhaust Volute/Uptake
a.
The exhaust volute shall normally exhaust upwards, but may be inclined either side
of a vertical plane parallel with the engine axis.
b.
The requirements for flexible sealing between the exhaust volute and remainder of
exhaust ducting are as stated in Clause 4.2.12f . These should be made of
appropriate heat resistant materials or should be cooled.
c.
The build-up of back pressure should be avoided in order to maximise engine

performance. Exhaust duct design shall avoid protuberances such as ladders, pipes
and wiring. Uptakes shall be as straight and as short as possible, avoiding bends and
contractions as far as possible.
Base Frame
a.
Typically this supports the air intake assembly, GTCU/GG, enclosure (where
fitted), PT assembly, Exhaust Volute, and Recuperator (where applicable) and shall
be sufficiently substantial to allow it, and all mounted assemblies, to be considered
as one unit for alignment and lifting purposes without creating unacceptable strain.
In a GTA application, the generator may also require mounting on the same base
frame. This may be detailed in the SRD and, for larger machines, shall require the
manufacturer to provide justification of the structural integrity in the event of worst
case failures.
b.
The base shall withstand ship hogging or sagging up to a maximum 2000 m radius
of curvature without imposing unacceptable strain on any component mounted on
it.
c.
The base frame shall be designed to support items of equipment mounted on it,
which are subject to the shock accelerations given in Annex D. BR 3021 provides
guidance on how this should be achieved.
d.
The base frame shall have suitable, support provision for anti-shock/vibration
mountings to meet the requirements of the SRD.
Free Power Turbine (where applicable)

a.
When the design incorporates a Free PT, the designer may intend it to be considered
as part of the GT or as a ship fit item. In the first event it is likely that the PT
inspection intervals will be similar to those of the hot section(s) of the GG (in which
case the remainder of this Clause is not applicable). In the later case the PT should
be designed to require intensive inspection at not less than the vessels refit
periodicity.
b.
In the case of a ship fit PT, the PT may be lubricated by the main gear LO system if
sufficient spare cooling capacity is available.
c.
Two overspeed sensors for detecting PT shaft speed, shall be provided.

23

(NES 309)
4.2.17
d.
The SRD shall state the required direction of rotation of the PT.
e.
The PT shall be designed to allow for reverse rotation for a period specified in the
SRD. Typically this shall be with the transmission at up to 50% of the design point
astern speed, with the GG running in its normal rotational direction at up to 25% of
the design point power.
f.
PT design shall permit ready access to bearings, couplings and (where fitted) the
VAN assembly for inspection, maintenance and replacement where necessary.
g.
Vibration pick-ups shall be provided on the PT for use with monitoring equipment.
The position and type of sensor should allow best detection characteristics for all
possible failure modes.
h.
The PT shall be designed so that the nozzles, rotors, diaphragms and shaft can be
removed from the ship via the planned removal route detailed in the SRD.
On Engine Fuel Control

a.
The engine control system shall include a system that regulates the fuel flow in a
stable and safe manner over the whole operating regime of the GT. The following
features shall be provided:
(1)
Capability, following start initiation, to regulate the fuel flow automatically

so that the engine accelerates to idling speed in a controlled manner;
(2)
Control fuel flow in response to a demand signal to give the desired power
output whilst operating between idling speed and the limiting controls of the
engine;
(3)
Control fuel flow following an increase in demand so that the engine

accelerates to provide adequate response without being subject to undue
temperature, stress, or compressor surge;
(4)
Control fuel flow following a decrease in demand so that the engine

decelerates to provide the required response without engine flame out;
(5)
Control fuel flow to ensure stable steady-state operation at any desired power
level within the specified limits;
(6)
Control fuel flow so that the engine is maintained within its safe operating
margins under all ambient temperature conditions. The following limiters
shall be provided:
(a) PT speed;
(b) LP Compressor speed
(separate to HP Compressor speed when

appropriate);
(c) HP Compressor speed
(separate to LP Compressor speed, when

appropriate);
(d) GG Turbine(s) and/or PT entry temperature.

b.
Dedicated lockable switch/switches shall be provided to ensure that equipment

cannot be operated when formal hazard control procedures, such as Man Aloft,
are in force (DEF STAN 218, DEF STAN 08132 and DEF STAN 00-56 refer.
24

(NES 309)
c.
For GTA applications, transient and steady state control criteria may be defined by
the required quality of power supplies, as detailed in the SRD.
d.
When either manual or automatic trips shut down an engine, the automatic engine
control system shall be reset to the shut down condition.
e.
The engine control shall be provided with adjustable datums to cater for tolerance
in the fuel system equipment preventing the limiters and schedules from being
preset or to suit the differing operating conditions likely to be encountered in
service.
f.
The engine control shall permit satisfactory start to engine idle conditions on
minimum throttle setting and shall be consistent to within 3% of fuel flow demand
at other settings (if not over-ridden by another control system).
g.
Means shall be provided to isolate the fuel from the burner manifold when the GT is
shut down. This shall be possible by both local and remote facilities without
external electrical or pneumatic power supplies. It must always be possible to
rapidly reduce the fuel flow to the GT by means of a the governor in response to an
overspeed or over temperature trip demand.
h.
All components in contact with the fuel shall be capable of continuous operation
with only the lubrication provided by the fuel. In the event of the fuel being
contaminated by sea water, the materials of all components in contact with the fuel
shall be resistant to corrosion.
i.
The engine control system shall include full flow filtration upstream of the engine
driven pumps. The contractor shall specify the arrangements for the removal,
cleaning, venting, priming, draining and replacement of the filter(s), and
permitting these functions to be undertaken without stopping the engine.
j.
An inlet filter shall be provided on the inlet side of the enclosure (where fitted).
This should, where applicable, consist of a demembraned polyrethane filter
12 pores per lineal cm, in two layers, each 13 mm thick. Cross flow ceramic filters
may be used as an alternative.
k.
Flexible pipes shall be provided in the system, where necessary, to absorb relative
movement of all enclosure components and to facilitate GTCU replacement.
l.
In the event of failure of electrical power supplies or part of the equipment which
prevent unsafe automatic operation of the engine, the engine control system shall:
m.
(1)
For Mechanical Drive applications - keep the engine at its last demanded
power condition until a lower mode of control is applied and control
regained;
(2)
For Electrical Drive applications - return the engine to an idle condition

where control to maintain operation is lost.
When operating under conditions where the automatic control system has failed set
(excluding digitally controlled GT):
(1)
Where appropriate, facilities are to be provided to allow a manual device to

be engaged which allows the engine power to be increased or decreased in a
25

(NES 309)
safe manner. Where the acceleration and deceleration control functions are
bypassed, the mechanical movement of the device is to be such that the fuel
flow cannot be changed at a rate which would cause an unacceptable engine
or transmission loading condition;
n.
4.2.18
(2)
At least one PT facility shall be available to shut down the engine should
excessive overspeed occur;
(3)
If compatible with the control logic, facilities shall be provided to shut down
the engine manually via a mechanical linkage, when further operation is not
required.
Essential control supplies shall be provided with an Uninterruptible Power Supply

(UPS) to ensure continued operation in the event of a failure of the platform power
supplies for a minimum period of 30 minutes. If a battery back-up is used it shall
fully recharge within 24 hours.
Plant Controls
a.
Unless otherwise agreed with MOD, each production engine shall be fitted with
control equipment that provides the following functions (additional and
complementary to those stated in Clause 4.2.17):
(1)
Incorporate the control of intercooler, recuperator, VAN, etc., for

advanced/complex cycle GT;
(2)
Receives and responds to signals to start, stop or motor and regulates the
power of the GT from remote operating stations;
(3)
Collects, conditions and transmits primary surveillance signals to the remote

operating stations;
(4)
Collects, conditions and transmits secondary surveillance signals to the

remote operating stations;
(5)
Where specified, provides sufficient control and surveillance facilities at the

GT local control position to allow:
(a )
Automatic starting and stopping;
(b ) Power regulation within the safe operating envelope of the engine

control system;
(c )
Operation of GT wet and dry motoring and system test facilities;
(d ) Observation of engines operating status via analogue or digital

instruments, alarm, warning and state indications;
(6)
b.
Where appropriate, provide control functions at the component control level,

to allow direct manual control of fuel flow and engine shut down in the event
of failure of the electrical power supplies or a critical failure of the engine
control system (see Clause 4.5.2). Limited self-powered instrumentation is
necessary to allow operation of the equipment in a safe manner.
Each GT shall be provided with a Plant Control Unit (PCU) comprising:

26

(NES 309)
c.
d.
e.
(1)
The minimum instrumentation necessary for satisfactory level of control of

the machinery available under local operating procedures;
(2)
All state indication lamps necessary for the correct operation of the available
plant under local operating procedures;
(3)
All surveillance indication necessary for the safe operation of the available
plant under local/remote operating procedures.
All controls (including switches, push-buttons, etc.) necessary for the operation of
the module under both local and remote operating conditions shall, where
appropriate, include:
(1)
A control authority selection switch for transference of control to either the

local or remote operating positions;
(2)
Means of starting the GT either by manual (switch control) or automatic

means;
(3)
Any control components necessary to operate the various GG and fuel system
components mounted on the enclosure.
Depending on the type of fuel control system used, the PCU may be required to
accommodate any associated electronic units comprising:
(1)
All equipment required for controlling the fuel flow to the burners over the
whole operating range;
(2)
Continuous control and stable handling;
(3)
Limiting (engine parameters);
(4)
Engine protection (tripping devices).
The PCU shall provide for:

(1)
Hard wired and/or ether net links for use with a centralised propulsion
control and surveillance system;
(2)
The required electronic components for a distributed control system.
f.
During enclosure design, ergonomic consideration shall be given to the location

and presentation of the controlling levers, etc., where appropriate. No hazard to the
operator or maintainer shall be present in the positioning of these controls.
g.
Control, instrumentation and surveillance systems shall be housed in waterproof

enclosures to IP67. Panels may be insulated from vibration emanating from the
equipment if the GT manufacturer deems it necessary.
h.
The PCU and system shall take full consideration of the variations in environmental
conditions (ambient and atmospheric pressure, RH, etc.). The PCU and system
shall ensure that, for any given power demanded, the same power output, within a
tolerance of 1.5%, shall be achieved, regardless of environmental conditions.
i.
Parameters monitored by the PCU and Surveillance System should be those

deemed appropriate by the GT manufacturer to ensure the safe and efficient
operation of the equipment.
27

(NES 309)
4.2.19
j.
An equipment diagnostics interface shall be provided at the local operating

position. A Man Machinery Interface (MMI) with full interrogation of the PCU
and Control and Surveillance System may be incorporated if considered
appropriate.
k.
Facilities for the monitoring of equipment parameter trends may be required. Such
requirements shall be detailed in the SRD.
l.
Push-buttons shall be shrouded to prevent accidental operation.
m.
The movement of all rotating controls, switches, levers, handwheels, etc. shall be
limited by mechanical stops to avoid damage to the working parts of the operating
gear.
n.
All controls shall be positively secured by keys, splines or flats (not grub screws or
taper pins) and located such that it is impossible to replace in a different position
after removal.
Electrical Supplies
a.
4.2.20
The design of electrical supplies shall be in accordance with the following:

(1)
DEF STAN 08107;
(2)
DEF STAN 02512 Parts 1 and 3;
(3)
DEF STAN 07244;
(4)
DEF STAN 61-5 Part 4;
(5)
DEF STAN 61-12 Parts 1, 11 and 31.
b.
The GT manufacturer shall make clear to the contractor or shipbuilder his

requirements for electrical supplies. The SRD shall define the agreed conclusions.
c.
Lighting shall be provided within the enclosure (where fitted) in accordance with
DEF STAN 02587 Part 1 and installed to DEF STAN 02502. Lighting levels
shall be sufficient to enable maintenance operations, as designated by the GT
manufacturer, to be carried out.
d.
Power sockets shall be provided inside the enclosures (where fitted), in addition to
a light switch located outside the module in accordance with DEF STAN 08109 .
e.
Enclosures are to be fully screened and are not to produce any electromagnetic
field, as required by DEF STAN 08107 and DEF STAN 59-41.
Instrumentation
a.
Where fitted, instrumentation consisting of gauges, indicators and switches shall be

located in a group on, or adjacent to, the enclosure (where fitted). Instrumentation
associated with starting, operating and stopping the machinery shall be located
adjacent to the manual controls and shall be arranged so as to be clearly visible to
the operator when standing at the normal, or On enclosure, control position.
Other instruments shall also be grouped and similarly located.
28

