BOC Training

Solidaris LLC
1700 Rockville Pike, #535

Rockville, MD.
US
LM6000 Gas Turbine

Generator Set
Familiarization/Basic
Operator’s Course
Presented by: S&W Energy Solutions, Inc.
August, 2012
Rev. 0
LM6000 GENERATOR PACKAGE FAM/BOC
August 2012
Disclaimer:
This document is intended for training use only.
It is not intended to cover all possible variations
in equipment or to provide for specific problems
that may arise. Technical drawings and
descriptions herein are intended to illustrate
conceptual examples and do not necessarily
represent as-supplied system details. System
users are advised to refer to drawings of current
release when conducting troubleshooting,
maintenance procedures, or other activities
requiring system information.
Solidaris LLC advises that plant personnel read

this training manual and the Operation &
Maintenance Manual to become familiar with the
generator package, its auxiliary equipment and
its operation.
This manual is not a replacement for experience

and judgment. The final responsibility for
proper, safe operation and maintenance of the
generator package lies with the Owners and
Operators.
Pg 1A-2 Rev 1
Course Introduction
06/26/2011
TABLE OF CONTENTS
Section 1
01A - Course Introduction
01B - Gas Turbine Basics
Section 2
02 - LM6000 Component Description
02B - Brush Generator Details of Construction
Section 3
03 - Gas Turbine Support Systems
03A - Synthetic Lube Oil (Shell & Tube)
03B - Generator Lube Oil - Brush (Shell & Tube)
03C - Hydraulic Start System
03D - Variable Geometry Oil System
03E - Dual Fuel with Water Inject
03F – Ventilation and Combustion Air System
03G - Water Wash system
03H - Vibration System
03I - SPRINT System
03J - Fire Protection System
Section 4
04 - Electrical System
Section 5
05 – Turbine Control System
05A – Sequences, Fault Alarms and Shutdowns
Appendix
Appendix A - Abbreviations and Acronyms
Appendix B – Glossary
Appendix C - Drawings
Rev 0 Pg 1A-3
Course Introduction
06/26/2011
THIS PAGE INTENTIONALLY LEFT BLANK
Pg 1A-4 Rev 1
Course Introduction
06/26/2011
SECTION 1A
COURSE INTRODUCTION
Rev 0 Pg 1A-5
Course Introduction
06/26/2011
Pg 1A-6 Rev 1
Course Introduction
06/26/2011
SYSTEM PACKAGE OVERVIEW
PURPOSE OF THE COURSE

This training course will familiarize operations personnel with the basic operating concepts of the
gas turbine-generator (GTG) set, alternating current generator, and subsystems that make up the GTG
set package.
COURSE DESCRIPTION
This training course will provide adequate system and subsystem operational information to achieve
maximum equipment efficiency. The correct interpretation of this information will lead to safe,
reliable operation and extended equipment life.
This course will cover the following:
 Gas turbine fundamentals, theory of operation, and details of construction

 Gas turbine support systems and equipment flow and instrument diagrams (F&ID)
 Generator fundamentals, theory of operation, details of construction
 Control system fundamentals, theory of operation, details of construction
This course should be considered a mandatory prerequisite to maintenance training, which is a

separate discipline requiring disassembly and reassembly instructions, as well as troubleshooting
techniques using special tools and test equipment.
Rev 0 Pg 1A-7
Course Introduction
06/26/2011
CLASS HOURS
The minimum course length is five calendar days, eight hours per day with a one-hour lunch break
and a fifteen-minute break every one and one-half hours. The class start time is normally 8 a.m., and
the finish time is 4 p.m.
PROGRESSIVE/FINAL EXAMINATIONS AND COMPLETION

CERTIFICATION
Progressive examinations are given after each major subsection. The examinations are intended to be
part of the learning process. The examinations are open book, and help from other class members is
allowed.
A final, comprehensive examination is given at the conclusion of the course. During the final
examination, students may not communicate with others while answering the questions. The final
examination allows your employer to measure the effectiveness of the training and your
understanding of the material and concepts presented.
A course completion certificate will be given to students who successfully complete this course.
Pg 1A-8 Rev 1
Course Introduction
06/26/2011
TYPICAL LM6000
SAFETY
The following are general safety precautions that are not related to any specific procedures and do not
appear elsewhere in this manual. Personnel must understand and apply these precautions during all
phases of operation and maintenance.
Health Hazards
Use all cleaning solvents, fuels, oil adhesives, epoxies, and catalysts in a well-ventilated area. Avoid
frequent and prolonged inhalation of fumes. Concentrations of fumes of many cleaners, adhesives,
and esters are toxic and will cause serious adverse health effects and possible death if inhaled
frequently. Wear protective gloves and wash thoroughly with soap and water, as soon as possible,
after exposure to such materials. Take special precautions to prevent materials from entering the
eyes. If exposed, rinse the eyes in an eyebath fountain immediately and report to a physician. Avoid
spilling solvents on the skid. Review the hazard information on the appropriate Material Safety Data
Sheet and follow all applicable personal protection requirements.
Environmental Hazards
The disposal of many cleaning solvents, fuels, oils, adhesives, epoxies, and catalysts is regulated and,
if mismanaged, could cause environmental damage. Review Material Safety Data Sheets, product
bulletin information, and applicable local, state, and federal disposal requirements for proper waste
management practices.
Rev 0 Pg 1A-9
Course Introduction
06/26/2011
Fire Hazards
Keep all cleaning solvents, fuels, oil, esters, and adhesives away from exposed-element electric
heaters, sparks, or flame. Do not smoke when using flammable materials, in the vicinity of
flammable materials, or in areas where flammable materials are stored. Provide adequate ventilation
to disperse concentrations of potentially explosive fumes or vapors. Provide approved containers for
bulk storage of flammable materials, and approved dispensers in the working areas. Keep all
containers tightly closed when not in use.
Electrical Hazards
Use extreme care when working with electricity. Electricity can cause shock, burns, or death.
Electrical power must be off before connecting or disconnecting electrical connectors. Lethal output
voltages are generated by the ignition exciter. Do not energize the exciter unless the output
connection is properly isolated. Be sure all leads are connected and the plug is installed, or that all
personnel are cleared to at least 5 feet before firing the exciter.
Compressed Air Hazards

Air pressure used in work areas for cleaning or drying operations shall be regulated to 29 psi or less.
Use approved safety equipment (goggles or face shield) to prevent injury to the eyes. Do not direct
the jet of compressed air at yourself or other personnel so that refuse is blown onto adjacent work
stations. If additional air pressure is required to dislodge foreign materials from parts, ensure that
approved safety equipment is worn, and move to an isolated area. Be sure that the increased air
pressure is not detrimental or damaging to the parts before applying high-pressure jets of air.
Procedural Hazards
Observe all specified and logical safety practices when assembling or disassembling the engine.
Wear safety glasses or other appropriate eye protection at all times. Do not allow safety wire or wire
clippings to fly from the cutter when removing or installing wire. Do not use fingers as guides when
installing parts or checking alignment of holes. Use only correct tools and fixtures. Avoid
“shortcuts,” such as using fewer-than-recommended attaching bolts or inferior-grade bolts. Heed all
warnings in this manual and in all vendor manuals, to avoid injury to personnel or damage to gas
turbine parts.
Tooling Hazards
Improperly maintained tools and support equipment can be dangerous to personnel, and can damage
gas turbine parts. Observe recommended inspection schedules to avoid unanticipated failures. Use
tooling only for the purpose for which it was designed, and avoid abuse. Be constantly alert for
damaged equipment, and initiate appropriate action for approved repair immediately.
Gas Turbine Operational Hazards

The outside surfaces of the engine are not insulated; therefore, adequate precautions shall be taken to
prevent operating personnel from inadvertently coming into contact with these hot surfaces.
Pg 1A-10 Rev 1
Course Introduction
06/26/2011
The gas turbine is a source of considerable noise. It is necessary for personnel working on the gas
turbine or in its vicinity to wear proper ear protection equipment when it is operating.
The gas turbine is a high-speed machine. In case of component failure, the skid housing would
contain compressor and turbine blade failures, but might not contain major compressor or turbine
disk failures. Operating personnel shall not be permanently stationed in or near the plane of the
rotating parts.
Low-pressure, high-velocity airflow created by the compressor can draw objects or personnel into the
engine. Although an inlet screen is used, personnel should not stand in front of the inlet while the
engine is operating.
When entering the gas turbine enclosure, the following requirements must be met:
 The gas turbine will be shut down or limited to core idle power.
 The fire extinguishing system will be made inactive.
The enclosure door shall be kept open. If the gas turbine is operating, an observer shall be stationed
at the enclosure door, and confined space entry procedures will be followed.
 Avoid contact with hot parts, and wear thermally insulated gloves, as necessary.
 Hearing protection (double) will be worn if the gas turbine is operating.
 Do not remain in the plane of rotation of the starter when motoring the gas turbine.
 When performing maintenance on electrical components, turn off electrical power to those
components, except when power is required to take voltage measurements.
Lock out all controls and switches, if possible; otherwise, tag electrical switches “Out of Service” to
prevent inadvertent activation. Tag the engine operating controls “Do Not Operate” to prevent the
unit from being started during a shutdown condition.
Rev 0 Pg 1A-11
Course Introduction
06/26/2011
Domestic Object Damage (DOD) To Air Foils
Cleanliness And FOD/DOD
FOD/DOD foreign object damage/domestic object damage is the single major cause of premature gas
turbine failure. Prevention is the only practical means of protecting against FOD, and adherence to
the following guidelines cannot be over-emphasized.
 Empty pockets of all lose objects.

 Keep maintenance area clean and organized.
 Keep FOD containers in the work area to receive bits of safety wire, used gaskets, O-rings
and other similar types of debris. USE THEM.
 Do not use the gas turbine as a shelf to hold parts and tools during maintenance.
 Install protective covers and caps on all exposed openings during maintenance.
 Remove protective caps and covers only when required to install a part or make a connection.
 After protective caps and covers are removed, inspect all openings and cavities for foreign
objects and cleanliness.
 After maintenance, thoroughly clean and inspect work area. Account for all tools, parts, and
materials used during maintenance.
Pg 1A-12 Rev 1
Course Introduction
06/26/2011
GAS TURBINE BASICS
Rev 0 Pg 1B-1
Gas Turbine Basics
06/26/2011
This page intentionally left blank.
Pg 1B-2 Rev 1
Gas Turbine Basics
06/26/2011
OBJECTIVE
Upon completion of this section the student will:
 Have a complete understanding of the basic principles and theories behind the gas
turbine
 Be familiar with different types of turbines, compressors and combustors
 Know the importance of temperature distribution and monitoring
GAS TURBINE BASIC PRINCIPLES
GAS TURBINE BASIC PRINCIPLES
The balloon drawings above illustrate the basic principles upon which gas turbine engines
operate. The air compressed inside a balloon, as in (A) above, exerts force upon the confines
of the balloon. Air, which has weight and occupies space, by definition, has mass. The mass
of the air is proportional to its density, and density is proportional to temperature and
pressure.
Air molecules are driven farther apart as temperature increases and closer together as
temperature decreases, as stated in Boyle's and Charles’ law; pressure times specific volume
divided by temperature equals Kelvin (PV/T = K).
Rev 0 Pg 1B-3
Gas Turbine Basics
06/26/2011
The air mass confined inside the balloon accelerates from the balloon, creating a force when it
is released as in (B) above. This force increases as mass and acceleration increase, as stated
in Newton’s second law: force equals mass times acceleration (F = MA). The force created
by the acceleration of the air mass inside the balloon results in an equal and opposite force
that causes the balloon to be propelled in the opposite direction, as stated in Newton’s third
law: for every action, there is an equal and opposite reaction.
Replacing the air inside the balloon, as in (C), sustains the force and, although impractical,
allows a load to be driven by the force of the air mass accelerating across and driving a
turbine, as in (D).
In (E), a more practical means of sustaining the force of an accelerating air mass used to drive
a load is illustrated. A housing contains a fixed volume of air, which is compressed by a
motor-driven compressor. Acceleration of the compressed air from the housing drives a
turbine connected to the load.
In (F), fuel is injected between the compressor and the turbine to further accelerate the air
mass, thus multiplying the force used to drive the load.
In (G), the motor is removed and a portion of the combustion gas powers the compressor.
Thus, as long as fuel is provided, the engine is self-sufficient.
In (H), a typical gas turbine-engine operation is represented. Intake air is compressed, mixed
with fuel and ignited. The hot gas is expanded across a turbine to provide mechanical power
and exhausted to atmosphere.
NOTE: Turbine – (təŕ – bĭn) A rotary engine actuated by the

reaction or impulse or both of a current of fluid (as water,
steam, or air) subject to pressure and usually made with a
series of curved vanes on a central rotating spindle.
Pg 1B-4 Rev 1
Gas Turbine Basics
06/26/2011
BRAYTON CYCLE
BRAYTON CYCLE
Four processes occur in gas turbine engines. These processes, first described by George
Brayton and called the Brayton cycle, occur in all internal combustion engines. The Brayton
steps are as follows:
 Compression occurs between the intake and the outlet of the compressor (Line A-B).
During this process, pressure and air temperature increase.
 Combustion occurs in the combustion chamber where fuel and air are mixed to
explosive proportions and ignited. The addition of heat causes a sharp increase in
volume (Line B-C).
 Expansion occurs as hot gas accelerates from the combustion chamber. The gases at
constant pressure and increased volume enter the turbine and expand through it. The
size of the passages is also increased, which allows a further increase in volume and a
sharp decrease in pressure and temperature (Line C-D).
 Exhaust occurs at the engine exhaust stack with a large drop in volume and at a
constant pressure (Line D-A).
The number of stages of compression and the arrangement of turbines that convert the energy
of accelerating hot gas into mechanical energy are design variables. However, the basic
operation of all gas turbines is the same.
Rev 0 Pg 1B-5
Gas Turbine Basics
06/26/2011
INTRODUCTION
The gas turbine engine is essentially a heat engine using air as a working medium to provide
thrust. To achieve this, the air passing through the engine has to be accelerated; this means
that the velocity or kinetic energy of the air is increased. To obtain this increase, the pressure
and temperature are increased by the compressor section, followed by the addition of heat
energy in the combustor, before finally being converted back to kinetic energy in the form of
a rotational energy to drive machinery.
GAS TURBINE VS RECIPROCATING ENGINE
Engine Cycle Design
The working cycle of the gas turbine engine is similar to that of the four-stroke piston
engine. However, in the gas turbine engine, combustion occurs at a constant pressure,
whereas in the piston engine it occurs at a constant volume. Both engine cycles show that
in each instance there is induction, compression, combustion, and exhaust. These
processes are intermittent in the case of the piston engine while they occur continuously in
the gas turbine. In the piston engine, only one stroke is utilized in the production of
power, the others being involved in the charging, compressing, and exhausting of the
working fluid. In contrast, the turbine engine eliminates the three “idle” strokes, thus
enabling more fuel to be burned in a shorter time: Hence, it produces a greater power
output for a given size of engine.
Because of the continuous action of the turbine engine and the fact that the combustion
chamber is not an enclosed space, the pressure of the air does not rise like that of the
piston engine during combustion, but its volume does increase. This process is known as
heating at constant pressure. Under these conditions there is no peak or fluctuating
pressures to be withstood, as in the case with the piston engine with its peak pressures in
excess of 1000 pounds per square inch. It is these peak pressures which make it necessary
for the piston engines to employ cylinders of heavy construction and to use high-octane
fuels, in contrast to the low-octane fuels and the light, fabricated combustion chambers
used on the turbine engine.
Pg 1B-6 Rev 1
Gas Turbine Basics
06/26/2011
CONVERGENT AND DIVERGENT DUCTS
CONVERGENT AND DIVERGENT DUCTS
Compressors in gas turbine engines use convergent and divergent ducts to generate the high
pressures necessary to (a) provide a “wall of pressure,” preventing expanding hot gas from
exiting through the engine inlet as well as through the exhaust; and (b) provide the proper
ratio of air-to-fuel for efficient combustion and cooling of the combustion chamber.
Pressure decreases through convergent ducts and increases through divergent ducts, a
phenomenon which is demonstrated in paint spray equipment. Compressed air, forced through
a convergent duct, generates a lower pressure through the narrow section to draw in paint.
Expansion through a divergent section then increases pressure and air volume, dispersing the
paint in an atomized mist.
Rev 0 Pg 1B-7
Gas Turbine Basics
06/26/2011
ENGINE STATIONS
As in the aircraft industry, determine the left and right of the engine by looking into the air
flow or upstream. From this vantage point specific areas can be described using their “clock
hour” positions, such as “3 o’clock” for the right side and “9 o’clock” for the left side, etc.
ENGINE STATIONS
Various signals measured on the LM6000 gas turbine are called after the so called “engine
stations,” which are engine locations, numbered in the direction of airflow, from 0 to 8.
Station 0 (zero) is the LP compressor inlet; station 8 is the power turbine exhaust. Typical
signal names refer to the stations. Station numbers may be subdivided, using alphabetical
character or a decimal as a suffix.
Examples:
P2 = low pressure compressor inlet pressure
T2 =low pressure compressor inlet temperature
T2.5 =high pressure compressor inlet temperature
P2.5 =high pressure compressor inlet pressure
PS3 =static compressor discharge pressure
T3 =compressor discharge temperature
T4.8 =low pressure turbine inlet temperature
P4.8 =low pressure turbine inlet at station 4.8
P5.5 =low pressure turbine discharge pressure
Pg 1B-8 Rev 1
Gas Turbine Basics
06/26/2011
GAS TURBINE ENGINE STATIONS
Complete list of LM6000 stations:

1P VIGV inlet
2 LPC inlet
2.3 LPC discharge
2.4 LPC bleed
2.5 HPC inlet
2.6 HPC bleed 7th stage
3 HPC discharge
3.6 Fuel nozzle
4 HPT inlet (nozzle)
4.1 HPT 1st stage blade
4.2 HPT exhaust
4.8 LPT inlet
5 LPT exhaust
5.5 LPT rear frame exhaust
5.6 LPT exhaust diffuser exhaust
Rev 0 Pg 1B-9
Gas Turbine Basics
06/26/2011
AXIAL-FLOW COMPRESSOR
AXIAL FLOW COMPRESSOR
Illustrated above is an axial-flow compressor. It compresses a large volume of low-pressure

air at low velocity into a small volume of high-velocity air at high pressure.
The rotating blades draw air into the compressor. These rotating blades induce a velocity, also
known as kinetic energy, into the air forcing it to move aft through the compressor assembly
where it impacts the stationary stators. The stators are stationary blades attached to the outer
casing of the compressor. When the air contacts the stators, it reduces the velocity and
converts part of the kinetic energy into static pressure and heat. The mass airflow is then
directed to the next set of rotating blades. This process is then repeated through each stage
until the desired pressure is obtained.
An apparent contradiction in the operation of the axial-flow compressor is that high pressure
is generated, although the overall divergent shape would appear to cause a lower output
pressure. Output pressure is increased by divergence in each static interstage section.
Rotating compressor blades between each static stage increase the velocity that is lost by
injecting energy.
INLET GUIDE VANES

Inlet guide vanes direct, or align, airflow into the first rotating blade where velocity is
increased by the addition of energy. The following stator vane section is divergent, providing
an increase in static pressure, a decrease in air velocity and an increase in air temperature.
Pg 1B-10 Rev 1
Gas Turbine Basics
06/26/2011
INLET GUIDE VANES
On some axial flow compressors, the first several stages of stator vanes are designed to rotate
on their axis, changing their divergence, allowing regulation of compressor outlet pressure
and velocity to achieve the proper ratio of air for fuel combustion and cooling versus engine
speed and power output. These are referred to as variable stator vanes (VSV).
Rev 0 Pg 1B-11
Gas Turbine Basics
06/26/2011
ANNULAR COMBUSTOR
FLAME STABILIZING AND GENERAL-FLOW PATTERNS
The flame stabilizing and general-flow patterns are illustrated above for a typical “can-type”
combustion chamber. Although the LM6000 uses one continuous annular combustion
chamber, the can-type simplifies illustration of the cooling and combustion techniques used in
all combustion chambers.
CAN TYPE COMBUSTOR ANNULAR TYPE COMBUSTOR
Pg 1B-12 Rev 1
Gas Turbine Basics
06/26/2011
The temperature of the flame shown in the center of the combustor is approximately 3200 °F
(1760 C) at its tip when the engine is operating at full load. Metals used in combustion
chamber construction are not capable of withstanding temperatures in this range; therefore,
the design provides airflow passages between the inner and the outer walls of the chamber for
cooling and flame shaping. If undiluted combustor hot gas or flame reaches the engine’s
high-pressure turbine, it would damage the nozzles and blades.
Air flowing into the inner chamber is directed through small holes to shape the flame
centering it within the chamber, to prevent its contact with the chamber walls. Approximately
82% of the airflow into combustion chambers is used for cooling and flame shaping; only
approximately 18% is used for fuel combustion.
Regulation of fuel flow determines engine speed. Stator vane control in the compressor
controls pressure and velocity of air into the combustion chamber as a function of compressor
speed. By using water/steam to control emissions, combustor flame should be maintained at
2500 °F (1371 C).
The primary functions of the gas combustor, which must be met for the system to be
effective, are:
 Shield the combustor outer casing from convection and radiated heat.
 Provide adequate cooling for the walls of the combustion liner so that it does
not disintegrate, causing FOD, which could damage the turbine section.
 Provide the correct air to fuel ratio in the stabilizing flame zone for
combustion.
 Dilute the products of combustion to an acceptable temperature before they impinge

on the components of the turbine static and rotating assemblies.
 Reduce the air velocity to a level that will enable the flame to stabilize.
 In modern turbines--Provisions to ensure low NOx Emissions.
NOx CONTROL
Thermal NOx.
Thermal NOx results from the thermal fixation of molecular nitrogen and oxygen
in the combustion air. Its rate of formation is extremely sensitive to local flame
temperature and, to a lesser extent, to local oxygen concentrations. Virtually all
thermal NOx is formed in the region of the flame at the highest temperature.
Maximum thermal NOx production occurs at a slightly lean fuel-to-air ratio due to
the excess availability of oxygen for reaction within the hot flame zone. Control of
local flame fuel-to-air ratio is critical in achieving reductions in thermal NOx.
Rev 0 Pg 1B-13
Gas Turbine Basics
06/26/2011
Combustion Controls
The major types of combustion control alternatives applicable to reduce NOx in gas
turbines include:
 Water or steam injection

 Low-NOx combustors
The injection of water or steam into the flame area of a turbine combustor provides a
heat sink, which lowers the flame temperature and thereby reduces thermal NOx
formation. Water or steam injection, also referred to as "wet controls," have been
applied effectively to both aeroderivative and heavy duty gas turbines, and to all
configurations.
Reduction efficiencies of 70 to 85+ percent can be achieved with properly controlled

water or steam injection, with NOx emissions generally higher for oil-fired turbines
than for natural gas-fired units. The most important factor affecting reduction
efficiency is the water-to-fuel ratio. In general, NOx reduction increases as the water-
to-fuel ratio increases; however, increasing the ratio increases carbon monoxide and, to
a lesser extent, hydrocarbon emissions at water-to-fuel ratios less than one. Further,
energy efficiency of the turbine decreases with increasing water-to-fuel ratio.
Post-Combustion Controls
The major type of post-combustion control used in gas turbines is Selective