(NES 309)
b.
Gauges shall be calibrated in SI units. The requirements for any particular

application shall be specified in the SRD.
c.
Transducers for operating remote gauges shall be easily removable for repair and
calibration checking.
d.
For general information relating to instrumentation, see DEF STAN 02599, DEF
STAN 02604, DEF STAN 02626 and DEF STAN 02627.
4.3
Auxiliaries and System Interfaces
4.3.1
Drains
4.3.2
a.
The GT drain systems shall ensure that the removal of fluid waste from the
equipment is completely safe and environmentally compliant.
b.
Drainage arrangements shall be provided in the base of the enclosure to prevent a

build-up of liquids at all installation attitudes. Provision shall be made to
accommodate sealing arrangements to overcome any enclosure differential
pressure (dP) requirements as appropriate.
c.
Drains shall be provided at the lowest points of the Exhaust Volute and Air Intake,
and other low points as necessary, to prevent any accumulation of liquids in the
engine or enclosure (where fitted).
d.
If necessary, drains shall be fitted with automatic valves that shut when all liquids
have been removed from the engine. If required, this feature shall be provided
either by the engine manufacturer or the platforms Prime Contractor.
e.
Drains shall be led to appropriate tanks. Mixing of different liquids should be

avoided.
f.
In the event of tank overflow, or on any other occasion, the contents of the drain
tank(s) shall enter the engine or enclosure. Drain pipework or tanks shall not be
open to atmosphere within the platform.
g.
The GT fuel drains shall be led via flexible pipes to terminate at approved positions
on the enclosure exterior (where fitted), or where specified.
h.
All drains shall be positioned to take account of a Nose Up or Nose Down

attitude. Where the installation requires the Inlet Assembly and/or Exhaust Volute
to be off the vertical, special provisions for drainage shall be specified in the SRD.
Ventilation
a.
The enclosure (where fitted) shall be ventilated to maintain the safe working
temperature of all components within the enclosure, to maintain enclosure surface
metal temperatures below levels hazardous to personnel and to limit enclosure heat
release to the machinery space in all environmental conditions and during all
operational duties. Such duties will include maximum rated power, rapid engine
shut down (i.e. soak conditions) and situations when the PT is driven backwards
during manoeuvres.
b.
The ventilation air may be drawn and filtered directly from machinery space
atmosphere or alternatively can be drawn from the engine Air Intake system
29

(NES 309)
utilising a common set of filters for both air systems. The SRD shall indicate any
requirement/preference. If a forced draught ventilation fan is employed, the engine
should be capable of restricted operation in the event of a fan failure for a period
defined in the SRD.
c.
The enclosure ventilation system (where fitted) shall be designed to exhaust either
into the platforms Main Exhaust system by Ventilation Via Volute (VVV) or
through separate exhaust ducting.
d.
If relevant, the supply and exhaust ducts shall be fitted with flaps, which can be
operated manually and which shut automatically on operation of the firefighting
system to capture the extinguisher charge. The exhaust duct shall be fitted with a
flame trap if required.
e.
The ventilation system shall be provided with a flexible sealing arrangement that
shall;
f.
4.3.3
(1)
be resistant to cracking by flexing;
(2)
be fire resistant to DEF STAN 02345;
(3)
maintain flexibility whilst operating within a temperature range of 40C

(233K) to 70C (343K);
(4)
be positioned such that it will not cause corrosion of the GT outer casing.
The ventilation system, including ducting, seals, filters and fan (where fitted), shall
be able to withstand the shock and air blast over pressure conditions specified in the
SRD.
Compressor Cleaning System

a.
Where required by the GT manufacturer to prevent degradation of performance,

provision shall be made for cleaning of the engine compressor blading, by liquids
or solids, and for the injection of inhibiting fluid.
b.
Since the aim of compressor cleaning is to restore GT/GTA performance whilst

maximising system availability it is desirable to:
(1)
Extend the time between washes;
(2)
Wash GT on-line (i.e. without shutting down the GT). This is particularly
important when considering GTA;
(3)
Minimise any power limitations during the wash;
(4)
Minimise any effect on GT life related to washing on-line.
c.
The compressor cleaning system shall remove all the salt and dirt deposits from the
gas path internal surfaces of the compressors and intercooler (where fitted). It
shall, under no circumstances deposit salt, dirt or cleaning mediums in or on the GT
hot-end components.
d.
Low Pressure (LP) compressed air, if available, may be used to assist in compressor
cleaning.
30

(NES 309)
e.
The cleaning system and fluids shall be specified by the GT manufacturer, but shall
require MOD approval.
f.
If a water wash tank is fitted, suitable access for cleaning shall be made available.
The tank shall be arranged so that it can be filled from the ships fresh water system
and shall also be fitted with a drain connection.
g.
A system shall be provided for the injection of a sprayable inhibiting fluid into the
GG.
h.
The water wash and the inhibitor spray systems (where fitted) should incorporate
automatic features.
4.4
Environmental Conditions and Considerations
4.4.1
General Requirements
4.4.2
4.4.3
a.
In the event of a machinery space fire, the GT shall be capable of withstanding the
fire for the time prescribed in the SRD and shall remain operational within the
limits defined in the SRD.
b.
The GT shall be capable of operating with floodwater to the level of the underside
of the lowest exposed GT casing.
c.
Alternators housed in the same enclosures as the GT are subject to the same
environmental conditions, including those specified for material tolerance to
contamination, fire, shock and containment in the event of failure. In such
circumstances the environmental conditions identified in DEF STAN 08142 and
DEF STAN 07243, for 60 Hz and dc generators respectively, are superseded.
Emissions
a.
The MOD has a stated policy to meet obligations world-wide with respect to
emission levels as defined by the International Maritime Organisation (IMO). At
present these levels are defined for Diesels. When of emissions levels for GT have
been defined, these shall supersede those currently specified.
b.
Limits for all emissions shall be related to the engine power and where appropriate
to the ambient conditions and shall be indicated in the SRD. Under all conditions
emissions shall be expected to conform to IMO Regulations applicable at the time
of procurement. Lower levels of emissions are most desirable and are to include
consideration of such constituents as the oxides of Nitrogen and Sulphur (NOx and
SOx), Carbon Monoxide (CO) and Unburned Hydrocarbons (UHC).
c.
Under the conditions above, in normal operation, visible and measurable smoke
levels shall be no greater than those specified in the SRD.
Nuclear Biological and Chemical Defence Precautions

a.
The GT shall function without loss of performance in an NBC environment.
b.
GT systems shall operate in a segregated environment to protect personnel from

adverse effects of NBC contamination.
c.
The enclosed area within the enclosure boundary containing the GG and the intake
and exhaust systems shall be gastight in accordance with BR 2170 Volume 2.
31

(NES 309)
d.
4.4.4
All interior surfaces within the enclosure (where fitted) which are exposed to
contamination shall be treated such that washing down operations do not
adversely influence performance or cause corrosion.
Material Specification
a.
Materials employed in the construction of the GT and enclosure (where fitted shall
be suitable for all the environmental conditions stated above and shall be capable of
withstanding emergency conditions (e.g. intake filter bypass doors open).
b.
Equipment components shall be coated, as the GT manufacturer deems necessary,

to protect them from water and salt contamination and the effects of combustion.
c.
The materials employed in the construction of the GT and accessories shall be able
to withstand exposure to contamination from the following:
(1)
Fuel and its trace contaminants;
(2)
Hydraulic fluids;
(3)
Engine oil;
(4)
Alkalis, including sea water and its constituent salts;
(5)
Water repellent (e.g. WD40 or PX24);
(6)
Acids, arising from dillution of exhaust products in water;
(7)
Firefighting mediums;
(8)
Solvent fluids associated with GT equipment.
d.
All surfaces exposed to the inlet airflow shall be of corrosion resistant materials or
shall be treated such that deterioration shall not result in FOD or from other solid
particle contamination of the inlet air.
e.
The total life of GT natural rubber-based flexible hoses for both HP and LP services
in ships shall be taken as 10 years in store, which may be followed by a full 16 years
in-service life. Synthetic rubber-based flexible hoses are not lifed, but are replaced
depending on condition.
f.
Corrosion resistant material shall be used in all fuel pipes between the ships
filtration system and the engine/enclosure (where fitted) interface. Zinc based, zinc
coated, cadmium plated or pure copper materials shall not be used.
g.
Neither the use of cadmium nor zinc finish is permitted on surfaces in contact with
LO. Copper shall not be used for piping related to LO systems.
h.
Hazards to personnel as a result of exposure of materials to fire, (i.e. production of

toxic substances) shall be stated by the manufacturer.
4.5
Safety
4.5.1
General Requirements
a.
GT design shall minimise the possibility of a fire fed by LO and fuel leaks.
Localising potential leaks shall be given special attention.
b.
GT design shall avoid electrical hazards illustrated in DEF STAN 08107.

32

(NES 309)
4.5.2
c.
GT design shall ensure protection against both electrical shock and mechanical
hazard when checked by the application of the standard test figures as specified in
BS EN 61032:98.
d.
Personnel employed on operating and maintaining the GT machinery shall be

provided with instructions concerning safe operations.
e.
Where applicable to the enclosure (where fitted), all doors shall be provided with a
locking device capable of securing the door in the open and closed positions during
normal ship movement and shock conditions.
Gas Turbine Trips

a.
The contractor should designate trip levels which should ensure that no damage
occurs to any part of the equipment and that there is no compromise to the safety of
personnel. The equipment should, pending determination of the reason for the
overspeed, be available for re-starting after a minimum shut down period which
shall be given in the SRD.
b.
Means shall be provided to automatically shut down (trip) the engine by rapidly
reducing fuel flow below the flame out level under conditions of excessive:
c.
(1)
PT speed;
(2)
PT Entry Temperature (PTET);
(3)
Temperature spread monitoring if applicable (alarm only).
A partial overspeed trip shall be provided which shall:

(1)
operate above the 100% full power level but should also operate below the
level of operation for main trips intended to initiate GT shut down;
(2)
initiate a rapid drop off in power;
(3)
prevent the GT from falling below idle conditions;
(4)
NOT initiate a shut down sequence.
d.
Where rapid operating devices are used which do not provide positive fuel cut-off
to the engine, the trips signals shall be automatically sent to the fuel shut off valve so
that complete fuel isolation to the burner manifolds is achieved.
e.
Where compatible with the control logic of the engine, a manual trip shall be
provided, capable of being operated independently from the local and remote
positions, to positively shut off fuel to the engine.
f.
The local manual trip gear (where fitted) shall be located in a readily accessible
position for speedy operation but which avoids possible inadvertent operation.
g.
When remote mechanical operation is specified, the operating linkage shall be in

tension when tripping. Adequate safeguard against inadvertent operation shall be
provided.
h.
The PTET trip shall be fitted with suitable isolation to allow local or remote
inhibiting of the trip. A suitable warning lamp shall be provided at the control
33

(NES 309)
stations to indicate that this inhibit is in operation. Indication of inhibit should be

given at all positions when inhibited from any position.
4.6
i.
Spurious trips must be avoided at all times and particular consideration shall be
given to prevent inadvertent trips under the maximum shock conditions imposed on
the GT enclosure (where fitted).
j.
Arrangements shall be provided to allow the equipment comprising the trip

systems to be periodically tested in service. The checking of all trip channels shall
be achieved without disconnecting any trip circuits.
k.
If required, for complex cycle GT configurations, consideration should be given

for the inclusion of an over torque trip mechanism. The use of a computed value of
torque for control and alarm may be considered.
Fire Prevention
a.
All non-mobile GT installations installed within an enclosure shall be fitted with a

fire detection system.
b.
When activated, the system shall give warning automatically at local and remote
positions.
c.
Local manual, remote manual and automatic facilities for operation of the fire
extinguishing system may be required. Details shall be given in the SRD.
d.
When initiated, the system shall operate immediately to stop the supply of
ventilation air to starve any fire(s).
e.
An inhibiting device shall be provided to prevent inadvertent local, remote or

automatic operation, with appropriate indication provided at all positions when in
the inhibited mode.
f.
A system of pipework and cylinders containing the fire-extinguishing medium

shall be provided. Where appropriate, containers will be located on the outer
surface of the module with ability to remove/replace individual containers without
entering the enclosure.
g.
In the event of a fire in the enclosure (where fitted), an engraved plate giving
instructions for the sequence of operations shall be fitted adjacent to the control
box. Physical, clear and unambiguous indication of when the system has operated
shall be provided at all operating positions.
h.
A means shall be provided for purging the enclosure (where fitted) in the event of a
fire. A connection may be fitted that enables on-board portable fans to be used.
Such a connection should be situated in a position to ensure that all unwanted
gasses, including those heavier than air, are removed. Any other options shall be
discussed with the Prime Contractor.
i.
The system shall be designed to totally flood the enclosure (where fitted). The
concentration of the chosen extinguishant, required to extinguish all possible fires,
shall be achieved and maintained throughout the entire enclosure (where fitted).
Discharge trials shall be required to prove the correct concentration can be
achieved.
34