Catalytic Reduction (SCR). Applications use SCR to supplement reductions from
steam or water injection, or combustion modifications. Carefully designed SCR
systems can achieve NOx reduction efficiencies as high as 90 percent.
Pg 1B-14 Rev 1
Gas Turbine Basics
06/26/2011
IMPULSE REACTION TYPE TURBINE DRIVE

The compressor driven turbine is an “impulse reaction” type designed for maximum
efficiency in converting hot-gas flow into rotational mechanical energy. A first-stage fixed
nozzle directs flow into the first-stage of rotating blades. The impulse of expanding hot gas
upon the lower surface of each rotating blade propels motion in the upward direction.
IMPULSE REACTION TYPE TURBINE DRIVE
Hot gas flow above the following blade creates a lower pressure above the blade as above an
aircraft wing, causing additional rotational force. Subsequent stages operate identically,
multiplying the rotational force. Compressor and load-driving turbines consist of a varying
number of stages, depending upon the load being driven and other design considerations.
Rev 0 Pg 1B-15
Gas Turbine Basics
06/26/2011
COMPARISON BETWEEN A PURE IMPULSE TURBINE AND AN IMPULSE/REACTION TURBINE
The principles of impulse and reaction are described in the above figure. A pure impulse
turbine merely deflects the fluid jet through a fixed angle, transforming the applied
momentum change of the fluid into a torque on the turbine wheel. The reaction process
occurs when a gas accelerates through a converging duct and causes a force (thrust) in the
opposite direction to the accelerating stream. Modern axial flow turbines use both principles
in their design. In fact, most turbines today produce torque from an even 50% / 50% split in
reaction and impulse forces.
Pg 1B-16 Rev 1
Gas Turbine Basics
06/26/2011
TURBINE TEMPERATURE DISTRIBUTION AND MONITORING

Among the most important aspect of turbine operations (along with Vibration Monitoring) is
temperature monitoring. The operator must pay very close attention to information coming
from the turbine hot section thermocouples because these give the earliest warning of a
critically damaging condition developing within the turbine.
TEMPERATURE DISTRIBUTION
No matter how well designed the combustion chamber and dilution process may be, there
remains a radial and circumferential temperature distribution in the combustion products
entering the turbine. These are shown in the above diagram with the temperature contours
having the appearance of “fried eggs”. Each “fried egg” represents the temperature profile
residing in the hot-gasses exiting the combustion chamber.
This profile will “imprint” itself on the static and rotating sections of the turbine causing
temperature gradients in the blade material. If these gradients are too large, the blade material
will crack even if there are no gases bending momentum or centrifugal loads. High
temperature gradients are the most frequent cause of turbine damage and are the result of the
combustion chamber and fuel injection system becoming compromised, so as to cause an
uneven combustion of fuel in the annulus, resulting in excessively hot zones.
The combustion system can be compromised by blocked fuel injectors, blocked dilution ports,
pieces of the combustion liner, or fatigue failure of the combustor mechanical mounting
Rev 0 Pg 1B-17
Gas Turbine Basics
06/26/2011
system. Any hot streak conveyed downstream through the turbine will cause oxidation and
cracking of blade material and may even cause accelerated creep damage, particularly in
rotating stages.
To provide early warning of a potentially expensive failure of this vulnerable part of the entire
turbine, we place thermocouples downstream of the combustion system at a point close
enough to pick up the temperature gradient, but not so close as to cause thermocouples to fail
due to excessive heat.
Pg 1B-18 Rev 1
Gas Turbine Basics
06/26/2011
COMBUSTION ZONE MONITORING
COMBUSTION ZONES AT START UP
Another important aspect of temperature monitoring is the manner in which the “Temperature
Zones” (the flow path from each individual fuel nozzle) is distributed across the
thermocouples. Even though the thermocouples are positioned directly in line of the hot gas
flow path from the combustion chambers, temperatures indicated on the thermocouples are
actually indicated values from adjacent fuel nozzles.
The intake air begins a spiral motion as it enters into the axial compressor; this motion is
continuous throughout its flow path through the turbine. Due to the high Compressor
Discharge Pressure (CDP) of the air entering the combustion chamber, which develops into a
large volume of air after combustion has occurred, hot gases exiting the combustion chamber
are still flowing in a spiraling motion. Upon exiting the combustion chamber the
temperatures of these hot gases are imprinted on thermocouples located several zones away
from their origin.
In the illustration above, the eight combustion zones (made up of several fuel nozzles) are
illustrated in different colors representative of the eight different hot gas flow zones. Also
illustrated are the eight thermocouples located symmetrically around the turbine. The color
indicated on the thermocouples represents the zone from which the temperature measured by
the thermocouple is acquired. The illustration above is representative of a turbine at Start
Up.
Rev 0 Pg 1B-19
Gas Turbine Basics
06/26/2011
COMBUSTION ZONE DURING ACCELERATION
The Combustion Spread now illustrated shows that the thermal spread from the blue zone has
shifted from TC #3 to TC #2 as the unit is accelerating to a Full Speed status.
COMBUSTION ZONE DURING FULL POWER
The turbine is now operating at 100% Full Load, again a shift in the Combustion Spread
thermal output for the blue zone can be noted by the shift from TC #2 back to TC #1.
Pg 1B-20 Rev 1
Gas Turbine Basics
06/26/2011
ENGINE CONFIGURATIONS
INDUSTRIAL SINGLE SHAFT INDUSTRIAL TWIN SHAFT
Single Shaft Vs Two Shaft Engine Configuration
The figure above shows the two standard industrial gas turbine shaft arrangements.
Industrial single shaft illustration is the traditional single shaft assembly. It consists of the
axial flow compressor; Turbine and Power Turbine are all mechanically linked. If we add to
this shaft the generator and gearbox, we have a shaft system with a high moment of inertia.
This is the favored configuration for electrical generation because this provides additional
speed (Frequency) stability of the electrical current during large load fluctuations.
Industrial twin shaft illustration shows the standard industrial two shaft arrangement with the
compressor and turbine only connected, and an unconnected power turbine and output shaft
that will rotate independently. This configuration is favored for variable speed drive packages,
such as pumps and compressors, because the gas generator or gas producer can run at its own
optimum speed for a given load. The two shaft arrangement can still be used for generator
drive but its load acceptance capability is generally limited to one-third of its full output at any
instant.
Rev 0 Pg 1B-21
Gas Turbine Basics
06/26/2011
TWIN SHAFT WITH POWER TURBINE TWIN SHAFT
Aircraft jet engines have for many years been adapted for industrial use as shown in the
diagrams above. The twin shaft with power turbine illustration is essentially a two shaft
arrangement with a gas generator originally designed for propulsion. An independently
rotating Power Turbine, manufactured especially to match the flow of the jet engine, is added
to the gas path as the power/torque producer.
The twin shaft illustration shows a more complicated aero-derivative industrial turbine
arrangement. This, too, is still essentially a two shaft configuration but the gas generator core
(an original jet-engine) was designed with two spools, a Low Pressure Shaft and a High
Pressure Shaft. This engine configuration allows the load to be driven from either the exhaust
end or the compressor air intake end.
Aero-derivative engines are found in both mechanical drive and generator drive applications.
The most famous grouping in today’s markets is the LM series produced by General Electric.
Pg 1B-22 Rev 1
Gas Turbine Basics
06/26/2011
SECTION 2
LM6000
DETAILS OF CONSTRUCTION
Rev 1 Pg 2A-1
LM6000 Component Description
26 Jun 2011
Pg 2A-2 Rev 1
26 Jun 2011
OBJECTIVE

 Know the names, locations and functions of the LM6000 turbine components.
 Understand the basic purpose and function of lubrication for the gas turbine engine.
 Have a detailed knowledge of airflow through the LM6000 gas turbine.
ENGINE OVERVIEW & MODEL DESCRIPTION
TYPICAL LM6000 GAS TURBINE
The General Electric LM 6000 gas turbine is a stationary gas turbine that is derived from the
family of CF6 jet engines. The aircraft version of the engine is called the CF6-80C2 turbofan
engine and is used to drive several types of “wide body” commercial aircraft, including the
Boeing 747-400.
The experience and technology of the CF6-80C2 and the well-proven LM2500 have been
applied to the LM6000 to make it one of the best engines on the market today. Although the
LM6000 gas turbine was developed recently (first application in 1992), General Electric was
one of the first developers of the aero-derivative (a gas turbine designed first as a flight
engine, then redesigned for industrial use) with more than 30 million running hours. General
Electric engines have an availability of 99.6% overall.
The LM (Land and Marine) series of gas turbines has the following gas turbines: LM500,
LM1500 (no longer made), LM1600, LM2500, LM2500+, LM5000 (no longer made),
LM6000 ranging in power output from 14 to 50 megawatts (MW).
Rev 1 Pg 2A-3
26 Jun 2011
The following have been changed to convert the CF6-80C2 to the LM6000:
 Front fan removed and inlet guide vanes added

 LP compressor from the CF6-50 / LM5000 used
 Front and rear frames adapted
 Output shafts added to the front of the LPC and the back of the LPT
 Bearing 7R added
 New industrial fuel system added
 Balancing disk added to the LPT
 Hydraulic control system for the variable geometry added
CONCENTRIC DRIVE-SHAFT
The LM6000 gas turbine is a dual-rotor, concentric drive-shaft, gas turbine capable of driving
a load from the front and/or rear of the low-pressure (LP) rotor. The main components consist
of a variable inlet guide vane (VIGV) assembly or inlet frame assembly, a 5-stage low-
pressure compressor (LPC), a 14-stage variable-geometry high-pressure compressor (HPC),
an annular combustor, a 2-stage high-pressure turbine (HPT), a 5-stage low-pressure turbine
(LPT), an accessory gearbox (AGB) assembly, and accessories.
The LP rotor consists of the LPC and the LPT that drives it. Attachment flanges are provided
on both the front and the rear of the LP rotor for connection to the packager-supplied power
shaft and load. The high-pressure rotor consists of the 14-stage HPC and the 2-stage HPT that
drives it. The high-pressure (HP) core consists of the HPC, the combustor, and the HPT. The
high- and low-pressure turbines drive the high- and low-pressure compressors through
concentric drive shafts.
Air enters the gas turbine at the IGV/VIGVs and passes into the LPC. The LPC compresses
the air by a ratio of approximately 2.4:1. Air leaving the LPC is directed into the HPC.
Variable bypass valves (VBVs) are arranged in the flow passage between the two
compressors to regulate the airflow entering the HPC at idle and at low power. To further
control the airflow, the HPC is equipped with variable stator vanes (VSVs).
Pg 2A-4 Rev 1
26 Jun 2011
The HPC compresses the air to a ratio of approximately 12:1, resulting in a total compression
ratio of 30:1, relative to ambient. From the HPC, the air is directed into the signal annular
combustor section, where it mixes with the fuel from 30 fuel nozzles. An igniter initially
ignites the fuel-air mixture then, once combustion is self-sustaining, the igniter is turned off.
The hot gas that results from combustion is directed into the HPT that drives the HPC. This
gas further expands through the LPT, which drives the LPC and the output load.
LM6000 MODELS (PA, PB, PC, AND PD)

LM6000 PA
The original standard engine, called the LM6000 PA, made it first field appearance in
1992 and was the standard LM6000 offered until approximately mid-1998. The LM6000
PA was rated at approximately 40 MW at ISO conditions.
DLE COMBUSTION CHAMBER
Rev 1 Pg 2A-5
26 Jun 2011
LM6000 PB
The LM6000 PB was the LM6000 PA modified with the Dry Low Emission Combustion
System (DLE). This model made its appearance in the mid-1990s and was offered until
mid-1998. DLE imposed a redesign of the fuel nozzles and the annular combustion
chamber. With this new design, the annular combustion chamber is maintained at a
constant temperature at any power setting of the LM6000 PB. This constant temperature
reduces NOX emissions without the use of water or steam injection.
LM6000 PC
The LM6000 PC was derived from the LM6000 PA. It made its first appearance in mid-
1998 and incorporates design changes to the LPC, HPC, LPT, balance piston system and
the fuel system.
The LPC employs redesigned stator vanes. The HPC casing has been redesigned to
accommodate stage 8 bleed for LPT cooling. Stage 11 bleed air was used on the LM6000
PA.
The LPT has additional exhaust expansion and power extraction due to modifications
made to the LPT casing, stages 3-5 blades, stages 4 and 5 disks and vanes, and the rear
frame. A cooling manifold, using LPC discharge, air-cools the LPT casing. Structurally,
the LPT is slightly longer in diameter and has 14 struts instead of 10 in the turbine rear
frame. Exit flanges for both inner and outer flow paths have been modified.
The thrust balance piston control system has a thrust balance control valve located off-
engine. The compressor bleed air from the stage 11 compressor bleed manifold must be
directed to the base mounted thrust balance control valve, and the valve discharge must be
piped back to the balance piston manifold on the turbine rear frame.
These design changes increased shaft power output by approximately 3.4 MW, and engine
efficiency by approximately 2%.
LM6000 PD
The LM6000 PD is the LM6000 PC modified with the Dry Low Emission Combustion
System (DLE). This model made its appearance in mid-1998. DLE system requires
changes to be made to the fuel nozzles and the annular combustion chamber. With this
new design, the annular combustion chamber is maintained at a constant temperature at
any power setting of the LM6000 PD. This constant temperature reduces NOX emissions
without the use of water or steam injection.
Pg 2A-6 Rev 1
26 Jun 2011
BEARINGS AND SUMPS
BEARINGS AND SUMPS
Eight anti-friction roller- and ball-type bearings support the rotating components and the
aerodynamic loads in the LM6000. The bearings are held together with a cage and race
assembly. By design, the bearings do not generate significant heat from friction. They do,
however, absorb heat transmitted from the engine’s hot-gas path and because of this, lube oil
is supplied to the bearings for cooling purposes. The roller bearings support radial loads and
axial thrust loads are supported by ball bearings. These bearings are located in the sumps A,
B, C, D, and E areas.
Sump A houses the No. 1B, No. 2R, and No. 3R bearings. The No. 1B bearing is a ball-type
thrust bearing that carries the thrust loads for the LP rotor (LPC and LPT). The No. 2R
bearing supports the low-pressure compressor rotor (LPCR) and the No. 3R bearing supports
the high-pressure compressor rotor (HPCR) forward shaft.
The B and C sump houses the No. 4R bearing, the No. 4B bearing and the No. 5R bearing.
The No. 4R bearing supports the aft shaft of the HPCR. The No. 4B bearing carries the thrust
loads for the HPR (HPC and HPT). The No. 5R bearing supports the high-pressure turbine
rotor (HPTR) at its forward shaft.
The D and E sump houses the No. 6R and No. 7R bearings. The No. 6R bearing supports the
forward end of the low-pressure turbine rotor (LPTR) shaft. The No. 7R bearing supports the
aft end of LPTR shaft and the balance piston system.
Synthetic lube oil is supplied to the bearings and scavenged out of the sumps by a seven (7)
element pump assembly. A single supply element provides lubricating oil to all the bearings
and gearboxes. The remaining six elements are utilized to scavenge oil away from the bearing
sumps and gearboxes. The sump-A scavenge oil drains to the transfer gearbox (TGB) through
the 6:00 o’clock compressor front frame (CFF) strut that houses the radial driveshaft. Oil is
then scavenged through the transfer gearbox. The No. 4R/4B and No. 5R bearing zones of the
sump-B and sump-C are individually scavenged, as are the No. 6R and No. 7R bearing zones
of the D and E sump. All sumps emit oil mist-carrying air that is vented to a packager-
supplied air-oil separator.
Rev 1 Pg 2A-7
26 Jun 2011
BEARING SUMP
SUMP PURPOSE
The gas turbine design uses the dry sump system to provide lubrication to the gas turbine
main bearings. The dry sump system employs five subsystems:
 Oil supply. Oil is delivered to the bearings through jets pressurized by a supply
pump deliver oil onto the bearings.
 Oil Scavenge. Oil scavenge is accomplished when suction, created by the
pumping action of a scavenge oil pump, is applied to a port in the lowest point of
the oil-wetted cavity.
 Seal Pressurization. Bleed air, directed to the sump cavity by ports or tubes in the
engine structure, pressurizes seals.
 Sump Vent. By venting the oil-wetted cavity out the top to ambient air pressure, a
positive flow of pressurizing air to the sump is maintained.
 Cavity Drain. Oil leaked from the seals (sump B and sump C) is carried to an
overboard dump location.
Pg 2A-8 Rev 1
26 Jun 2011
When some fault occurs and oil does leak across the oil seals, it must not be allowed to
become a fire hazard or to contaminate the customer bleed air. Therefore a drain is
provided to the pressurization chamber. The drainage line is directly connected to an
overboard drain port without shutoff so that, whenever the gas turbine is running, there
is a flow of air out the drain. Scavenge pumps are connected by tubes to a low drain
point in each sump. Whenever the gas turbine is running, the scavenge pumps are
working to remove the oil from the sump drains.
OIL SEALS
Sump design uses pressurized labyrinth type oil seals between the sump housing and the shaft
to contain the oil within the sump, and pressurized labyrinth venting seals to maintain
pressurizing air separate from the primary gas turbine airflow. The rotating seal provides
multiple serrations machined to a knife edge. The stationary shroud portion of the seal
provides a surface opposite the knife edges. The seals reduce the leakage from one cavity to
the other. Sump pressurizing airflow supply is a volume and pressure great enough to
maintain a flow radially inward to the sump cavity across the oil seals and outward to the gas
turbine cavity across the air seals. The airflow inward to the sump sweeps with it any oil that
may be on the seals keeping the oil contained in the sump. The inflowing air is removed by
both the vent system and the scavenge oil system.
LABYRINTH OIL SEAL
Rev 1 Pg 2A-9
26 Jun 2011
SYNTHETIC LUBE OIL BASICS

Lubrication is a very important part of any operation that involves moving metal parts. An
engine would quickly fail without the proper use of a lubricating agent. Lubrication reduces
friction, removes heat caused by friction and fuel combustion, acts as a shock absorber and
sealant, and helps keep moving parts clean.
Friction Reduction
Lubricating oil decreases friction by preventing metal-to-metal contact at bearing points

throughout the engine. A thin film of oil changes dry or solid friction to fluid friction by
separating mating surfaces of moving parts. The result is less heat generated in the
moving parts and decreased wears on parts.
Cushioning Effect
Lubricating-oil cushions bearing surfaces by absorbing the shock between the two.
Sealing Action
Oil helps seal mating surfaces in the engine, and the film of oil on various surfaces makes
an effective pressure seal.
Cleaning Effect
As the oil passes through the engine parts, it picks up carbon and other foreign particles.
It carries these particles through the system to a filter where they are removed from the
oil.
The conditions that the oil operates under will determine the requirements for lubricating oil.
Conditions like temperature, contact pressure, and type and rate of motion vary so much that
one lubricant cannot provide ideal lubrication for all circumstances. However, an oil with
some degree of these desirable properties will provide satisfactory results.
 Viscosity
 Antifriction ability
 Cooling ability
 Chemical ability
Viscosity
Viscosity is the measure of a fluid’s resistance to flow. It may be thought of as fluid

“friction”. Just as friction between two solids resists the motion of one over the other so
then does a fluid resist an opposing motion-- not only of a solid, but also of adjacent
layers of the fluid. Oil that flows slowly is described as highly viscous. Conversely, oil
that flows more readily is said to possess a low viscosity. Temperature greatly affects the
Pg 2A-10 Rev 1
26 Jun 2011
viscosity of oil. Lower temperatures can cause oil to be thicker and move slower, creating
a greater resistance to the movement of engine parts. Higher temperatures thin the oil,
lowering its viscosity. The rate at which oil resists viscosity changes through a given
temperature range is called its viscosity index. The viscosity of turbine oil is fairly high
because of higher operating temperatures, higher bearing temperatures and relatively large
clearances inside the turbine engine. Synthetic lube oil is used because it can operate at
higher temperatures than the mineral oil in the generator lube oil system.
Antifriction
One of the properties of a liquid is that it cannot be forced into a smaller space than it
already occupies. A liquid is, for all practical purposes, incompressible. It is this
incompressible property of a liquid that allows for moving metal surfaces to be kept
separated from each other by fluid lubrication. Because of the importance of
incompressibility, most materials that are used for lubrication purposes are in liquid form.
As long as the lubricant film remains unbroken, fluid friction is able to replace sliding
friction and rolling friction. Lubricants should have high antifriction characteristics to
reduce frictional resistance of the moving parts, and high anti-wear properties to resist the
wearing action that occurs during engine operation.
Cooling
Lubricating oil assists in cooling the engine because the constant flow of oil carries heat
away from localized “hot spots.” As oil is circulated through the bearings and splashed on
various engine parts, it absorbs heat caused by friction. An efficient lubrication system
will absorb as much as 10 percent of the total heat content of fuel consumed by the
engine. By carrying away the heat, the oil flow reduces operating temperatures of internal
parts not directly cooled by the engine cooling system.
Chemical Stability
The extreme operating conditions and high dollar value of turbine engines make it
necessary to use lubricating oil of the very best quality. Oil quality can only be
maintained with proper testing, oil storage, and system integrity. The following chemical
transformations can occur in a lubricating oil and make it unfit for service.
ACIDITY
Acidity in oils is dangerous chiefly when high temperatures and moisture are present
as is the case of turbine engines. The results of high acid content are corrosion of
metal and the formation of sludge, emulsions, and deposits in the oil system.
OXIDATION
All lubricating oils tend to oxidize when in contact with air. The compounds formed
by oxidations are undesirable and harmful since they are generally of a gummy or acid
character.
Rev 1 Pg 2A-11
26 Jun 2011
SULFUR
Sulfur may occur in lubricating oil as free sulfur or as sulfonates. Free sulfur may be
present through careless or improper refining or by actual addition. Free sulfur can
cause corrosion of metal parts. The presence of sulfonates indicates over treatment
with sulfuric acid or inadequate washing of the oil to free it from chemicals during the
refining process. Sulfonates are strong emulsifying agents that tend to promote sludge
formation in the oil system. Lubricating oil containing high percentages of sulfur
oxidize more easily than those with low sulfur content.
CARBON RESIDUE
Petroleum lubricating oils are complex mixtures of hydrocarbons that vary widely in
their physical and chemical properties. Owing to this difference, some oils may
vaporize under atmospheric conditions without leaving any appreciable residues.
Other oils leave a nonvolatile carbon residue upon vaporization. This carbon residue
is the result of a partial breakdown of the oil by heat. This breakdown is caused by
destructive distillation of the oil without air entering into the reaction. Many parts in
the engine operate at a temperature high enough to cause this reaction and to form
carbon deposits. These deposits are undesirable as they may restrict passages.
MOISTURE
Corrosion of bearing materials is almost always due to moisture in the oil. Although it
is possible for corrosion to occur from acidity, it is unlikely unless moisture is also
present. Therefore, to prevent corrosion, it is important to eliminate moisture from the
oil as much as possible. This is especially true at high temperatures because they
increase the rate of corrosion.
Because of the accumulation of these harmful substances, common practice is to drain the
entire lubrication system at regular intervals and refill with new oil based on manufacturer
and lube oil test results recommendations.
Health & Safety Precautions
Health studies have shown that, under normal conditions of use, turbine oil presents a low
risk to human health. The major health risk from exposure to oil is temporary irritation of
the eyes, skin, and respiratory tract. Temporary irritation is a common hazard of most
petroleum hydrocarbons and synthetic lubricants, like turbine oil. Irritation occurs when
product is applied directly to the eyes, repeatedly to the skin, or when high levels of
vapors or mist are inhaled. Because sensitivity to irritation can vary from person to
person, direct contact with the eyes and skin, and inhalation of vapors or mist should be
minimized. Prolonged and repeated skin contact with turbine oil can also cause temporary
dermatitis.
Because the vapor pressure of the turbine oil is very low, generation of vapor under
ambient temperature condition is unlikely. Elevated temperatures, however, may produce
vapor that can be generated at concentrations levels sufficient to cause irritation,
particularly in poorly ventilated areas or in confined spaces. If this occurs, or if a mist of
Pg 2A-12 Rev 1
26 Jun 2011
turbine oil is generated, precautions should be taken to avoid inhaling vapor or mist at
concentrations above the exposure guidelines specified on the product Material Safety
Data Sheet (MSDS). Prolonged exposure to vapors or mist could cause headache, light-
headedness, dizziness, and potentially unconsciousness, but normal conditions of use will
not produce these affects.
You can protect yourself from routine turbine oil-related hazards by using appropriate
engineering controls and work practices, and by wearing proper eye protection, gloves and
clothing. Additional important health and safety information is provided on MSDS. The
exposure guidelines found on MSDS should always be followed.
Turbine oil should never be siphoned by mouth. However, if oil is swallowed, do not
induce vomiting, but seek medical advice immediately to guard against the hazard of
aspirating oil into the lungs. While the oil is not highly toxic when swallowed, lung
aspiration can result in chemical pneumonia.
In the event of fire or leakage of product onto extremely hot surfaces, emission of fumes
and combustion products that are potentially irritating, noxious and toxic, such as
aldehydes and carbon monoxide, may occur. Take precautions to avoid and/or minimize
exposure under these conditions. Use supplied oxygen if necessary.
Rev 1 Pg 2A-13
26 Jun 2011
MAJOR COMPONENTS
The illustration on the facing page is an exploded view of the LM6000 gas turbine engine and
illustrates the major components of the engine. Each of these components is described in
more detail within the following pages of this section:
 Inlet Volute
 Variable inlet guide vane (VIGV) assembly
 Low-pressure compressor (LPC) assembly
 Low-pressure compressor bypass-air collector
 Variable bypass valve system
 Low-pressure compressor front frame assembly
 High-pressure compressor (HPC) assembly
 Compressor rear frame assembly
 Combustor assembly
 High-pressure turbine assembly
 Low-pressure turbine assembly
 Turbine rear frame assembly
 Accessory gearbox
Pg 2A-14 Rev 1
26 Jun 2011
MAJOR COMPONENTS
Rev 1 Pg 2A-15
26 Jun 2011
AIR INLET VOLUTE