(NES 309)
j.
4.7
Testing and Trials

a.
The requirement for type testing of the first production or prototype engine may be
specified in the SRD. Annex E. gives guidance on recommended (non-mandatory)
items for inclusion.
b.
Production/shop tests and inspections and Type Tests shall be carried out in
accordance with DEF STAN 02362.
c.
Platform/shipboard trials and inspections are divided into:
d.
4.8
4.9
(1)
Installation tests and checks;
(2)
Commissioning tests and checks.
In addition to the machinery inspection undertaken after Contractors Sea Trials

(CST) in accordance with DEF STAN 02353, a Conditional Assessment (CA)
shall be carried out on the GT irrespective of the number of hours run during the
trials period. This CA shall include analysis of all logistic items, such as hydraulic
fluids, intercooler fluid, fuel, boroscope inspections, etc. A list of typical
additional maintenance tasks to be conducted is given at Annex F. GTA shall be
subject to a similar material survey that shall be agreed with the Equipment Project
Officer (EPO).
Installation
a.
The GT manufacturer shall be responsible for the labels and markings on the
enclosure (where fitted). Thermal insulation shall be attached to the hot areas of the
GTCU, PT and Exhaust Volute. Insulation or screening shall be provided on any
hot surfaces external to the enclosure (where fitted) sufficient to protect personnel.
b.
Prior to installation, the GT manufacturer shall supply the platforms Prime

Contractor with information on preparation, installation, maintenance and
servicing of the GT, together with a Machinery Installation Guide.
c.
More comprehensive installation requirements are given at Annex G.
Painting and Preservation

a.
4.10
The extinguishant chosen shall be selected on the basis of that it limits, by the
greatest degree, damage to machinery components and health risks to personnel.
The extinguishant chosen shall be fully compliant with the requirements of the
Montreal Protocol.
The GT manufacturer shall specify what items of GT equipment shall be painted

and which items of GT equipment shall not be painted. Typical examples are given
at Annex H.
Maintenance Check
a.
In the case of the first installation only, the manufacturer shall physically
demonstrate on one engine that the method, maintenance documentation, tools and
any specialised support equipment are appropriate and fit for purpose with regard
to the specified method of engine removal/replacement.
35

(NES 309)
b.
The format of the demonstration and shall be specified in the SRD.
4.11
Support Issues
4.11.1
Units
a.
b.
c.
d.
4.11.2
Drawings
a.
All drawings shall be produced in accordance with DEF STAN 02722, noting the
requirements of DEF STAN 02628 for rotating electrical machinery as applicable
to GTA.
b.
The GT manufacturer shall supply the following drawings:
c.
NOTE:
4.11.3
All data, i.e. dimensions, flow rates, temperatures, pressures, etc., shall be
expressed in SI units.
All interfaces with the ship, i.e. flanges, threads, etc., shall be expressed in SI units.
The dimensions of threads of tools shall be in SI units, if practical.
Any deviations from these requirements shall be clearly identified and agreed with
the MOD customer.
(1)
General Arrangement;
(2)
Assemblies;
(3)
Sub-assemblies;
(4)
Family Tree;
(5)
Parts Lists;
(6)
Drawings Lists;
(7)
Circuit Diagrams;
(8)
Detailed Spare Part and Tooling drawings.
These drawings shall include:

(1)
Principal dimensions;
(2)
Terminal points, expansion pieces, flanges, etc., to identify all interfaces with
the Shipbuilder or Contractor of associated equipment and to define the
GTCU for removal purposes;
(3)
Maintenance envelopes (see DEF STAN 02302);
(4)
Lifting points, masses, centre of gravity (C of G), Jacking points;
(5)
Installation instructions.
Drawings will also be needed to supply information detailed in Annex J.
Spares Requirements
a.
The GT manufacturer shall advise the MOD of the spares recommended for each
installation, identifying those required on-board the ship and those that can be
retained ashore.
b.
All spares shall be clearly identified.
c.
Interchangeable spares are to be clearly identified as interchangeable, in

36

(NES 309)
4.12
5.
Integrated Logistic Support

a.
It is MOD policy to procure equipment that meets the required performance to time
and cost and which is fully supportable at the optimum Life Cycle Cost (LCC).
b.
Integrated Logistic Support (ILS) is the accepted discipline for managing that cost,
for causing support considerations to influence the design or selection of an
equipment and for delivering and monitoring a consistent support environment for
the in-service equipment. It is a mandated requirement for all major procurement
programmes.
c.
DEF STAN 00-60 identifies the ILS requirements for MOD procured equipment.
Some of the elements which are relevant to GT and GTA, including Availability,
Reliability and Maintainability (AR&M), are discussed further at Annex K.
CORPORATE KNOWLEDGE AND EXPERIENCE

Related Documents: There are no related documents within this section.
5.1
Background
a.
The Royal Navy (RN) and UK MOD have over 30 years experience in the operation
and support of Gas Turbines (GT). That expertise and experience includes GT
utilisation for warship, hovercraft and aircraft propulsion, as well as auxiliary
equipment such as fire pumps.
b.
Interest in the further reduction of whole life financial aspects of warships has led to
the development, with industry, of advanced cycle GT. The RN and MOD have
been directly involved in this field and are well placed to consider the relative
merits of conventional versus innovative solutions for future applications. A key
development has been the proposed use of Gas Turbine Alternators (GTA) in
support of Integrated Electric Propulsion (IEP) concepts and solutions for the next
generation of warships.
c.
Support of both in Service systems and development programmes has allowed the
MOD to gain a practical understanding of the benefits, or otherwise, of a wide range
of alternative support strategies. These include self-sufficient support and limited
contractor support options through to full Contractor Logistic Support (CLS).
d.
The information that follows is not intended to be prescriptive and is provided for
consideration and reference only.
5.2
Technical Issues
5.2.1
Water Washing Gas Turbines

a.
This technique is used on all warship propulsion GT currently In-Service with the
RN. Although a dry carbo blast technique (using crushed walnut shells) was used
on early GT, water washing has provided a satisfactory method of restoring
compressor performance and minimising the effects of potentially corrosive
contaminants entrained in the inlet air.
b.
Current systems employ cold water washing using the water of the highest quality
available in each platform. To date there is insufficient evidence of the benefits of
37

(NES 309)
washing with heated water, compared with cold water, to outweigh the additional
system complexity.
c.
d.
5.2.2
5.2.4
(1)
Extend the time between washes;
(2)
Wash GT on-line, (i.e. without shutting down the GT);
(3)
Minimise any power limitations during the wash;
(4)
Minimise any effect on GT life related to washing on-line.
Any special chemicals proposed, such as Compressor Cleaning and Inhibiting

Fluids (CCIF), would need to be acceptable to the GT manufacturer and the MOD.
To minimise supportability issues the proposed chemical should be acceptable for
use by the Joint Services.
Antiicing Systems
a.
5.2.3
Since the aim is to restore performance whilst maximising system availability it is

desirable to:
Anti air icing equipment has been installed on GT in RN Service. However,

experience to date has not supported the requirement for those anti-icing systems
and they are being removed from installed propulsion GTS.
Engine Health Monitoring

a.
The use of magnetic chip detectors in the LO scavenge system of a GT has proved
reliable in Service and is considered an acceptable method of gathering Condition
Based Monitoring information. However, the manual removal of self-sealing
magnetic chip detectors whilst the GT is at greater than idle powers is currently
strongly discouraged (the MEO permission is required to enter a GT enclosure at
powers above idle).
b.
GT and GTA especially, will be required increasingly to operate for extended

periods without interruption. It is therefore desirable, if not essential, that the
engine health monitoring techniques adopted are able to provide warning of
deterioration with the GT on line and at all powers. It may still be considered
necessary to continue to install manual or automatic check magnetic chip detectors
to confirm warnings alerted by other methods (such as vibration monitoring,
engine run-down times, LO analysis and LO consumption) and to trap metallic
debris for later laboratory analysis.
Gas Turbine Start Systems

a.
Electric start is preferred for larger engine sizes in future platforms utilising the
principles of the MOD All Electric Ship concept. However, if a good case can be
presented, starting the GT may be accomplished by air driven motor, hydraulics,
explosive cartridge or by hand.
b.
If an air start system is fitted then it should be noted that the air should not exhaust
directly into the machinery space. Where one is fitted it can exhaust into the
enclosure. This prevents air utilised to start a stand by GT from feeding a potential
fire in a common machinery space.
38

(NES 309)
5.2.5
Drains
a.
5.2.6
The importance of auxiliary systems must not be overlooked. Integration of

systems such as enclosure drains has failed to address all aspects of the design in
some platforms. For example there is a need to ensure that the contents of any drain
tank cannot be forced or sucked back into the GT enclosure (where fitted).
Post Installation Risk Reduction

a.
When a GT has been installed through the air intake, there is a significant risk of
FOD to the engine. Despite thorough inspection of intake systems there have been
instances where fasteners and grit blast debris has been ingested by the newly
installed GT. This has led to compressor blade damage and premature removal.
This risk is reduced by sideways removal as the intake remains sealed. Further
preventative action can include the temporary installation of a durable fine mesh
screen in addition to the permanently fitted FOD screen. This can provide
additional protection during the early commissioning runs and has proved effective
during initial WR 21 development testing.
5.3
Component Issues
5.3.1
Oil Coolers
a.
5.3.2
5.3.3
Oil cooler(s) will, preferably, but not essentially, be situated in scavenge return
lines, upstream of the duplex filter and will preferably not be direct sea water
cooled.
Bleed Air Systems

a.
If necessary, to maintain appropriate compressor surge margins during acceleration

and deceleration and at low power, air may be bled from the GG compressors.
Typically this can be accomplished by single or multiple valves (Blow off Valves
(BOV)) if appropriate, discharging to bleed manifolds before interfacing with the
ships ducting. Alternatively, variable geometry mechanisms, or a combination of
variable geometry and BOV, can manage compressor surge margins. Bleed valves
should be shut at the lowest power output possible consistent with stable
acceleration and deceleration to maximise overall efficiency.
b.
Bleed air systems can be sensitive to back-pressure. If bleed systems are required,
the Prime Contractor shall take full consideration of the GT manufacturers
requirements for ducting and should conform to those requirements wherever
possible. If ducting is directed to a point outside the module threshold, flexible
bellows shall be required. Durability issues have arisen with respect to some
bellows pieces as fitted in RN Ships.
c.
Bleed systems should minimise noise at their interface as a result of their operation.
The Prime Contractor may need to install silencers/mufflers if noise levels are
considered excessive.
Intercoolers
a.
To cool the gas path, reduce compressor work and increase the charge density, a
heat exchanger, or intercooler (IC), may be introduced between the LP (or IP, if
39

(NES 309)
appropriate) and HP compressors. This results in increased power density of the

overall machine. When used in conjunction with a recuperator an improved joule
cycle thermal efficiency is achieved.
5.3.4
5.3.5
b.
The possibility of condensation on the air side of the IC should be considered.