The Air Inlet Volute provides for a smooth transition of airflow from the air filter enclosure
into the first stage of the low pressure compressor. The volute changes the airflow direction
from a vertical to a horizontal flow.
INLET VOLUTE LP COMPRESSOR MOUNTING FACE
The air inlet casing assembly comprises an external casing, approximately rectangular in
shape, and forms a circular internal casing to which the low pressure compressor mounts. The
generator drive shafts then runs through the center of the volute to the generator or to the
reduction gear drive on 50 Hz units.
A flexible joint of Neoprene rubber polymer is fitted between the inlet volute and the
enclosure air ducting to accommodate relative movements. A trash screen (FOD screen) is
also included for additional protection against debris in the inlet system.
Mounted on the forward end of the inlet volute are the online and offline water wash
manifolds. The LP SPRINT manifold is mounted on the rear of the volute. Located on the
bottom of the volute is a drain line with check valve that is plumbed to the customer provided
waste fluid tank.
Pg 2A-16 Rev 1
26 Jun 2011
LOW-PRESSURE COMPRESSOR (LPC) ASSEMBLY

The forward end of the low-pressure compressor is mounted to the IGV/VIGV assembly,
while the rear mounts to the Compressor Front Frame (CFF).
The LM6000 LPC is a 5-stage, axial-flow compressor with a 5-stage fixed stator. The LPC
stator case contains the stator vanes for the LPC rotor. The case is horizontally split to
facilitate repair. The engine has one probe that measures LPC inlet total temperature (T2)
mounted on the IVG/VIGV case.
LOW-PRESSURE COMPRESSOR (LPC) ASSEMBLY
Rev 1 Pg 2A-17
26 Jun 2011
LPC ROTOR
Individual disks are used in stages 0 and 1. Stages 2 thru 4 of the LPC rotor are an integral
spool. Stages 0 and 1 blades have been modified to include squealer tips.
Stage 0 blades are individually retained in the axial dovetail slots of the disk by a one-piece
blade retainer. Stages 1 thru 4 LPC blades are retained in circumferential slots in the stage 1
disk and stages 2 thru 4 spool. The blade-retention features permit individual blade
replacement. Blades in stages 0 thru 3 can be removed without removing the rotor. As the
compressor rotates, the blades load centrifugally and become tight fitting.
LOW PRESSURE ROTOR ASSEMBLY
BLADE LOCKING LUGS
Pg 2A-18 Rev 1
26 Jun 2011
NOTE: Another method of maintaining minimum clearance is to metal spray

the case and stators. Thin squealer tips on the blades and vanes contact the
sprayed material. The abrasive action of the blade tip cuts into the sprayed
material, thus obtaining minimum clearance.
LPC STATOR VANES

The stages 0 thru 2 stator vanes are individually replaceable. The vanes are shrouded to
reduce vane response to aerodynamic forces. Wear strips are utilized between the vane
dovetails and the LPC casing slots. The stage 3 casing is a full-circumferential case and is
lined with honeycomb material over the rotor blade tips. Stage 3 vanes are bolted to the stage
3 case forward flange. The stage 4 stator vanes are mounted in the front frame and supported
on the inside diameter by a support structure that is bolted to the engine front frame.
LOW PRESSURE COMPRESSOR CASING AND STATORS
Rev 1 Pg 2A-19
26 Jun 2011
LOW-PRESSURE COMPRESSOR BYPASS-AIR COLLECTOR

The LPC bypass-air collector is a duct attached to the front frame. It collects LPC discharge
air, vented through the LPC bypass doors, and directs it overboard through packager-provided
ducting.
LOW-PRESSURE COMPRESSOR BYPASS-AIR COLLECTOR
Variable Bypass Valve System
The variable bypass valve (VBV) system is located in the front frame assembly. This system
is used to vent LPC discharge air overboard through the LPC bypass-air collector in order to
maintain LPC stall margin during starting, partial power operation, and large power transients.
The VBV system consists of 12 variable-position bypass valves, 6 VBV actuators (two with
LVDTs) Linear Variable Differential Transformer, 6 actuator bell cranks, 12 VBV doorbell
cranks, and an actuation ring.
Actuators are installed at the 1 o’clock, 3 o’clock, 5 o’clock, 7 o’clock, 9 o’clock, and 11
o’clock positions on the engine. The six actuators are positioned with one VBV door on each
side of each actuator. Bell cranks and pushrods mechanically link the actuators, the actuation
ring, and the VBV doors. The actuator positions the actuation ring, which opens and closes
the VBV doors. The 5 o’clock and 11 o’clock position actuators are equipped with integral
LVDTs for position indication. The packager-supplied control is designed to provide
excitation and signal conditioning for both LVDTs and, to control VBV position by means of
closed-loop scheduling of VBV actuator position, based on LPC inlet temperature (T2) and
high-pressure (HP) rotor speed corrected to inlet conditions (XN2.5R2).
Pg 2A-20 Rev 1
26 Jun 2011
VARIABLE BLEED VALVES
LOW-PRESSURE COMPRESSOR FRONT FRAME ASSEMBLY
Rev 1 Pg 2A-21
26 Jun 2011
LOW-PRESSURE COMPRESSOR FRONT FRAME ASSEMBLY

The front frame is a major structure that provides support for the LPC rotor and the forward
end of the HPC rotor through the No. 1B, No. 2R, and No. 3R bearings. The frame also forms
an airflow path between the LPC and the HPC inlet. Front engine mount provisions are
located on the front frame 3 o’clock and 9 o’clock positions. One pad is included on the frame
outer case for mounting HPC inlet temperature sensors T2.5 and HPC pressure sensor P2.5.
The sensors provide control information to the fuel management system.
The front frame is made from a high-strength stainless steel casting. Twelve equally spaced
radial struts are used between the hub and outer case to provide support for the inner hub.
Twelve variable-position bypass valve doors are located on the outer wall for LPC discharge
bleed.
The front frame contains the engine A-sump, which includes a thrust bearing (1B) and roller
bearing (2R) that support the LPC rotor, and a roller bearing (3R) that supports the forward
end of the HPC rotor. Lubrication oil supply and scavenge lines for the A sump are routed
inside the frame struts. The inlet gearbox is located in the A sump with the radial drive shaft
extending outward through the strut located at the 6 o’clock position.
COMPRESSOR FRONT FRAME ASSEMBLY LAYOUT
Pg 2A-22 Rev 1
26 Jun 2011
INLET GEARBOX
The radial drive shaft assembly is located in

the 6 o’clock CFF strut. The shafts serve to
transmit torque from the Inlet Gearbox (IGB)
to the Transfer Gearbox (YGB).
The drive shaft assembly consists of three

machined, tubular steel shafts, housing, and
bearings.
The upper radial shaft is splined at the upper end to

the IGB and at the lower end to the radial mid-
shaft. The shaft is enclosed by the front frame and
supported by a ball bearing at its lower end. The
radial mid-shaft is splined at the upper end to the
upper shaft and at the lower end to the lower shaft.
The mid-shaft is enclosed in a housing and
supported by a ball bearing at its lower end. The
lower radial shaft is splined at the upper end to the
mid-shaft and at its lower end to the TGB. The
lower shaft is enclosed by the radial adapter
portion of the TGB.
Rev 1 Pg 2A-23
26 Jun 2011
HIGH-PRESSURE COMPRESSOR ASSEMBLY

The LM6000 HPC is a 14-stage, axial-flow compressor. It incorporates VIGVs and variable
stators in stages 0–5 to provide stall-free operation and high efficiency throughout the starting
and operating range.
HPC CASE
(UPPER HALF)
HPC ROTOR
HPC CASE
(LOWER HALF)
G-66-04
HIGH-PRESSURE COMPRESSOR (HPC) ASSEMBLY
Provisions for customer-use bleed air are available at stage 8 and at the compressor discharge.
On earlier PA/PB model turbines the seventh and eleventh stages bleed air is utilized, while,
later versions (PC/PD) use eighth and eleventh stage bleed air. Compressor discharge air is
extracted for cooling and pressurization of the engine components.
Pg 2A-24 Rev 1
26 Jun 2011
TYPICAL BLADE PROFILES
HPC ROTOR
The HPC rotor is a bolted assembly of five major structural elements consisting of a stage
1 disk, a stage 2 disk with an integral forward shaft, stages 3–9 spool, a stage 10 disk, and
stages 11–14 spool with an integral rear shaft. These structural elements are connected
through fully rabbeted joints at stage 2 and stage 10. On newer model HPC there are only
four major structural elements. In these versions, the 10th stage disk has been deleted and
added as an integral component of the 10--14 stage spool assembly.
HIGH PRESSURE COMPRESSOR ROTOR LAYOUT
Rev 1 Pg 2A-25
26 Jun 2011
Stages 1 and 2 blades are individually retained in axial dovetail slots, and the remaining
blades are held in circumferential dovetail slots. These features allow individual stage 1 blade
replacement without disassembly of the rotor.
Stage 1 blades are shrouded at mid-span for the purpose of reducing vibratory stress. All other
blades are cantilevered from the rotor structure.
DISK 1 AND 2 LOADING
HIGH PRESSURE ROTOR ASSEMBLY
Pg 2A-26 Rev 1
26 Jun 2011
HP STATOR
CASE (UPPER)
VARIABLE STATOR VANES
STAGE 1
VANES
VIGV
G-145-04
HP STATOR
CASE (LOWER)
HP STATOR CASING
HPC STATOR
The HPC stator consists of a cast stator case that contains the compressor stator vanes. The
inlet guide vanes and the stages 1–5 vanes can be rotated about the axis of their mounting
trunnions to vary the pitch of the airfoils in the compressor flow path. Vane airfoils in the
remaining stages are stationary. All fixed and variable vanes are non-interchangeable with
other stages to prevent incorrect assembly. The casing is split along the horizontal split-line
for ease of assembly and maintenance. The inlet guide vanes and the stages 1 and 2 vane
shrouds also support interstage rotor seals. The shrouds are designed to allow the removal of
either half of the compressor casing. There are 14 axial stations provided for borescope
inspection of blades and vanes.
Rev 1 Pg 2A-27
26 Jun 2011
HPC STATOR CASING LAYOUT
HP COMPRESSOR STATORS
Pg 2A-28 Rev 1
26 Jun 2011
VARIABLE STATOR VANE ASSEMBLY