Where this could be detrimental to the engine, suitable condensation control
provisions are to be incorporated with instructions from the manufacturer for their
use.
c.
Consideration should be given to fitting a drain to the intercooler for the purposes of
draining water whilst the equipment is shutdown.
Recuperators
a.
The normal operating mode for a recuperated engine to achieve maximum fuel
savings should be to have the recuperator on-line. However, the engine should be
capable of operating with no restriction on power capability with the recuperator
bypassed during cleaning operations or following damage to the Recuperator.
b.
Particular attention should be paid to the design and manufacturing methods of the
recuperator. Material selection and method of construction are key to the longevity
of the recuperator in service. Detailed analysis of the exhaust gas environment,
thermal expansion, shock loads, corrosion and thermal mass of the design proposal
are required to de-risk the design of this critical component. Significant resource
should be allocated to the development, modelling and trial of any new design of
recuperator.
Variable Area Nozzle

a.
5.3.6
5.3.7
The addition of a VAN before the Power Turbine (PT) may be considered. This
shall enable the temperature of the engine exhaust to be maintained artificially high
and relatively constant. This provides a high temperature differential between
compressor delivery air and exhaust gas in the recuperator, improving joule cycle
thermal efficiency and resulting in a comparatively flat SFC curve from a specified
part load up to full power.
Free Power Turbines

a.
When the design incorporates a Free PT, the designer may intend it to be considered
as part of the GT or as a ship fit item.
b.
In the first event it is likely that the PT inspection intervals will be similar to those of
the hot section(s) of the GG.
c.
In the latter case the following design guidance is considered appropriate. The PT
should preferably be designed to require intensive inspection at intervals not less
than that for ship refit. Ten years should be assumed unless otherwise stated in the
SRD. No planned maintenance of the PT outside of refit periods involving a
downtime of greater than 24 hours should be accepted. The PT may be lubricated
by the main gear lubrication system if required.
Enclosures
a.
Dedicated enclosures have been fitted around all propulsion GT in current RN

service to provide an acoustic barrier, containment of an on engine fire and an
40

(NES 309)
airtight NBCD boundary. Current GT enclosures are usually fitted with self
contained fire detection and fire extinguishing systems.
b.
With the introduction of GTA, serious consideration should be given to the

requirement for GT enclosures on a case by case basis. IEP concepts allow
increased flexibility in the siting of GTA. Where a GTA is installed in a small
dedicated machinery space it may be that the requirements for an enclosure are
reduced and possibly the enclosure can be dispensed with as the machinery space
effectively becomes the enclosure.
5.4
Support Issues
5.4.1
Removal Routes
a.
5.4.2
5.4.3
Removal of GT in RN warships is usually through the GT intake or via a dedicated

removal route from the machinery space. Sideways removal of the GT from its
enclosure was introduced with the Spey GT (Type 22 Batch III and Type 23
Frigates). The benefit of this system is to remove the requirement to strip out the
internals of the GT downtake trunking and install removal rails. This can permit
greater progress in the preparation of the GT for removal prior to the vessel
berthing alongside and reduces the risk of incurring FOD on re-commissioning the
engine and intake system.
Modularity
a.
Early GT were built as complete units, rotationally balanced and pass-off tested
prior to installation in a platform. Advances in the construction methods of some
GT produced a design where the GT could be stripped down into a number of
assemblies or Maintenance Assembly Change Units (MACU) at the support
facility. Breaking down a GT into MACU has the potential to reduce the repair and
overhaul time and associated costs. The holding of a number of the lowest release
life MACU permits the number of complete GT held in storage to be decreased,
thus further reducing support costs.
b.
The concept of fully modular GT has been achieved with the development of new
GT, such as the WR21. Fully modular GT allows the possibility of modular
(MACU) exchange in-situ in the platform, at a dockside facility or at a contractors
support facility. The added flexibility of such GT can be utilised to minimise
support costs and spare holdings requirements for each application.
Painting
a.
Guidance on Painting and Preservation can be found in Annex H.
5.5
Control Systems
5.5.1
On Engine Fuel Control Systems

a.
Earlier GT in RN Service used the fuel as the control medium in a purely

hydro-mechanical control system. Whilst proven and still in-service on some GT,
the introduction of analogue control systems has demonstrated increased
reliability, easier and faster set to work procedures as well as easier fault diagnosis.
b.
The increased flexibility of Full Authority Digital Engine Controllers (FADEC)

will continue this trend and allow full data integration with modern
Platform/Power Management Systems (P/PMS).
41

(NES 309)
c.
In modern ship systems, where machinery and platform control is achieved by the
use of a P/PMS, a digital engine controller capable of readily interfacing with the
P/PMS is considered to be advantageous.
d.
Typically GT control systems should be digital microprocessor based providing

full authority control and safety logic, surveillance capabilities and where
appropriate, Built in Test Equipment (BITE) and conditioning monitoring
facilities.
42

(NES 309)
ANNEX A.
RELATED DOCUMENTS
A1. The following documents and publications are referred to in this Defence Standard:
Montreal Protocol
Use of Ozone Depleting Substances
MARPOL 73-78
Emissions from Vessels
BS MA 100
Specification for Petroleum Fuels for Marine Oil Engines and Boilers
BS ISO 7919-4
Gas Turbine Sets
BS ISO 11042
Gas Turbines. Exhaust Gas and Emissions
BS ISO 11342
Mechanical vibration. Methods and criteria for the mechanical

balancing of flexible rotors
BS EN ISO 9001
Quality systems. Model for quality assurance in design, development,

installation and servicing
BS EN 292
Safety of machinery. Basic concepts, general principles for design:

Part 1:
Basic terminology, methodology
Part 2:
Technical principles and specifications
BS EN 953
Safety of Machinery. Guards. General Requirements for the Design

and Construction of Fixed and Movable Guards
BS EN 10204
Metallic Products. Types of Inspection Documents
BS EN 60529
Specification for Degrees of Protection Provided by Enclosures
BS EN 61032
Protection of persons and equipment by enclosures. Probes for

verification
BS 3135
Specification for gas turbine acceptance test
BS 4278
Specification for Eyebolts for Lifting Purposes
BS 6861
Balance Errors
DEF STAN 00-25
Human Factors (HF) for Designers of Equipment
DEF STAN 00-40
Reliability and Maintainability (R&M):

Part 1: Management Responsibilities & Requirements
Part 8: Procedurement of Off The Shelf (OTS) Equipment
DEF STAN 00-56
Safety Management Equipment for Defence Equipment
DEF STAN 00-60
Integrated Logistic Support (ILS)
DEF STAN 01-5
Fuels, Lubricants and Associated Products
DEF STAN 05-34
Marking of Service Materiel
DEF STAN 05-57
Configuration Management (CM)
DEF STAN 59-41
Electromagnetic Compatibility (EMC)
DEF STAN 61-5
Electrical Power Supply Systems below 650 Volts

Part 4:
Power Supplies in HM Ships
43

(NES 309)
DEF STAN 61-12
Wires, Cords and Cables Electrical:

Part 1: General Requirements & Test Methods for Qualification
Approval
Part 11: Imperial/Metric Cross Reference Index
Part 31: Sheaths; Limited Fire Hazard (LFH)
DEF STAN 68-10
Corrosion Preventive Compound; Water Displacing: JSD: PX24,

NATO C634
DEF STAN 91-4
Fuel Naval Distillate: NATO F76: JSD DIESO F76
JSP 430
Ship Safety Management System Handbook:

Volume 1: Policy and Guidance on MOD Ship and Equipment
Safety Management
(NES 41)
DEF STAN 0241
Requirements for Configuration Management (CM) and Ship Fit

Definitions (SFD)
(NES 45)
DEF STAN 0245
Requirements for the Application of Reliability Centered

Maintenance (RCM) Techniques to HM Surface Ships and
Submarines:
Part 1: New Equipments
Part 2: In-service Equipment
(NES 54)
DEF STAN 0254
Supply of Information to Determine the Ship Fit of Equipment and

Identification of Parts and Spares
(NES 302)
DEF STAN
02302Pt1
DEF STAN 08103
Requirements for Maintenance Envelopes and Removal Routes

Part 1: HM Surface Ships
(NES 303)
DEF STAN 02303
Lubricating Oil Systems for Propulsion and Generation in

HM Surface Ships and Submarines
(NES 312)
DEF STAN 07218
Requirement for Gas Turbine Intakes and Uptakes
(NES 320)
DEF STAN 07220
Requirement for the Design and Installation of Fuel Systems for Gas
Turbines, and Diesel Engines in HM Surface Ships
(NES 345)
DEF STAN 02345
Requirements for Flexible Rubber Pipe Assemblies and Bellows for

use in Systems from Vacuum to 10 bar
(NES 353)
DEF STAN 02353
Examination of Machinery in HM Surface Ships on Completion of

Contractors Sea Trials (CST)
(NES 362)
DEF STAN 02362
Type and Production Testing of Mechanical Equipment
(NES 501)
DEF STAN 08107
General Requirements for the Design of Electrotechnical Equipment

(Restricted)
(NES 502)
DEF STAN 02502
Requirements for Electrical Installations
Part 2: Requirements for Submarines (UK Restricted)
44

(NES 309)
(NES 507)
DEF STAN 07224
Requirements for Materials and Finishes for Electrotechnical

Equipment
(NES 512)
DEF STAN 02512
Pt1
DEF STAN 02512
Pt3
Guide to Cables, Electrical and Associated Items:

Part 1: General
(NES 532)
DEF STAN 08109
Guide to the Design of Electrical Supply and Distribution Systems in

HM Surface Ships and Submarines (Restricted)
(NES 539)
DEF STAN 08109
Guide to the Design of Supply Systems for Portable Electrical

Equipment
(NES 587)
DEF STAN 02587
Pt1
Requirements for Lighting System:

Part 1: HM Surface Ships
(NES 599)
DEF STAN 02599
Policy Requirements and Design Guidance for Alarm and Warning

Systems
(NES 604)
DEF STAN 02604
Electrical Indicating Instruments
(NES 607)
DEF STAN 02607
Guide to the Design of a High Voltage Distribution System in

HM Surface Ships and Submarines
(NES 626)
DEF STAN 02626
Control and Surveillance Equipment for Plant and System

Installations
(NES 627)
DEF STAN 02627
Requirements for General Application to Rotating Electrical

Machinery
(NES 628)
DEF STAN 02628
Requirements for Preparation of Drawings for Rotating Electrical

Machinery
(NES 630)
DEF STAN 08142
Requirements for Main 60 Hz Generators (Restricted)
(NES 631)
DEF STAN 07243
Requirements for Main DC Generators
(NES 632)
DEF STAN 07244
Requirements for AC and DC Motors
(NES 703)
DEF STAN 02703
Thermal and Acoustic Insulation of Hull and Machinery
(NES 722)
DEF STAN 02722
Requirements for the Preparation, Identification and Management of

Drawings
(NES 723)
DEF STAN 02723
Requirements for Marker Plates
Part 3: Limited Fire Hazard (LFH)
45

(NES 309)
(NES 724)
DEF STAN 02724
Packaging
(NES 726)
DEF STAN 02726
Requirements for the Cleanliness of Ships During Build
(NES 737)
DEF STAN 02737
Preservation and Painting of Mechanical Machinery Items
(NES 810)
DEF STAN 08118
DEF STAN 07254
Design Guide on the Reduction of Acoustic Noise in HM Surface

Ships:
Part 1: Reduction in Noise Radiated Underwater (Restricted)
Part 2: Reduction of Internal Airborne Noise
(NES 813)
DEF STAN 07256
Requirements for Structure Borne Vibration Testing in Warship

Equipment
(NES 814)
DEF STAN 08120
Requirements for Determining the Shock Strength of Equipment
(NES 1004)
DEF STAN 08123
Requirements for the Design and Testing of Equipments to meet

Environmental Conditions (Restricted)
(NES 1008)
DEF STAN 218
Safety Requirements for the Design of Electrotechnical and Naval

Weapon Equipment (Restricted)
(NES 1031)
DEF STAN 08132
Requirements for Hazard Stateboards in HM Surface Ships

(Restricted)
BR 2000(52)
Electrical Power Distribution and Utilization
BR 2170
Nuclear Biological Chemical Defence (NBCD) Manual:

Volume 1: Damage Control and Firefighting
Volume 2: Nuclear, Biological and Chemical (NBC) Warfare
BR 3021
Shock Manual (Metric)
BR 8470
Shock and Vibration Manual
BR 8471
Mounting System Design, Installation and Maintenance
BR 8472
Naval Standard Range of Mounts for Equipment Installation
BR 8473
Miscellaneous Mounts for Equipment Installation
IP67
Institute of Petroleum Standard 67 - Control Equipment Enclosures
SSP 45
Procedures for the Control of Change to Warships and Warship

Equipments
46

(NES 309)
ANNEX B.
ABBREVIATIONS AND DEFINITIONS
B1. For the purpose of this Defence Standard the following abbreviations apply:
AR&M
Availability, Reliability and Maintainability
AVCAT
Aviation Category
BOV
Blow Off Valve
BR
Book of Reference
BS
British Standard
CA
Conditional Assessment
CBM
Condition Based Maintenance
CCIF
Compressor Cleaning and Inhibiting Fluids
CLS
Contractor Logistic Support
CM
Configuration Management
CO
Carbon Monoxide
CODERM
Committee of Defence Equipment Reliability and Maintainability
C of G
Centre of Gravity
COTS
Commercial off the Shelf
CST
Contractors Sea Trials
dB(A)
Acceleration Decibels
DEF STAN
Defence Standard
DLO
Defence Logistics Organisation
dP
Differential Pressure
DPA
Defence Procurement Agency
EHM
Engine Health Monitoring
EPO
Equipment Project Officer
FADEC
Full Authority Digital Engine Controllers
FMECA
Failure Modes and Criticality Analysis
FOD
Foreign Object Damage
GG
Gas Generator(s) (as text dictates)
GT
Gas Turbine(s) (as text dictates)
GTA
Gas Turbine Alternator(s) (as text dictates)
GTCU
Gas Turbine Change Unit
HF
Human Factors
HFI
Human Factors Intergration
HP
High Pressure
IC
Intercooler
47

(NES 309)
ICR
Intercooled and Recuperated
IEP
Integrated Electric Propulsion
ILS
Integrated Logistic Support
IMO
International Maratime Organistation
IP
Intermediate Pressure
ISO
International Standards Organisation
JSD
Joint Service Designation
JSP
Joint Service Publication
LCC
Life Cycle Costs
LCP
Local Control Panel
LFH
Limited Fire Hazard
LO
Lubricating Oil
LOP
Local Operating Panel
LP
Low Pressure
LSA
Logistics Support Analysis
LSAR
Logistic Support Analysis Record
MACU
Module/Maintenance Assembly Change Unit
MARPOL
Marine Pollution
MEO
Marine Engineering Officer
MFOP
Maintenance Free Operating Period
MGO
Marine Gas Oil
MIL SPEC
Military Specification
MMI
Man Machine Interface
MOD
Ministry of Defence
MTBF
Mean Time Between Failures
MTTR
Mean Time To Repair
NATO
North Atlantic Treaty Organisation
NBC
Nuclear, Biological and Chemical
NBCD
Nuclear, Biological and Chemical Defence
NES
Naval Engineering Standard(s) (as text dictates)
NGV
Nozzle Guide Vane
NOx
Oxides of Nitrogen
OTS
Off the Shelf
PCU
Plant Control Unit
PCO
Principle Contract Officer
P/PMS
Platform/Power Management System
PT
Power Turbine
48

(NES 309)
PTET
Power Turbine Entry Temperature
R&M
Reliability and Maintenance
RCM
Reliability Centered Maintenance
RH
Relative Humidity
RN
Royal Naval
RPO
Resident Project Officer
SCC
Ship Control Centre
SFC
Specific Fuel Consumption
SFD
Ship Fit Definition
SI
Systeme International (of units)
SOx
Oxides of Sulphur
SRD
System Requirement Document
SSCP
Ships Systems Controllerate Publication
S&ET
Support and Test Equipment
TET
Turbine Entry Temperature
TLC
Through Life Cost
UHC
Unburned Hydrocarbons
UPC
Unit Production Cost
UPS
Uninterruptible Power Supply
VAN
Variable Area Nozzle
VIGV
Variable Inlet Guide Vanes
VVV
Ventilation Via Volute
WG
Water Gauge
B2. For the purpose of the Defence Standard the following definitions apply:
Accessory Drives
Gear drives from the GG and/or Power Turbine to provide auxiliary

services.
Air Intake Assembly
An assembly with mountings for compressor cleaning equipment, and

leading air into the GT compressor. A cascade bend may also be
included.
Base Frame
A base structure to mount the major GT assemblies.
Burner
A device for introducing fuel into the Combustion Chamber.
Calendar Life
The life, in years, of a GT recorded from the point of installation in a

ship. Calendar life does not include storage periods when fully
preserved during or after build, recondition, refurbishment, repair,
modification or uninstalled service.
Combustion Chamber A major component of the combustion system within which air and fuel
mixture is ignited.
Combustion System
The system used to introduce, ignite, and burn the air/fuel mixture in a
controlled manner.
49

(NES 309)
Compressor
That component of a GT which increases the pressure of the air.
Compressor Turbine
A bladed disc or discs and preceding NGV to extract power sufficient

to drive the Compressor and accessories.
Control System
This includes starting control systems, governor and fuel control

systems, alarm and shutdown systems, speed indicator(s), gauges,
electrical power supply controls and any other controls necessary for
the orderly start-up, stable operation, monitoring of operation,
shutdown, warning and/or shutdown for abnormal conditions.
Enclosure
A sealed, acoustically lined containment enclosing the GT and

providing a mounting for engine ancillary services While it is
preferable for a free power turbine to be contained within the enclosure,
this is not essential for all GT.
Exhaust Volute
A duct (usually right angled) with thermal insulation designed to

convey exhaust gases to ships Uptake Ducting and provide access to the
Power Turbine bearing support and output shaft, if required.
Free Power Turbine
A bladed disc or discs and associated NGV having a separate shaft and
not connected to the GT Compressor, from which output power is taken.
Gas Generator
An assembly of GT components, which provides heated pressurised gas

to a Power Turbine. It consists of one or more rotating Compressors,
a combustion System associated with the working fluid, and one or
more Compressor Turbines and essential Auxiliary Equipment.
Gas Turbine Change

Unit
The part of the GT engine which is designated as a complete unit for

exchange. In the case of main propulsion engines this is sometimes
limited to the GG.
Gas Turbine
A machine which converts thermal energy into mechanical work, it

consists of one or more rotating compressors, a combustion System
which heats the working fluid, one or more turbines, a control System
and essential Auxiliary Equipment.
Gas Turbine
Alternator
A combination of a GT engine and an alternator set, the prime purpose

of which is electrical power generation.
Gas Turbine with

Integrated Power
Take-off
A GT engine where output power is extracted from the Shaft on which

the LP Compressor and the Compressor Turbine are mounted. This can
be a single, twin or triple spool machine.
Idling Speed
The normal minimum speed designated by the manufacturer at which

the GG will run in a stable condition.
Igniter Plug
An electrical discharge Plug for igniting the fuel when starting the GG.
Intercooler
A heat exchanger to cool the air between low and high pressure
Compressors.
Inter-turbine Duct
That unit of annular ducting which directs the gases from the GG to the
Power Turbine.
Local Control Panel
A panel mounted on, adjacent to or remote from (but within the

machinery space) the GT unit indicating all the major parameters, and
including the MMI and electrical distribution for local control.
50

(NES 309)
Maintenance
Assembly Change
Unit
The term given to a sub-assembly of a modular GT.
Maximum
Continuous Speed
The upper limit of the continuous operating speed of the GT output shaft
(i.e. Power Turbine Shaft).
Man Machine
Interface
A local operating panel or console which allows the operator to monitor

and control the performance and output of a machine, equipment or
system.
Nozzle Guide Vanes
Re-direct the air flow onto the discs of each stage of the turbine
compressors and the power turbine.
Over-speed Trip
A trip element which actuates the overspeed protection system when the
Rotor reaches the speed for which the device is set.
Over-temperature
Trip
A trip element, which actuates the over-temperature protection system

when a Gas Temperature reaches the limiting, value for which the
device is set.
Power Turbine
Assembly
An assembly comprising the Power Turbine, entry duct, casings and

bearing support.
Propulsion Module
Comprises of the engine air intake assembly, GT enclosure, GTCU and

Intercooler (where applicable), exhaust/uptake Volute and Recuperator
(where applicable), Base Frame and Power Turbine (when not part of
the GTCU).
Primary Gear Box
The first reduction Gear, where required, to reduce Turbine speed to that
acceptable for the equipment driven.
Rated Power
The maximum output of the Gas Turbine under specified conditions.
Rated Speed
The speed of the GT Output Shaft at which the rated power is

developed.
Recuperator
A heat exchanger to transfer exhaust gas heat to the compressed air prior
to entering the combustion zone.
VIGV
Directs and helps to smooth the flow of air into the first (normally LP;
IP for WR-21) turbine compressor.
VAN
Variable area nozzle. Fitted before the power turbine in a complex cycle
GT, it enables the temperature of the engine exhaust to be maintained
artificially high at part loads to optimise SFC across the power range.
VVV
Ventilation via Volute is airflow induced through the enclosure by

exhaust gas flow.
51

(NES 309)
ANNEX C.
PROCUREMENT CHECK LIST
Notes:
1
1.
This
Thi Check
Ch k List
Li is
i to ensure that
h certain
i aspects off this
hi Defence
D f
Standard
S d d are consulted
l d when
h
ppreparing
p
g a pprocurement specification
p
p
pp
for a particular
application.
2.
Paragraphs where a preference for an option is to be used or where specific data are to be added
are included in the Check List.
List
3.
Each item is to be marked either:

NA =
included
not applicable
Check No.
Check
Clause No.
List any documents or drawings not included in

Def Stan 02309.
Annex A
Related Documents
1
Drawings
2
State types and quantities required.
4.11.2
Definitions
3
Define any terms additional to those used in

Def Stan 02309.
Annex B
Environmental Conditions
4
The fractions of specified performance in climatic

conditions have been laid down.
1.3d
The time that the module must remain operational in

the event of a machinery space fire has been
prescribed.
1.3d
The shock and blast requirements have been laid

down.
1.3d ,
Annex D
The failure pattern of components and validation of

containment have been given.
1.3
The limits for black and white smoke conditions have

been stated.
4.4.2c
The emissions to atmosphere have been stated.
10
The anticipated power losses have been stated.
11
The installed noise limits have been stated.
Duties
52
2.1, 4.4.2
1.3f (4)
3.1
or NA

(NES 309)
Check No.
Check
Clause No.
Enclosure and Gas Turbine Change Unit

12
Left or right-hand dressing; direction of rotation of the

output shaft and that nose up or nose down
installation, has been stated.
4.2.12
Gas Turbine Charge Unit

13
Has the inclination of the Exhaust Volute been

specified?
4.2.14
14
The Planned life and overhaul life of the GTCU has

been stated.
I4.
15
The siting and type of vibration pick ups has been

stated.
4.2.2
16
Have the components to be viewed been stated?
4.2.2
Power Turbine
17
Have the limit of balance for the separately mounted

power turbine assembly been agreed with the
manufacturer?
4.2.16
18
Has the temperature of the Power Turbine flexible

seal been stated?
4.2.12
19
Has period between inspections of the Power

Turbine been agreed?
4.2.16
20
Has the siting of vibration pick up been stated?
4.2.16g
21
Has the specified time for reverse rotation been

stated?
4.2.16e
Lubrication Oil System

22
Are the GTCU and the Power Turbine to be lubricated

separately or by a single closed system?
4.2.3
23
Is the type of lubrication oil specified, and filtration

quality for the separately lubricated power turbine
stated?
4.2.3
Has the minimum starter power source value been

stated?
4.2.4
Start Power
24
Air System Bleeds

25
Have mass flow requirements been specified?
5.3.2
Vent and Drain Systems

26
Has the special drainage provision for off vertical inlet

and/or exhaust volute been specified?
4.3.1
27
Are flame traps required in the engine breather

system and ventilation exhaust duct?
4.3.2
53
or NA

(NES 309)
Check No.
Check
Clause No.
28
Is it stated where the ventilation system is to be

exhausted?
4.3.2
Compressor Cleaning System

29
Has the type of cleaning system been specified?
4.3.3
Combustion and Ignition

30
Has the type of combustion chamber system been

stated?
4.2.5
31
Have the number and type of starting igniters been

specified?
4.2.5
Plant Control Unit

32
Has the means of starting either by manual (switch

control) and/or by automatic means, been specified?
4.2.18
Instrumentation
33
Have the requirements for gauges to be calibrated in

other than SI units, been stated?
4.11.1
Shipboard Trials
34
Has the power for the remainder of the trial now been
specified?
E3.
35
Has the time period for setting to work tests and

calibrations following a GTCU exchange, been
specified?
E3.
36
Is this a first installation where cost and time is to be

indicated under the contract to cover removal and
re-installation of a complete unit?
4.10
37
Is the GT expected to be despatched to a MOD store?
G3.
Intercooled and Recuperated Gas Turbines (where applicable)