The VSV assembly, an integral part of the HPC stator, consists of two VSV actuators and
levers, actuation rings, and linkages for each VSV stage.
Stator vane position is vital to stable, efficient operation of the engine. While the HPC is
designed for peak aerodynamic efficiency at full power and full speed, it must also operate at
lower speeds. At these lower speeds, the later stages of the compressor cannot consume all the
air delivered by the earlier stages. The variable stators accommodate this situation by limiting
the compression ratio of the first six stages of the compressor at low speeds and changing the
compression at higher speeds.
This is accomplished with two hydraulic actuators, one at the 3:00 o’clock position and one at
the 9:00 o’clock position. Each actuator uses an LVDT for position feedback to the control
system. The control system is designed to provide excitation and signal conditioning for both
LVDTs, and to control VSV position by means of closed-loop scheduling of VSV actuator
position, based on corrected HP rotor speed (XN2.5R) and inlet temperature (T2.5).
Rev 1 Pg 2A-29
26 Jun 2011
VSV ACTUATION RING
Pg 2A-30 Rev 1
26 Jun 2011
COMPRESSOR STALL
A stall can happen within the compressor if the air moves from its general direction of motion
(also known as the angle of attack). At this point, the low pressure on the upper surface
disappears on the stator blade. This phenomenon is known as a stall. As pressure is lost on
the upper surface, turbulence created on the backside of the stator blade forms a wall that will
lead into the stall. Stall can be provoked if the surface of the compressor blade is not
completely even or smooth. A dent in the blade, or a small piece of material on it, can be
enough to start the turbulence on the backside of the blade, even if the angle of attack is fairly
small.
Each stage of compression should develop the same pressure ratio as all other stages. When a
stall occurs, the front stages supply too much air for the rear stages to handle, and the rear
stage will choke.
High Angle of Attack
If the angle of attack is too high, the compressor will stall. The airflow over the upper
airfoil surface will become turbulent and destroy the pressure zone. This will decrease the
compression airflow. Any action that decreases airflow relative to engine speed will
increase the angle of attack and increases the tendency to stall.
STALL CONDITION
Low Angle of Attack
If there is a decrease in the engine speed, the compression ratio will decrease with the
lower rotor velocities. With a decrease in compression, the volume of air in the rear of the
compressor will be greater. This excess volume of air causes a choking action in the rear
of the compressor with a decrease in airflow. This in turn decreases the air velocity in the
front of the compressor and increases the tendency to stall.
Rev 1 Pg 2A-31
26 Jun 2011
COMPRESSOR REAR FRAME ASSEMBLY

The compressor rear frame (CRF) assembly connects the compressor-casing flange to the
high-pressure turbine nozzle assembly and consists of an outer case, 10 struts, and the B- and
C-sump housings. The outer case supports the combustor, fuel manifolds and fuel nozzles,
two ultraviolet flame detectors for flame sensing, an accelerometer, discharge static (P3) and
HPC discharge temperature sensor (T3). The hub provides support for a thrust bearing (4B)
and two roller bearings (4R and 5R) to support the midsection of the HP rotor system.
Bearing axial and radial loads, and a portion of the first-

stage nozzle load, are transmitted through the hub and 10
radial struts to the case. The hub, struts, and outer casing
are a one-piece casting. The casting is welded to the fuel
embossment ring and bolted to the aft case. This serves as
the structural load path between the compressor casing
and the HPT stator case. Seven borescope ports are
provided for inspection of the combustor, pre-mixers, and
HPT. B-sump and C-sump service lines are contained in,
and pass through, the CRF struts.
COMPRESSOR REAR FRAME LAYOUT
Pg 2A-32 Rev 1
26 Jun 2011
COMBUSTOR ASSEMBLY
The LM6000 gas turbine uses a singular annular combustor and is furnished with 30
externally mounted fuel nozzles for liquid distillate fuel, natural gas fuel, or dual fuel,
depending upon the fuel system specified by the customer. Fuel systems may also be
equipped for water or steam injection for NOx suppression. This combustion system is a high-
performance design that has consistently demonstrated low exit temperature pattern factors,
low-pressure loss, low smoke, and high combustion efficiency at all operating conditions.
SINGULAR ANNULAR COMBUSTOR

Key features of the singular annular combustor are the rolled-ring inner and outer liners; the
low-smoke emission, swirl-cup dome design and the short burning length. The short burning
length reduces liner cooling air consumption, which improves the exit temperature pattern
factor and profile. The swirl-cup dome design serves to lean-out the fuel-air mixture in the
primary zone of the combustor. This eliminates the formation of the high-carbon visible
smoke that can result from over-rich burning in this zone.
COMBUSTOR ASSEMBLY
Rev 1 Pg 2A-33
26 Jun 2011
COMBUSTOR LAYOUT
Combustion Liner Assembly
The combustion liner assembly is supported entirely at the aft end. The support ring on
the outer liner is trapped in a groove on the compressor rear frame (CRF) aft end with
the high pressure turbine case. The inner liner is supported by the inner flow path of the
CRF. The combustion assembly consists of an inner cowl, an outer cowl, a dome, and an
inner and outer liner.
COWL
The cowl consists of 2 parts, the inner and outer cowls separated by the dome. Its
purpose is to form a smooth leading-edge which splits and meters the incoming air
flow to the combustion assembly.
DOME
The dome is a fabricated component consisting of 30 vortex inducing swirl assemblies
consisting of two counter-rotating primary and secondary swirlers. Their purpose is to
provide flame stabilization and complete mixing of the fuel air mixture. The primary
swirler floats on the face of the secondary swirler to allow growth difference for the
fuel nozzles. The entire surface of the dome is swept by a film of cooling air.
LINERS
The inner and outer liners are composed of a series of circumferentially rolled ring
strips joined together by resistance welding. They are protected from convective
and radiant heat by continuous circumferential film cooling. Combustion zone
dilution and mixing air entry is provided by a pattern of various sized circular holes
in each ring. These holes provide recirculation for flame stabilization and
shape the exit gas profile. Ports and tube assemblies have been located at the 3:00 and
5:00 o'clock positions for the igniter plugs. The liners and dome have a thermal barrier
coating applied to the hot side.
Pg 2A-34 Rev 1
26 Jun 2011
SWIRLER WITH LIQUID FUEL NOZZLE
DRY LOW EMISSION (DLE) SINGLE ANNULAR COMBUSTOR (SAC)
COMBUSTOR OUTER LINER
Rev 1 Pg 2A-35
26 Jun 2011
IGNITION SYSTEM
The ignition system produces the high-energy sparks that ignite the fuel-air mixture in the
combustor during starting. The system consists of high-energy spark igniters, a high-energy
capacitor-discharge ignition exciter, and an interconnecting cable. The ignition cables
interconnect directly between the package-mounted exciters and the igniters, which are
mounted on the engine compressor rear frame.
IGNITION SYSTEM
During the start sequence, fuel is ignited by the igniter, which is energized by the ignition
exciter. Once combustion becomes self-sustaining, the igniter is de-energized at ≥ 400 F (204
C).
Proper installation of the igniter plug on the combustion chamber is essential for long
operating life. The igniter plug has a special distance (packing) ring that must be installed
between the plug and compressor rear frame. The correct distance of the plug in the rear
frame is important, both for operation and cooling, and it can be adjusted with the distance
ring. Cooling is achieved with compressor air flowing alongside the igniter plug tip. Also, 12
holes in the plug tip are present for cooling purposes and, finally, 6 holes provide cooling air
for the igniter plug shank.
Duty cycle is: 90 seconds ON max, 2 start cycles in a 30 minute period
The ignition system is normally energized only during the starting

sequence. However, the circuit should be arranged so that the ignition
system can be manually operated for maintenance and testing.
Power input is: 106-124 volt AC, Requirement at 60 Hz or 50 Hz
To ensure a successful light off, the ignition system is comprised of two independent ignition
systems. Due to already increased air temperature from compression through the compressor,
Pg 2A-36 Rev 1
26 Jun 2011
and fuel atomization from the fuel nozzle, it is possible to achieve ignition with only one
igniter. Running two independent systems ensures the ability to maintain normal operations
even with the complete loss of one system. Because of this configuration it is necessary to
check the operation of the igniter system on a routine basis in accordance with the
maintenance work package.
Typically the igniters should be checked when a turbine fails to light-off and all other primary
start requirements are met. Such as:
 Proper acceleration of the HPC (XN2.5)
 Proper CDP pressure (P3)
 Proper fuel valve Position
This type of failure is due to loss of both igniters. The only igniter indication that the operator
can monitor is the logic state change on the Turbine Overview Screen. The operator screen
change is a function of an energized relay coil. If there is a failure in the ignition system, the
screen may indicate proper operation but, in reality, the system is inoperable. Because of the
high voltage generated by the exciter module, there is no feedback of the igniter output to give
a true indication of proper operation of the circuit.
The energy level of the ignition system is lethal, and

personnel should never contact output from the ignition
exciters, leads or igniter plugs.
IGNITER LOCATION
Rev 1 Pg 2A-37
26 Jun 2011
IGNITER AT 3:00 O’CLOCK POSITION IGNITER AT 5:00 O’CLOCK POSITION
IGNITION SYSTEM
Pg 2A-38 Rev 1
26 Jun 2011
FLAME SENSORS
An ultraviolet flame sensor detects the presence or loss of flame in the engine combustion
system for control system logic use in sequencing and monitoring.
The flame sensor hardware consists of two ultraviolet sensor assemblies and two flame-
viewing window assemblies, mounted on two holes in the compressor rear frame. The flame
sensors come equipped with integral leads, which are connected directly to the packager-
supplied signal conditioner.
FLAME SENSORS
When turbine speed drops below a defined threshold (Control Constant), the Flame Sensor
Reference Shutdown (FSRSD) ramps to a blowout of one flame detector. The sequencing
logic remembers which flame detectors were functional when the breaker opened. When any
of the functional flame detectors senses a loss of flame, speed decreases at a higher rate until
flame-out occurs, after which fuel flow is stopped.
Fired shutdown is an improvement over the former fuel shutoff at dropout. By maintaining
flame down to a lower speed, there is significant reduction in the strain developed on the hot
gas path parts at the time of fuel shut off.
Rev 1 Pg 2A-39
26 Jun 2011
FLAME SENSOR (EXTENDED PROFILE) FLAME SENSOR (LOW PROFILE)
FLAME SENSOR MOUNTING BRACKET AND SIGHT PORT
Pg 2A-40 Rev 1
26 Jun 2011
HIGH-PRESSURE TURBINE ASSEMBLY