38
Has suitable condensation control been specified if

required?
4.2.9
39
Has the effect

documented?
4.2.9
40
Has the restriction of the engine operation been stated with

the VAN locked in position?
4.2.10
41
Has the effect of having the recuperator (if fitted) bypassed

been detailed?
4.2.11
of
intercooler
54
by
pass
been
or NA

(NES 309)
ANNEX D.
SHOCK, BLAST AND MOUNTING REQUIREMENTS
D1. General
a
The shock and blast criteria that GT and their ancillaries and installation are to withstand
shall be defined in the SRD, with general guidelines stated in Def Stan 08120. However,
the following may be considered as indicative.
D2. Blast Capability

a
The GT, associated machinery and enclosures (where fitted) are to withstand the following
blast pressures that penetrate the ships intakes, uptakes and ventilation systems:
Overpressure
(bar)
Underpressure
(bar)
Half Cycle
Time
(seconds)
GT and Enclosure to Remain Fully

Operational and Gastight
0.24
0.068
0.5 to 5
Machinery to Remain Runable*
0.49
0.247
Runable is defined as capable of continuing operation at a maximum power loss of

10% for a minimum period of 12 hours, and then capable of Refurbishment at Sea with
shipboard spares.
All bellows and seal arrangements are to withstand without damage the forces caused by the
shock and blast values in the table in Clause D2.a.
Information on stresses at critical areas under shock and blast conditions is to be provided
(see Annex I12.b).
D3. Gas Turbine Alternator Requirements

a
For GTA applications, the equipment should be capable of surviving shock conditions
defined in the SRD, with guidelines stated in Def Stan 08120 (NES 814).
When mounted on shock mounts the resonance frequency of the GTA for the vertical
direction is to be between 5 Hz and 10 Hz. During and after the shock no mechanical damage
or interruption to the power supply is permitted.
D4. Mounts
a
Shock mounts may also serve as a means to attenuate structure borne vibration and radiated
noise. The selection of mounting arrangements will be detailed in the SRD, following the
guidelines given in BR 8470, BR 8471, BR 8472 and BR 8473.
55

(NES 309)
ANNEX E.
TESTS AND TRIALS
E1. Type Testing
a
This Annex is provided as guidance where consideration shall be given to tests and trials
which shall be conducted by the GT/GTA manufacturer at their own expence.
A type test is to be done on the first production or prototype engine supplied for Naval
service to establish the principal performance data, to assess life expectancy, also operation
and maintenance characteristics of the GT.
The whole of the type test programme is to be completed on the same turbine set unless
otherwise agreed.
The type test of the GT is to be conducted on the complete unit comprising the GG and the
Power Turbine (PT) (where applicable) delivering to a dynamometer or load cell in the case
of a GTA.
During the overspeed test, a GG is to be run for not less than 10 minutes continuosly at not
less than 10% in excess of the Gas Generator Speed corresponding to the specified rated
full power of the GT. The PT disconnected from the dynamometer shall be run at not less
than 15% in excess of the maximum continuous speed for not less than
10 minutes continuously.
During the type test at specified full power, the pressure and temperature of the gas at the
outlet from the GG is to be recorded and the gas mass flow is to be assessed from the air flow
and fuel flow measurements.
During the type tests the following features are to be demonstrated:

(1)
Freedom from air and gas leaks;
(2)
Operation of starting arrangements;
(3)
Effectiveness of interlocks, if fitted;
(4)
Satisfactory LO and fuel system characteristics;
(5)
Wet and dry motoring;
(6)
Engine start following a failure to start;
(7)
Operation of cleaning system, if fitted;
(8)
Reliability of operation at minimum idling speed;
(9)
Smoke characteristics;
(10) Avoidance of excess temperature and compressor surge on maximum GG

accelerations;
(11) Avoidance of flame out on maximum GG decelerations;
(12) Satisfactory component temperatures on soak conditions after shut down from hot
engine condition.
56

(NES 309)
Starting tests are to be done to determine:

(1)
Time to light from cold;
(2)
Time to reach idling speed from cold;
(3)
Time to reach full output from idling speed;
(4)
That the required number of starts can be obtained from the specified starting system;
(5)
The minimum state of the starter power source to ensure a cold start.
NOTE:
i
(1), (2) and (3) are to be the average of four readings.
An agreed number of hot and cold starts and intentional failures to start, as defined below, are
required:
(1)
A cold start is defined as a start after two hours or more of natural cooling with the
engine at rest;
(2)
A hot start is defined as a start within 15 minutes of shutting down after the engine has
been running for not less than two hours;
(3)
An intentional failure to start is defined as the performance of a normal starting

sequence with the ignition system deliberately rendered inoperative.
All protective devices are to be tested. When a device has more than one initiating event,
then all such events are to be produced to demonstrate the proper working of all the trips.
Tests are to be repeated not less than three times per device/initiating event.
E2. Production Tests

a
Production Pass-off tests shall be carried out on all production engines to demonstrate that
the performance and integrity corresponds with that achieved during type testing.
Routine production rig tests to confirm the satisfactory performance of all important
assemblies are to be done before fitting.
The limits for all GT production Pass-off tests and the overall requirements are to be
agreed with the MOD and incorporated into a single Pass-off test document.
Production Pass-off tests are to include checks at various powers up to the specified full
power. At each stage, readings are to be taken of fuel flow, smoke and vibration levels. The
MOD may specify additional readings.
Production Pass-off tests are to include at least one hour running including at least
30 minutes at the rated full power condition.
Separate GG units may be subjected to production Pass-off tests independently of the PT.
In these circumstances the GG exhaust is to be fitted with a nozzle of such a diameter that it
would simulate running with a PT at design conditions. The obtained fuel flow, speed,
exhaust gas mass flow, pressure and temperature are to be within the values established by
the tests and trials for the complete unit.
Where applicable the separately mounted PT will be subjected to production Pass-off tests
to a schedule acceptable to the supplier of the GTCU and agreed with the MOD Project
Manager/Equipment Support Manager (PM/ESM). This will include an overspeed test at
115% of specified maximum duty for a minimum of two minutes continuously.
57

(NES 309)
For GTCU with integral PT, an overspeed test on the output Turbine is to be done at not less
than 115% of the speed for the specified maximum duty for a minimum of two minutes
continuously.
GT production Pass-off tests may include tests to demonstrate:

(1)
Freedom from air or gas leaks;
(2)
Operation of starting arrangements;
(3)
Operation of interlocks;
(4)
Satisfactory oil, air and gas pressures and temperatures;
(5)
Safe temperature of outer casing;
(6)
Engine start following a failure to start;
(7)
Operation of engine cleaning system;
(8)
Satisfactory operation at minimum idling speed;
(9)
Operation of protection devices;
(10) Avoidance of excess temperature and compressor surge on maximum GG

accelerations;
(11) Avoidance of flame out on maximum rate GG decelerations;
(12) Satisfactory, component temperatures on soak conditions after shut down from hot
engine condition.
j
The production tests are intended to demonstrate to the MOD that the GT machinery is in all
respects suitable for its intended service and that it is able to perform its specified functions.
MOD personnel may attend the following tests and inspections:

(1)
Balancing rotating components/assemblies to agreed limits;
(2)
Concentricity checks on rotating components/assemblies to agreed limits;
(3)
Alignment checks as applicable;
(4)
Filter inspections;
(5)
Bearing inspections;
(6)
Production acceptance test;
(7)
Pre-delivery final inspections.
E3. Shipboard Trials

a
The objective of shipboard trials is to ensure that the equipment has the same performance
characteristics when installed in its working environment that it has achieved during
representative production tests.
Tests are to be made on the fuel supply system to demonstrate its ability to draw fuel from the
storage tanks and deliver it to the engine as required. Both pumped and gravity flow will be
measured.
58

(NES 309)
Lighting-up arrangements are to be tested to prove the functioning of the igniters and of the
auxiliary fuel jets as applicable.
The control system and starting arrangements, both local and remote, where fitted, are to be
tested and, if necessary, adjustments made. The correct functioning of these is then to be
demonstrated.
During trials, each GT is to be started and run as such powers as may be required to:
(1)
Set, adjust and test automatic and remote control systems, governors and relief valves;
(2)
Prove the correct working of forced lubrication pumps, high pressure fuel pumps and
all interlocks.
The satisfactory operation of all speed limiting governors and overspeed trip gear is to be
demonstrated.
The compressor cleaning arrangements will be demonstrated to prove the correct

functioning of all components.
The operation of the various drains within the module will be observed.
The fuel and LO systems are to be inspected and any leakage rectified.
Engines are to be started at the maximum specified angle of heel to port and to starboard, and
are to be run for a sufficient length of time to demonstrate their satisfactory operation,
particularly in respect of LO supply and drainage.
Any instruments and fittings additional to those fitted in the ship and required for trials are, if
installed, to be removed before final machinery trials.
During trials the GT are to be worked at such powers and speeds from idle to 100% power as
are necessary to check and adjust the fuel supply and the control systems, and satisfactory
operation of the throttle.
The GT machinery is to develop the rated full power ahead continuously for at least one hour
during trials. The power for the remainder of the trial will be specified by the MOD.
The setting to work tests and calibrations required following a GT exchange shall be within
the capability of Ships Staff and a demonstration performed to confirm that the operation
will be within the time period specified in the SRD.
59

(NES 309)
ANNEX F.
CONDITIONAL ASSESSMENT
F1.
On completion of a vessels Contractor Sea Trials (CST) scheduled maintenance operations up to

and including those required at running hours approximating to twice the logged hours are carried
out on the installed GT as defined in the engines standard operating/maintenance manuals.
F2.
In addition to the requirements of Clause F1, the following tasks shall be carried out as part of a
Conditional Assessment (CA):
F3.
Review of accumulated vibration data as observed during the trials period;
Review of accumulated LO magnetic chip evidence as observed during the trials period;
Boroscope inspection of the engines gas path components;
External inspection of GT, PT and ancillary systems for evidence of fluid or gas leakage;
Analysis of all system fluids, LO, hydraulic oil, intercooler fluid, fuel, etc., as applicable to
the engine type.
It is not intended that this CA should jeopardise the integrity of the machinery, which, by definition
of having just achieved required standards during sea trials, is operationally acceptable.
Unnecessary inspections requiring significant disassembly of engine components should be
avoided, e.g. lifting bearing caps on journal bearings.
60

(NES 309)
ANNEX G.
INSTALLATION REQUIREMENTS
G1. Labels and Markings
a
Labels are to be used on the enclosure to give operating instructions, danger and safety
warnings, and as a means of identification and modification state. All labels shall be in
The enclosure and, in some instances, its assemblies and components are to be clearly and
easily identified by means of an identification label/tally/marker plate. Labels/tally/marker
plates shall remain effective (clarity, etc.) and in-situ for the planned life of the equipment.
Identification is to be applied to protective packaging as well as items of equipment to
prevent unnecessary unpacking and repacking.
As Type Stamping can produce stress raisers and distortion, this method of marking shall
not to be used.
When an enclosure or a module consists of both metric and imperial parts, then
metric/imperial plates are to be fixed in accordance with current instructions.
Every valve is to be identified with a tally plate indicating its purpose in the installation.
Safety markings are to be fitted wherever:

(1)
Hazards to personnel are present;
(2)
Instructions to prevent damage to equipment or forestall hazardous use are required;
(3)
The markings are particularly necessary where equipment may be tampered with by
unauthorised personnel.
For information relating to safety marking colour coding see DEF STAN 05-34.
Labelling of the Electrical System is to be in accordance with DEF STAN 02502.
G2. Thermal Insulation

a
Hot surfaces of the GTCU, PT and Exhaust Volutes, where accessible to personnel, are to be
insulated and clad so that the surface temperature does not exceed 60C (333 K).
Hot surfaces on the outside of the enclosure are to be similarly treated, or guarded with a
protective screening.
All insulation and its applications are to conform to DEF STAN 02703. Asbestos must not
be used.
G3. Installation
a
Prior to installation, the GT manufacturer is to supply the platforms Prime Contractor with
information on preparation, installation, maintenance and servicing of the GT. The
information is to include lifting and transportation arrangements for the enclosure and
associated equipment.
61

(NES 309)
The GT manufacturer is also to supply a Machinery Installation Guide comprising:

(1)
Build progress;
(2)
Shipping, storage and handling;
(3)
Machinery mounting arrangements;
(4)
Fitting mounting system;
(5)
Installation of the enclosure and intake assembly;
(6)
Interfaces requiring special attention;
(7)
Enclosure services to be supplied.
When despatching the equipment, the GT manufacturer is to inform the MOD of the
production state of the enclosure, the modifications incorporated and the state of
interchangeability. The modification procedure for aeroderived marine GT is to be in
accordance with SSP 45 Chapter 5 Section C.
Before despatch all items of the GT machinery are to be cleaned, dried and packaged in
accordance with DEF STAN 02724 to avoid damage during transit and deterioration prior
to installation.
When intended for despatch into MOD(DLO) store, the GT is to be as assembled for
installation aboard a platform. It shall be clean with all terminal points blanked and suitably
packed and preserved to prevent transit, storage or weather damage.
The platforms Prime Contractor will not accept delivery of GT equipment or components in
an unsealed condition. Any unsealed item shall be returned to the GT manufacturer for
reprocessing.
The platforms Prime Contractor or shipbuilder is to ensure that equipment is stored,

maintained and serviced in accordance with the drawings and procedures provided by the
manufacturer, such that cleanliness achieved during manufacture is not nullified during
storage. Sealed equipment shall not be unsealed during the period of storage.
Before any major GT component or Turbine accessories are installed, the standard of
cleanliness on-board ship is to be raised to that of Clean Ship in accordance with
DEF STAN 02726.
The GT manufacturer shall accept full responsibility for the provision, maintenance and
accuracy of installation aids such as Drilling Jigs and interface Assembly Drawings.
The SRD shall state that prior to and during installation, the GT manufacturer shall provide
personnel to assist and advise on matters concerning the following:
(1)
Preparation of documents related to installation procedures, setting to work and the

preparation of test forms for use during tests and trials;
(2)
Lifting, handling, storage inspection and re-inhibition procedures;
(3)
Operation and installation of associated systems;
(4)
Operation of GT machinery to prove its functional capability;

62

(NES 309)
(5)
Operation of GT machinery during sea trials.
The GT manufacturer shall provide a service engineer to supervise de-preservation

immediately prior to the initial start up in situ and for the subsequent setting to work of the
equipment.
The GT manufacturer shall prepare detailed procedures in the form of step by step checklists
for doing the above work. These shall include:
(1)
De-preservation of the engine or combined equipment;
(2)
Final cleaning and flushing of the fuel, LO and air systems;
(3)
General inspection to ensure satisfactorily clear intake and uptake ducting, with no
loose materials anywhere which can affect engine operation;
(4)
Initial starting preparation of the engine, equipment and systems;
(5)
Turning the engine by hand (if applicable);
(6)
Initial no load run;
(7)
Test protection and safety devices;
(8)
Initial run on load;
(9)
Test local and remote start and stop systems and remote emergency stop systems.
63

(NES 309)
ANNEX H.
PAINTING AND PRESERVATION
H1. The GT manufacturer is to specify what items of GT equipment are to be painted, or not to be
painted on turbine equipment. The following lists represent typical examples.
H2. Items to be painted:
a
Air intake assembly (inside and outside);
Enclosure (inside and outside);
Power Turbine Exhaust Volute lagging;
Enclosure base frame;
GTCU support structure (mounting frame);
Reduction Gearbox (outside), if fitted;
Electrical junction box;
All mild steel pipework and conduit;
Outer metal surfaces on all equipment, EXCEPT:

(1)
Stainless Steel;
(2)
Screw threads and items which would, if painted, interfere with operation;
(3)
Machined surfaces.
H3. Items NOT to be painted:

a
Air intake flare, if fibreglass;
Exhaust bellows;
Fire extinguisher bottles;
Nylon facing for sliding sealed surfaces;
Gaskets;
Flexible and braid pipes;
Glass;
Inside tanks and pipes;
Earthing strap contact faces;
Instruction or warning labels;
Handles and switches;
Control cables.
64

(NES 309)
H4. On completion of manufacture, the unmachined surfaces of all ferrous parts shall be treated as
follows:
a
Thoroughly clean, remove millscale, rust and loose material;
Paint to the GT manufacturers specifications.
H5. Machined surfaces shall be thoroughly greased or treated with an anti-rust preparation (e.g. PX24
to DEF STAN 68-10) after the unmachined surfaces have been painted.
H6. Electrical equipment shall be painted in accordance with DEF STAN 08107 and DEF STAN
07224.
H7. Intakes and Uptakes shall be painted in accordance with DEF STAN 07218.
65

(NES 309)
ANNEX I.
INFORMATION REQUIRED FROM THE GAS TURBINE MANUFACTURER
I1.
Evaluation
a
I2.
(1)
Performance;
(2)
Physical characteristics;
(3)
Design features;
(4)
Systems.
The information shall be supplied:

(1)
During formal negotiations between the GT manufacturer and the MOD when
establishing a new contract;
(2)
At the end of a jointly sponsored development programme, or a type test programme;
(3)
At regular intervals as agreed with the MOD.
Engineering Description
a
I3.
To enable the MOD to make an objective evaluation of available GT, the GT manufacturer is
required to supply the information detailed below, which shall be used to establish the
capabilities and limitations of individual GT types for:
An engineering description of the GT including references to plans required as defined in

Naval Ships Rules Volume 2, Part 2, Chapter 2, Section 2, shall be submitted to enable the
function of all essential and safety critical components and systems necessary for the GT
operation to be clearly defined.
Performance Curves
a
The following curves shall be supplied by the GT manufacturer:

(1)
Curves to a base of power turbine speed at the conditions specified by the MOD over
the range from idle to maximum power showing the variation with LP compressor
speed or gas generator speed;
(2)
Curves of power output vs PT speed (at various fuel flows);
(3)
Curves of pressure ratio verses mass flow (at various speeds) as appropriate for:
(a ) Each Compressor;
(b ) Each Turbine.
I4.
Planned Life and Overhaul Life

a
To assist the discussions between the GT manufacturer and the MOD, the anticipated
Planned Life and Overhaul Life (planned period between successive overhauls) of the GT
should be proposed. The agreed final values shall be stipulated in the SRD.
66

(NES 309)
I5.
Combustion and Fuel Systems

a
I6.
(1)
Type and numbers of combustion chambers and igniters to be employed;
(2)
Diagrammatic arrangements of the fuel system, the starting system and main systems;
(3)
Particulars and characteristics of fuel pumps;
(4)
Particulars of filters;
(5)
The minimum acceptance fuel pressure at the fuel inlet flange, under emergency
conditions, see Clause 1.3a (3);
(6)
Confirmation of satisfactory operation on range of fuels, see Clause 1.3.
Lubricating Oil Systems

a
I7.
Information required shall include:
Information required for the GG or complete GT LO system shall include:

(1)
Diagrammatic arrangement of LO system;
(2)
Maximum rate of oil consumption;
(3)
Particulars of LO filters;
(4)
Components and characteristics of LO cooling system;
(5)
Maximum oil flow circulation rate;
(6)
Preferred oil type, see Clause 4.2.3.
Information required for the PT LO system, where applicable, shall include:

(1)
Oil flow rate for various LO inlet pressures and PT speeds from idling to sprint or
maximum power;
(2)
Mean temperature rise at sprint or maximum power the minimum permissible LO

pressure;
(3)
Variation of heat transfer with power;
(4)
Minimum inlet LO temperature required for starting and for running at sprint or
maximum power;
(5)
Maximum LO flow circulation rate;
(6)
Confirmation of compatibility with oil type preferred for GTCU.
Power Turbine Journal and Thrust Bearings where applicable.

a
Information required for each bearing shall include:

(1)
Bearing type;
(2)
Details of lining including thickness and composition;

67

(NES 309)
I8.
Position of LO inlet;
(4)
Load and rubbing speed for maximum duty;
(5)
Required oil flow;
(6)
Corresponding temperature rises and pressure loss under the condition stated in the
SRD.
Details of tilting pad journals shall include:

(1)
Length;
(2)
Diameter;
(3)
Number and dimensions of pads;
(4)
Pivot position.
Details of journal bearings shall include:

(1)
Mean diameter;
(2)
Number and dimensions of pads;
(3)
Clearance of thrust bearings;
(4)
Minimum oil thickness;
(5)
Attitude angle.
Start System
a
I9.
(3)
Starter system details shall incorporate:

(1)
Power source data and values for satisfactory operation;
(2)
Maximum period of continuous operation during starting cycle;
(3)
Igniter circuit and external electrical supply requirements.
Gas Generator Performance

a
Time from cold to idling of GG:

(1)
Time from idling to 25%, 50%, 75% and 100% design power at the specified design
point;
(2)
Time to 100% power from 25%, 50% and 75% power;
(3)
Rate of decay of GG rev/min, mass flow, and exhaust gas pressure and temperature
after shutting off fuel at 100%, 75% and 25% power.
I10. Air Systems

a
Where applicable, diagrammatic arrangement of cooling and sealing air systems for the GT
and PT are required showing the estimated leakage flows to and from atmosphere and
positions from which these emanate.
68

(NES 309)
Curves are required of air bleed pressure and temperature (dry bulb 100% RH at 40C
measured at module terminal) against engine power for an agreed range of bleed flows.
I11. Materials and Painting

a
A material list is required and (if requested by MOD) a colour coded drawing showing all
major components and stating surface treatment where applicable. In cases where materials
are not contained in MOD specifications, the material properties are to be stated. A list shall
be supplied identifying which components are to be painted and those not to be painted in
accordance with Annex H.
I12. Shock and Blast

a
Information on rotors and blading as specified by the MOD, including the following details,
shall be provided by the GT manaufacturer:
(1)
The estimated stresses at critical points under the shock and blast conditions;
(2)
Estimated minimum clearances under shock:

(a ) Between rotor blades and casings;
(b ) Between stator blades and rotor drums;
(c ) In labyrinth seals.
I13. Compressor Cleaning

a
Details of the manufacturers procedures are required for compressor cleaning of the GG,
which shall include:
(1)
Procedures for washing in ambient temperatures below 0C;
(2)
Material specification and quantities required for cleaning operation;
(3)
Frequency of cleaning;
(4)
Any restrictions resulting from on-line washing if stated as a requirement in the SRD.
I14. Control and Surveillance

a
Information concerning the associated control and surveillance equipment for which the GT
manufacturer is responsible (e.g. transducers) is required as follows:
(1)
General Arrangement and Parts List;
(2)
Functional and Schematic Diagrams;
(3)
Circuit Diagrams and Component Lists;
(4)
Cable connection and Interface Diagrams;
(5)
Installation Drawings;
(6)
Test Schedules;
(7)
List of Recommended Spares.

69

(NES 309)
I15. Weights
a
Particulars of weights, including the following, shall be provided by the GT manufacturer:

(1)
(2)
(3)
Complete module, including fitted ancillaries;

GTCU;
Intake assembly, including cascade bend, if applicable;
and where applicable:

(4)
GG enclosure;
(5)
Inter Turbine duct;
(6)
Power Turbine;
(7)
PT rotor;
(8)
PT stator support ring;
(9)
Exhaust Volute and bellows;
(10) Base frame;

(11) Thermal insulation, GTCU;
(12) Thermal insulation, PT and Exhaust Volute;
(13) Lifting gear.
I16. Centre of Gravity
a
The position of the C of G shall be supplied for:

(1)
Enclosure complete, or engine with driven assembly (e.g. alternator);
(2)
GTCU, or whole engine if applicable;
and where applicable:

(3)
PT complete;
(4)
Exhaust Volute complete;
(5)
Intake assembly complete.
I17. Heat Emission

a
The rate of heat emission is required from the:

(1)
Enclosure or engine during idling to maximum power with the GTCU enclosure air
outlet temperature at 100C (dry bulb 100% RH at 40C);
(2)
Complete enclosure or engine during idling to maximum power with a machinery

space air temperature of 30C (dry bulb).
I18. Alignment
a
Detailed procedures for aligning the enclosure on the specific mounting arrangements shall
be given.
70

(NES 309)
I19. Enclosure Ventilation

a
Required airflow and allowable pressure loss in the enclosure ventilation inlet ducting shall
be statedby the GT manufacturer.
State the full power heat rejection rate, and effect on machinery space temperature during
normal operation.
I20. Vibration
a
Details of vibration survey results obtained at the ISO full power conditions are required.
The survey shall detail:
(1)
Vertical vibration levels (AdB) for a range of octave band mid-frequencies at four
regular positions above the resilient mountings;
(2)
Resultant vibrations during normal running and not too close to the natural frequency
of the ships seating.
I21. Noise
a
Tables of noise levels shall be given, in the form of sound pressure level (AdB) over a range
of octave band mid-frequencies Hz when running the GT at full power, from the following
positions.
(1)
At a point upstream of the inlet to the cascade bend on its centreline;
(2)
At a predetermined distance from the unsilenced exhaust outlet and to include the
effect of the turn of the volute.
I22. Pollution
a
A statement shall be provided that the exhaust is clear throughout the power range. Also the
maximum Bacharach number attained shall be given, together with the power at which the
highest Bacharach number was recorded.
I23. Handbooks
a
Handbooks giving a description of the GT assemblies and associated equipment shall be

prepared by the GT manufacturer. The handbooks shall include all operating states of the
machinery, precautions, limitations, safeguards and emergency operations, procedures for
starting, manoeuvring, running and stopping. Descriptive information relevant to the
maintenance of the machinery and equipment shall also be included, together with essential
safety procedures and precautions necessary.
I24. Models, Mockups and Photographs

a
All relevant information, including location of the models (Designer Aids), shall be given.
71

(NES 309)
ANNEX J.
INTEGRATED LOGISTIC SUPPORT
J1.
Availability Reliability and Maintainability

a
J2.
Failure Modes Effects and Critical Analysis

a
J3.
(1)
All likely ways in which components or equipment can fail;
(2)
Causes of each mode;
(3)
The effect of each failure (which may be different for each mission phase);
(4)
The criticality of each failure both for safety and for mission success.
The failure pattern of all GT components shall be described with sufficient confirmation by
analysis or spin tests to validate. Containment within the engine of any reasonably possible
failure must be validated by whatever means relevant.
Maintenance planning shall be an output of the Logistics Support Analysis (LSA) and is to
be recorded in the LSA Record (LSAR). The requirements for planned maintenance will be
determined through the use of Reliability Centred Maintenance (RCM) as detailed in DEF
STAN 0245. Computer Based Maintenance (CBM) techniques may still be employed
where appropriate. Any requirement for Support and Test Equipment (S&TE) shall be
determined and reported in the LSAR. The facilities required to integrate, operate and
maintain the equipment shall also be identified, together with the justification of their need,
specification and cost.
Supply Support
a
J5.
The analysis technique to identify potential design weaknesses shall be Failure Modes
Effects and Criticality Analysis (FMECA). This methodology includes systematic,
documented consideration of the following:
Maintenance Planning
a
J4.
The Availability, Reliability and Maintainability (ARM) requirements will be proscribed in

the SRD and shall be in accordance with DEF STAN 00-40 Part 1. Predicted failure rates
should be defined by Maintenance Free Operating Period (MFOP) using Mean Time
Between Failures (MTBF) as an alternative, if relevant. Any Commercial Off the Shelf
(COTS) equipment employed in the design will be required to meet the AR&M
requirements in DEF STAN 00-40 Part 8. The Contractors (in this case, the GT/GTA
manufacturers) AR&M responsibilities are given in DEF STAN 00-60 Part 0.
The procedures for Supply Support are given in DEF STAN 00-60, Part 20. Supply Support
covers spares provisioning, including Initial Provisioning, Re-Provisioning, Procurement
Planning, Order Administration, Invoicing and Repair and Overhaul.
Human Factors Integration

a
Human Factors Integration (HFI) is an initiative that aims to examine the balance of
manpower and personnel across both operational and support areas with the overall
72

(NES 309)
objective of ensuring that, during equipment definition and procurement, full account is
taken of the capabilities and limitations of the military and civilian personnel required to
operate and maintain the equipment and facility in service.
J6.
The Manpower and HF implications of the equipment support shall be determined and shall
meet any over riding requirements of the technical specification. In particular, the number
and skills of military and civilian personnel required for the life of the project shall be
identified. In a wider sense, the recognition of all HF issues, in so far as they relate to
operation and support of the equipment, shall be considered during LSA.
The safe and efficient operation and maintenance of equipment shall be a fundamental
requirement of considering HF. DEF STAN 00-25 provides guidance on the application of
HF requirements to MOD equipment with DEF STAN 00-25 Part 11 detailing Design for
Maintainability.
Training and Training Equipment

a
J7.
Technical Documentation
a
J8.
Trained and qualified operators and maintainers shall be required to support the equipment.
The ILS Plan shall define how the requirements for training are defined and the Use Study
shall outline the current skill levels and qualifications of Service support personnel. LSA
shall be used to determine the training needs of the support staff.
The procedures for Electronic Documentation are given in DEF STAN 00-60, Parts 10 and
11. Information to support MOD equipment comes from a variety of sources, including the
LSAR (for maintenance task descriptions and parts data) and also from the design activity
itself (for technical drawings and other information). The range of Electronic
Documentation shall be prepared and delivered in accordance with SRD.
Configuration Management
a
Configuration Management (CM) is a support function to Project Management throughout

the life cycle of a project. It provides the means for formal control of the technical aspects of
a project and anchors the operational and technical requirements in documentation that is
standard for both MOD(PE) and contractors. DEF STAN 05-57 details the MOD
requirements for CM and DEF STAN 0241 defines CM within the context of Ship Fit
Definition (SFD).
73

(NES 309)
ALPHABETICAL INDEX
(NOTE: Page numbers are given)
Environmental Conditions/Considerations, 31,
32
Emissions, 31
General Requirements, 31
Material Specification, 32
NBCD Precautions, 31
Exhaust/Uptake Volute, 23
A
Air Intake Assembly, 19
Auxiliary System Interfaces, 29, 30
Compressor Cleaning System, 30
Drains, 29
Ventilation, 29
Fire Prevention, 34
Free Power Turbine, 23
Background, 37
Base Frame, 11, 23, 64
Blow off Valve, 39
G
Gas Turbine, 8, 15, 17, 18, 20
Enclosure, 20
Start System, 17
Surge Margine Control, 18
Gas Turbine Alternator Performance, 10
C
Clean Ship, 62
Combustion and Ignition, 18
Component Issues, 39, 40
Bleed Air Systems, 39
Enclosures, 40
Free Power Turbines, 40
Intercoolers, 39
Oil Coolers, 39
Recuperators, 40
Variable Area Nozzle, 40
Gas Turbine Performance, 9
Conditional Assessment, 60
Information from Manufacturer, 11
Control Systems, 41
Engine Fuel Control Systems, 41
Information required from Gas Turbine Manufacturer, 66
H
Human Factors, 8
Instalation Rigs, 62
Installation, 11
Installation Requirements, 61
Design Requirements, 15
Gas Turbine installation/Removal, 15
Instrumentation, 28
Integrated Logistic Support, 37, 72
Intercooler, 19
E
L
Electrical Supplies, 28
Engine Fuel Control, 24
Lubricating Oil System, 15

74

(NES 309)
Support Issues, 13, 36, 41

Drawings, 36
Modularity, 41
Removal Routes, 41
Spares Requirements, 36
Units, 36
M
Man Machine Interface, 8
O
Output Shaft, 22
Overhaul Life, 66
Technical Issues, 37, 38, 39

Antiicing Systems, 38
Drains, 39
Engine Health Monitoring, 38
Gas Turbine Start Systems, 38
Post installation Risk Reduction , 39
Water Washing Gas Turbines, 37
P
Painting/Preservation, 64
Planned Life, 66
Plant Control, 26
Platform Management System, 8
Test and Trials, 56

Testing, 12
Testing and Trials, 35

Installation, 35
Maintenance Checks, 35
Painting/Preservation, 35
Recuperator, 20
Relevant Standards, 13, 14
Safety, 8, 32, 33
Gas Turbine Trips, 33
General Requirements, 32
Variable Area Nozzle, 19
Shock, Blast Mounting Requirements, 55

Special Service Air, 18
Windmilling, 16
75
Inside Rear Cover
Crown Copyright 2002

Copying Only as Agreed with DStan
Defence Standards are Published by and Obtainable from:

Defence Procurement Agency
An Executive Agency of The Ministry of Defence
UK Defence Standardization
Kentigern House
65 Brown Street
GLASGOW G2 8EX
DStan Helpdesk
Tel 0141 224 2531/2
Fax 0141 224 2503
Internet e-mail enquiries@dstan.mod.uk
File Reference
The DStan file reference relating to work on this standard is D/DStan/69/02/309.
Contract Requirements
When Defence Standards are incorporated into contracts users are responsible for their correct
application and for complying with contractual and statutory requirements. Compliance with
a Defence Standard does not in itself confer immunity from legal obligations.
Revision of Defence Standards
Defence Standards are revised as necessary by up issue or amendment. It is important that
users of Defence Standards should ascertain that they are in possession of the latest issue or
amendment. Information on all Defence Standards is contained in Def Stan 00-00 Standards
for Defence Part 3 , Index of Standards for Defence Procurement Section 4 Index of Defence
Standards and Defence Specifications published annually and supplemented regularly by
Standards in Defence News (SID News). Any person who, when making use of a Defence
Standard encounters an inaccuracy or ambiguity is requested to notify the Directorate of
Standardization (DStan) without delay in order that the matter may be investigated and
appropriate action taken.

NES 309 Requirements For Gas Turbines Category 2

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Ministry of Defence

Defence Standard 02-309

Requirements for Gas Turbines

AMENDMENTS ISSUED SINCE PUBLICATION

DEFENCE STANDARD 02309 (NES 309)

REQUIREMENTS FOR GAS TURBINES

This Defence Standard is

DEF STAN 02309 / ISSUE 2

Operating conditions and operating environment;

Inspection, Quality Assurance and Testing;

If it is found to be unsuitable for any particular requirement, MOD is to be informed in writing

No alteration is to be made to this standard except by the issue of an authorized amendment.

DEF STAN 02309 / ISSUE 2

This Def Stan has been reissued because of technical update.

Category 1. If not applied may have a Critical affect on the following:

Category 2. If not applied may have a Significant affect on the following:

Category 3. If not applied may have a Minor affect on the following:

DEF STAN 02309 / ISSUE 2

British Standards Institution,

Defence Procurement Agency,

Tender or Contract Sponsor to advise.

DEF STAN 02309/ ISSUE 2

DESIGN REQUIREMENTS GUIDANCE . . . . . . . . . . . . . .

DEF STAN 02309/ ISSUE 2

CORPORATE KNOWLEDGE AND EXPERIENCE . . . . .

DEF STAN 02309/ ISSUE 2

ABBREVIATIONS AND DEFINITIONS . . . . . . . . . . . . . . . 47

PROCUREMENT CHECK LIST . . . . . . . . . . . . . . . . . . . . . . 52

SHOCK, BLAST AND MOUNTING REQUIREMENTS . . 55

TESTS AND TRIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

PAINTING AND PRESERVATION . . . . . . . . . . . . . . . . . . . . 64

INFORMATION REQUIRED FROM THE

INTEGRATED LOGISTIC SUPPORT . . . . . . . . . . . . . . . . . 72

DEF STAN 02309/ ISSUE 2

Significant hazards associated with GT include:

Electric shock from High Energy Ignition systems.

GT and Power Turbines (PT) shall be designed, manufactured and installed to

Material certification documentation shall comply with the requirements of

All GT shall be fully automatic in normal operation. The GT shall be capable of

DEF STAN 02309/ ISSUE 2

Man Machine Interface (MMI) shall be ergonomically designed to include the

Gas Turbine Performance

The performance of the GT shall be based on the following conditions:

Standard conditions (BS 3135 no loss) of:

(b ) Ambient temperature of 15C (288 K);

Relative Humidity (RH) of 60%;

Fuel to DEF STAN 91-4. The GT shall be required to operate without

Fuel shall be supplied to the GT by an external system operating in

No external air bleed.

Fuel consumption at specified rated powers, for a given propeller law or

In order to minimise corrosion and restore performance levels, means shall be

The GT is required to operate under the following environmental conditions:

The GT shall be capable of operation in extreme tropical and arctic

The GT shall be capable of operation at rated performance under the different

DEF STAN 02309/ ISSUE 2

The GT shall function, preferably without loss of performance, in an Nuclear,

The GT manufacturer is required to provide a statement that the GT is capable of

The GT shall be deemed acceptable to the purchaser if measured parameters fall

System boundaries/interfaces of the propulsion module;

Operation in all environmental conditions prescribed;

Rated power at ISO conditions;

Typically GT 500 mm WG and 760 mm WG respectively for simple

(b ) Typically 305 mm WG and 508 mm WG respectively for advanced