The LM6000 HPT is an air-cooled, two-stage design with demonstrated high efficiency. The
HPT system consists of the HPT rotor and the stage 1 and stage 2 HPT nozzles. The HPT
assembly drives the HPC rotor by extracting energy from the hot-gas path stream.
HIGH PRESSURE TURBINE ASSEMBLY
HPT ROTOR
The HPT rotor assembly consists of the stage 1 disk and integral shaft, a conical impeller
spacer with cover, a thermal shield and a stage-2 disk. Forward and aft rotating air seals are
assembled to the HPT rotor and provide air-cooled cavities around the rotor system. An
integral coupling nut and pressure tube is used to form and seal the internal cavity. The rotor
disks and blades are cooled by a continuous flow of compressor discharge air. This air is
directed to the internal cavity of the rotor through diffuser vanes that are part of the forward
seal system.
The stage 1 disk/shaft design combines the rotor forward shaft and stage 1 disk into a one-
piece unit. Torque is transmitted to the compressor rotor through an internal spline at the
forward end of the disk/shaft. The stage 1 blades fit into axial dovetail slots in the disk. The
stage 2 disk incorporates a flange on the forward side for transmitting torque to the stage 1
disk. An aft flange supports the aft air seal and the integral coupling nut and pressure tube.
Stage 2 blades fit into axial dovetail slots in the disk.
Internally cooled turbine blades are used in both stages. Both stages of blades are cooled by
compressor discharge air flowing through the blade shank into the airfoil.
The cone-shaped impeller spacer serves as the structural support between the turbine disks.
The spacer also transmits torque from the stage 2 disk to the stage 1 disk. The catenary-
Rev 1 Pg 2A-41
26 Jun 2011
shaped thermal shield forms the outer portion of the turbine rotor cooling air cavity and serves
as the rotating portion of the interstage gas path seal.
HIGH-PRESSURE TURBINE BLADE COOLING
High-Pressure Turbine Blade Cooling
Stage 1 High-Pressure Turbine Blades—First-stage turbine blades, contained within the CRF,
are internally cooled with HPC discharge air. The HPC discharge air is directed through the
turbine disk to the blade roots, passing through inlet holes in the shank to serpentine passages
Pg 2A-42 Rev 1
26 Jun 2011
within the airfoil section of the blade. This air finally exits through nose and gill holes in the
leading edge of the blades, where it forms an insulating film over the airfoil surface through
holes in the cap at the outer end of the blade and through holes in the trailing edge of the
airfoil.
Stage 2 High-Pressure Turbine Blades—Because the hot-gas path stream is cooler when it
reaches the second-stage turbine blades, the cooling required to maintain a suitable metal
temperature is not as great as with the first stage. The second-stage blades are, therefore, only
cooled by convection. The air moves through passages within the airfoil section and is
discharged only at the blade tips.
High-Pressure Turbine Nozzle Cooling
Stage 1 HPT Nozzle—The stage 1 HPT nozzle consists of 23 two-vane segments bolted to a
nozzle support attached to the hub of the CRF.
HIGH-PRESSURE TURBINE NOZZLE COOLING
Rev 1 Pg 2A-43
26 Jun 2011
Compressor discharge air is used to cool the nozzle vanes and support bands to maintain the
metal temperatures at the levels required for extended operating life. Stage 11-discharge air
enters at the top and bottom of each vane. The air cools the vanes internally, and is then
discharged through a large number of small holes and slots strategically located so the air
forms an insulating film over the entire surface of the vanes.
Stage 2 HPT Nozzle—The stage 2 HPT nozzle assembly consists of stage 2 nozzle
segments, stages 1 and 2 HPT shrouds and shroud supports, HPT stator support (case),
and interstage seals. There are 24 paired nozzle-vane segments. The nozzle vanes are
internally cooled by HPC Stage 11 air.
The stage 2 nozzles are supported by the stage 1 shroud support. They are also bolted
to the stage 2 shroud support forward leg, which is attached by a flange to the outer
structural wall. The stage 1 shroud system features segmented supports and shroud
segments to maintain turbine clearance.
The turbine shrouds form a portion of the outer aerodynamic flow path through the
turbine. They are axially aligned with the turbine blades and form a pressure seal to
minimize HP gas leakage around the tips of the blades.
HPT NOZZLE COOLING AIRFLOW
The interstage seal is composed of six segments bolted to the inner flange at the nozzle
segments. The sealing surface consists of a two-step honeycomb seal that mates with
the rotating thermal shield. The interstage seal is designed to minimize leakage of core
gas flow around the stage 2 nozzles.
Pg 2A-44 Rev 1
26 Jun 2011
HPT INTERSTAGE SEAL
Rev 1 Pg 2A-45
26 Jun 2011
LOW-PRESSURE TURBINE ASSEMBLY

The LPT drives the LPC and load device using the core gas turbine discharge gas flow for
energy. The principal components of the LPT module are a five-stage stator, a five-stage rotor
supported by the No. 6R and No. 7R bearings, and a cast Turbine Rear Frame (TRF)
supporting the stator casing and the No. 6R and No. 7R bearings.
LOW-PRESSURE TURBINE ASSEMBLY
LPT ROTOR
The LPT rotor assembly drives the LPC through the LP mid-shaft and drives a load through
either the mid-shaft or from an aft drive adapter on the rear of the LPT rotor. The LPT rotor
assembly consists of five stages of bladed disks and a shaft sub-assembly. The rotor is
supported by the No. 6R and No. 7R bearings in the D and E sump of the TRF.
Each LPT rotor stage consists of a bladed disk subassembly that is comprised of a disk,
turbine blades, and blade retainers, interstage air seals, assembly bolts, and balance weights.
Integral flanges on each disk provide assembly bolt holes in a low-stress area of the disk.
Blade retainers hold the turbine blades in the axial dovetail slots.
The turbine shaft assembly is a torque cone coupled to the mid-shaft through a spline and is
bolted to the stage 2 and stage 3 turbine disk flanges. It also provides the journal for the D-
and E-sump air/oil seal and the No. 6R and No. 7R bearing interfaces. The rotating portion of
the balance piston system mounts on the shaft aft of the No. 7R bearing seals. Additionally,
Pg 2A-46 Rev 1
26 Jun 2011
the aft shaft spline provides for driving the output load from the rear through the aft drive
adapter.
LPT ROTOR LAYOUT
LPT NOZZLES
The five-stage stator assembly consists of a one-piece tapered 360° casing, five stages of
interlocking tip shrouds, and a 12-segment LPT case external cooling manifold. Air-cooled,
first-stage nozzle segments with a bolt-on pressure balance seal, four additional stages of
nozzle segments with bolt-on inter-stage seals, and instrumentation and borescope ports also
make up the stator assembly.
First stage nozzle cooling air is supplied from the 8th stage HPC bleed air header and high
pressure recoup air.
The LPT casing is the load-carrying structure between the HPT stator case and the TRF. The
casing contains internal machined flanges that provide hooks to support the nozzle segments
and stops to assure nozzle alignment and seating. Borescope inspection ports are provided
Rev 1 Pg 2A-47
26 Jun 2011
along the right side, aft looking forward (ALF) from the 2:30 to 4:30 positions at nozzle
stages 1, 2, and 4.
LOW PRESSURE TURBINE CASE
The stage 1-nozzle vanes provide capability for LPT inlet instrumentation. Eight separate
shielded chromel-alumel (type K) thermocouple probes are installed on the LPT stator case to
sense LPT inlet temperature. Each dual-element T4.8 sensor reads an average of the two
elements for a total of eight control readings. Two flexible harnesses, each connected to four
of the probes, are routed to connectors on the No. 4 electrical panel. The engine also has an
LPT inlet gas total pressure (P4.8) probe located on the right side of the LPT stator case. Seals
minimize the air leakage around the inner ends of the nozzles, and shrouds minimize air
leakage over the tips of the turbine blades.
Pg 2A-48 Rev 1
26 Jun 2011
T4.8 PROBE AND HARNESS LAYOUT
Rev 1 Pg 2A-49
26 Jun 2011
LPT CASE COOLING

Later models of the LM6OOO-PA, as well as the -PC, have a cooling manifold, which is used
to reduce casing temperatures as well as to lower blade tip clearance to improve efficiency.
Air provided from the Compressor Front Frame (CFF) is utilized as the cooling medium.
LPT CASE COOLING AIRFLOW
LPT CASE COOLING MANIFOLD
Pg 2A-50 Rev 1
26 Jun 2011
TURBINE REAR FRAME ASSEMBLY

The turbine rear frame (TRF) is a one-piece casting that provides the gas turbine exhaust flow
path and the supporting structure for the D and E sump, the LPT rotor thrust balance
assembly, the LPT rotor shaft, and the aft drive adapter. Fourteen radial struts function as
outlet guide vanes to straighten the exhaust airflow into the exhaust diffuser for enhanced
performance. Lubrication oil supply and scavenge lines for the D and E sump and LPT rotor
speed sensors (XNSD-A and XNSD-B) are routed through the struts.
The LPT rotor thrust balance system is designed to maintain the axial thrust loading on the
No. 1B thrust bearing within design limits. The balance piston static seal is mounted to the
TRF hub. Stage 11 HPC bleed air is routed through three TRF struts to generate the required
axial loading through the rotor thrust balance system.
TURBINE REAR FRAME ASSEMBLY
Rev 1 Pg 2A-51
26 Jun 2011
THRUST BALANCE PISTON
LOW-PRESSURE ROTOR BALANCE PISTON SYSTEM

A balance piston system has been included in the aft-end of the engine to control thrust
loading on the No. 1B bearing. These loads are imposed by LPC and LPT and vary with
output power. Forward axial loads are applied by varying air pressure in the balance piston air
cavity to maintain thrust loads within the capability of the bearing.
Pg 2A-52 Rev 1
26 Jun 2011
The balance piston system consists of

the balance piston disk, the balance
piston casing, their associated seals,
and the dome-shaped cavity formed by
these parts. This cavity is pressurized
by stage 11 HPC bleed air, controlled
by a modulating valve mounted
externally on the TRF. The balance
piston casing is attached to the aft-inner
hub of the TRF; the balance piston disk
is attached to the LPT shaft. Thrust is
monitored by a total-pressure probe
(P48) and static-pressure probe (PS55).
LP ROTOR THRUST BALANCE VALVE
Balance piston pressurization air from the 11th stage high pressure compressor is controlled by
an electrically operated, hydraulically actuated control valve called a thrust balance valve. A
bypass line with orifice is supplied to ensure positive balance piston pressure in case of valve
failure. Hydraulic fluid for valve actuation is supplied from the variable geometry hydraulic
control unit.
Rev 1 Pg 2A-53
26 Jun 2011
ACCESSORY GEARBOX
ACCESSORY GEARBOX
Engine starting, lubrication, and speed monitoring of the HP rotor shaft is accomplished by
accessories mounted on the accessory gearbox (AGB).
The AGB is mounted beneath the gas generator at the compressor’s front frame. Fitted to the
aft side of the gearbox is the hydraulic starting motor clutch, which drives the transfer
gearbox, radial drive shaft, and inlet gearbox in A-sump to rotate the HPC rotor.
The following accessories can also be mounted on the AGB:

 Hydraulic starting motor
 Clutch assembly
 Variable-geometry control unit
 Engine lube oil pump
 Fuel-metering valve hydraulic oil pump (optional)
 Two magnetic speed pickups (XN25-A and XN25-B)
 Transfer gearbox
 Radial drive shaft
Pg 2A-54 Rev 1
26 Jun 2011
Rev 1 Pg 2A-55
26 Jun 2011
ENGINE AIRFLOW
Air enters the engine at the inlet of the variable inlet guide vanes (VIGVs) and passes into the
low-pressure compressor (LPC). The low-pressure compressor compresses the air by a ratio
of approximately 2.4:1. Air leaving the low-pressure compressor is directed into the high-
pressure compressor (HPC) and is regulated at idle and low power by variable bypass valves
(VBVs) arranged in the flow passage between the two compressors.
The airflow in the 14-stage HPC is regulated by VIGVs and five stages of variable stator
vanes (VSVs). The HPC compression ratio is approximately 12:1. HPC discharge and stage 8
bleed air are extracted, as necessary, for emissions control. Compressor discharge air is then
directed to the combustor section.
Air entering the combustor is mixed with the fuel and ignited. Once combustion becomes self-
sustaining, the igniter is de-energized. The combustion gases then exit to the high-pressure
turbine (HPT).
The hot gases from combustion are then directed into the HPT, which drives HPC. The
exhaust gases exit the HPT and enter the low-pressure turbine (LPT), which drives both the
LPC and the output load. The exhaust gases pass through the LPT and exit through the
exhaust duct.
Pg 2A-56 Rev 1
26 Jun 2011
COMPRESSOR AND FRONT FRAME AIRFLOW
The discharge of the Low Pressure Compressor (LPC) enters into the Compressor Front
Frame (CFF). Based on generator loading, the required mass air flow for the High Pressure
Compressor (HPC) varies. At low loads, the LPC provides excessive air flow which must be
vented before entering the HPC. This is accomplished by the actuation of 12 Variable Bleed
Valves (doors) mounted on the external casing of the CFF. The excess air is then vented to
atmosphere through ducting. Primary air from the CFF is then drawn into the HPC,
compressed again and distributed to the CRF.
Additional LPC discharge air is drawn from the CFF for various functions within the engine.
They are as follows:
 Sump Pressurization (Brown in illustration). Sump A is pressurized by LPC discharge

through internal ports in the CFF. The pressurized air not used for A-sump, is routed
through the low pressure rotor shaft to the sumps D-E. Sumps B and C pressurization
air is provided through external ports in the CFF outer casing and piped through a
manifold to the Compressor Rear Frame (CRF).
Rev 1 Pg 2A-57
26 Jun 2011
 Sump Vent. (Purple in illustration) sump A is vented through the #3 & #11 CFF struts.
External vent lines are connected to the CFF and route the vent air to the air/oil
separator mounted on the roof of the enclosure.
 LP Case Cooling. (Aqua in illustration) The Low Pressure Turbine (LPT) has an
external cooling manifold which provides for the cooling of the outer case and
increasing overall engine efficiency by maintaining blade tip clearances. LPC
discharge cooling air is provided through a port in the CFF and piped externally to the
case cooling manifold.
 Bore Cooling. (Gray in Illustration) Air derived from the CFF used to cool the core of
the HPC, passed between the HP and LP rotor shaft back to the core of the LPT. The
cooling air is then released into the primary hot gas path exhaust. The pressure for
bore cooling is unregulated.
Compressor Front Frame Strut Arrangement
1 Not Used
2 Not Used
3 Sump A vent to air oil separator on top of
enclosure
4 Not Used
5 Continuous Lube Starter Air Source. Used to
pressurize starter clutch assembly to prevent
oil flooding.
6 Not Used COMPRESSOR FRONT FRAME
FUNCTIONS
7 Radial Drive Shaft Housing. Also used as the
“A”-sump lube oil drain line to the TGB (AFT LOOKING FORWARD)
where the oil is then scavenged back to the
reservoir.
8 Not Used
9 Oil supply line to the 1B, 2R, 3R and IGB
10 Not Used
11 “A” – Sump vent to air oil separator on top of
enclosure
12 Not Used
Pg 2A-58 Rev 1
26 Jun 2011
COMPRESSOR REAR FRAME AIRFLOW
A parasitic air, referred to as bleed air, is drawn off the HPC at stages 8 and 11. This air is
used for the multiple purposes listed below:
 8th Stage: (Yellow in illustration) Cooling for the 1st stage LPT nozzles. This air is
combined with HP Recoup air to provide the overall cooling for the nozzles. After
cooling the nozzles, the air is discharged back into the main gas flow path.
 11th Stage: (Yellow in illustration) Cooling for 2nd stage HPT nozzles. Also used for
the turbine pressure balance valve (Not shown). Cooling air is discharged into the
main gas flow path.
The primary air flow from the HPC is discharged into the CRF in a divergent zone, where the
air velocity is decreased and pressure increases. This point in the turbine has the highest static
air pressure to ensure there is no back flow of combustion gases into the compressor. From the
divergent zone, air is then supplied to the combustor where it is used for combustion and
cooling. Only approximately 18% of the air is utilized for combustion. The other 82% is used
for cooling of the engine. The following is a listing of cooling air circuits:
 Cooling Air (Tan in illustration) flows around the inner and outer combustor liner.
Some of this air is directed through the combustion liners to assist in cooling the liners
and centering the flame pattern in the combustor. Air is also directed through the 1st
stage HPT nozzles and the 1st and 2nd stage HPT rotor blades.
 High Pressure Recoup (Blue in illustration)- Cooling Air (CDP) flows across the
first pressure dropping seal, called the pressure balance seal. The pressure is
reduced and becomes high pressure recoup. This HP recoup isolation air (from the
sumps B-C) is brought aft by two external manifolds for 1st stage LPT nozzle
cooling.
Rev 1 Pg 2A-59
26 Jun 2011
 Low Pressure Recoup (Tan in Illustration) - The CRF sumps "B-C" pressurization
system is isolated from the HPC pressures by fore and aft CDP and vent seals.
These seals serve to form HP recoup and LP recoup chambers. The HP recoup
airflow results from CDP leaking across the CDP seals. The LP recoup airflow
develops from HP recoup leaking across additional vent seals. LP recoup air is
connected by tubes from the CRF struts 6, 7, and 8 to vent to atmosphere.
The hot main gas path stream from the combustor will be directed onto the rotating
turbine blades by the nozzle stages. Each consecutive stage of the turbine assemblies
increases in size allowing the hot gas to expand. The gas energy of the stream will be
converted to mechanical energy by the expansion of the gases. The gas stream will loose
temperature as well in the process. Consequently, the lower temperatures of the earlier
compressor stages will cool effectively without thermo-shock.
Parasitic airflow venting from CDP, 11th and 8th stages, and HP recoup air will re-enter the
primary flow path via leakage across joints as the primary flow loses its pressure in the
expansion process. Most of these parasitic airflows will have re-entered by the inlet to the 1st
stage LPT rotor. The main gas path exit gasses from the five stages of the LPT rotor flow into
the exhaust nozzle cavity.
Pg 2A-60 Rev 1
26 Jun 2011
Compressor Rear Frame Struts Arrangement
1 B & C sump vent to the air oil

separator.
2 CDP Customer Bleed. Normally capped
off.
off.
off.
5 HP Recoup to 1st Stage LPT Nozzles.
6 Drain from bearing sumps.
B-sump oil scavenge line.
LP recoup vent to
7 atmosphere.
C-sump oil scavenge line.
8 LP recoup vent to
atmosphere.
Oil supply line to B&C
sumps line.
LP recoup vent to
atmosphere.
9 B&C sump pressurization from CFF
10 HP Recoup to 1st Stage LPT Nozzles
Rev 1 Pg 2A-61
26 Jun 2011
TURBINE BALANCE AIRFLOW
Turbine Rear Frame Airflow
Hot gas flow exiting the LPT will pass through the Turbine Rear Frame (TRF) prior to being
exhausted out to atmosphere.
Parasitic air flows for the TRF are as follows:
 Balance Piston Airflow (Peach color in illustration) - Balance piston airflows are
provided to maintain a reasonable constant load (fore and aft) on the 1B thrust bearing
during transient speed conditions for longer thrust bearing life. HPC 11th stage air
provides the high pressure air to push on the balance piston disk surface forward,
controlling the axial thrust loading on the No. 1 bearing within design limits. LP rotor
thrust balance on the LM6000-PA is maintained by a fixed orifice bleed, which
pressurizes the thrust balance cavity behind the TRF. By contrast, the LM6000-PC
uses a modulated valve control system. Some newer PC units are retro fitted with the
orifice bleed assembly.
 Sumps D & E pressurization (Gold color in illustration) is provided from the CFF.
Pressurization air flows through the center of the low pressure rotor shaft back to the
D & E -sump assemblies. Ports in the rotor shaft allow the pressurization air into the
outer chamber of the sump assembly. Air flowing past the oil seal into the inner
chamber is then vented out through the TRF frame strut to the air/oil separator (Purple
color in illustration). Pressurization air passing across the outer air seal is vented
through the frame vent (Brown color in illustration) to atmosphere.
Pg 2A-62 Rev 1
26 Jun 2011
Rev 1 Pg 2A-63
26 Jun 2011
Turbine Rear Frame Strut Arrangement
1 Balance piston pressure sensor (P5.5)

2 Frame vent from D&E sump
3 11th stage bleed air inlet to balance piston
4 XNSD Speed sensor
5 Engine mounting point
6 Lube oil supply to D&E sumps
8 Sump D oil scavenge line
Sumps D&E cavity drain

10 E sump oil scavenge line
12 XNSD Speed sensor
14 D&E sump vent to air/oil separator
Pg 2A-64 Rev 1
26 Jun 2011
LOW PRESSURE COMPRESSOR DISCHARGE USAGE
Rev 1 Pg 2A-65
26 Jun 2011
COMPRESSOR DISCHARGE PRESSURE USAGE
Pg 2A-66 Rev 1
26 Jun 2011
ENGINE OPERATING PARAMETERS

T2.5 T3 (CDT)
T2 T48
P2.5 PS3 (CDP)
VBVs
LPC HPC LPT
Combustion
HPT
Chamber
G-42-05
Core Idle Synchronous Maxlmun Maxlmun

Idle Base Power Operating Limit
LPT rpm (XNSD) 1650 - 1800 3600 3600 3780
HPC rpm (XN25) 6400 - 6700 8400 - 8700 10,300 - 10,500 10,650
HPC Discharge Temp (T3) 300 - 400 650 - 750 990 - 1008 1008
HPC Discharge Pressure (CDP. PS3) 50 - 57 130 - 143 370 - 420 427
LPT Inlet Temp. (T48) 725 - 825 950 - 1050 1600 - 1615 1750
ENGINE OPERATING PARAMETERS
The major engine components, sensors and important operating parameters are illustrated
above.
The engine-mounted sensors noted in the chart supply data for the fuel governor and
sequencing systems that will be discussed in the Unit Control System section (5).
Independent software algorithms control inlet guide vanes, VBVs, and VSVs in the off-engine
control system. The hydraulic actuators are an Electro-hydraulic type with built-in Linear
Voltage Differential Transformer (LVDT), which provides accurate position feedback to the
control system of the VG component. Hydraulic supply pressure for the VG systems is
derived from the turbine lube oil system and will be discussed in the Gas Turbine Support
Systems section (3).
Rev 1 Pg 2A-67
26 Jun 2011
ENGINE STOPPING MODES
ENGINE STOPPING MODES

Shutdown may be initiated by operator selection or caused by engine operational conditions at
any time during startup or running operational modes. The LM6000 software code lists more
than 130 engine, generator, and subsystem conditions that can cause a shutdown.
The five programmed shutdown sequences that can occur once shutdown is initiated are:
1) Fast-Stop Lockout without Motoring (FSLO)
2) Fast-Stop with Motoring (FSWM)
3) Cooldown Lockout (CDLO/NORMAL)
4) Slow Decel to Minimum Load (SML)
5) Step Decel to Idle (SDTI)
Pg 2A-68 Rev 1
26 Jun 2011
FAST-STOP LOCKOUT WITHOUT MOTORING (FSLO)

An FSLO automatically initiates the following actions:
 Fuel valves (and water or steam valves, if applicable) are closed
 The unit breaker is tripped open.
 Variable inlet guide vanes are closed.
 Variable bleed valves doors are opened (closed later during coast down).
 Ignition system and starter are deenergized.
 XN2, XN25, XNSD and oil pressure alarms are bypassed.
 Four hour lock-out if problem cannot be corrected in ten minutes.
When these steps are completed, drain and vent valves are opened, alarms, interlocks, and
start sequence timers are reset, and the operating time meter is turned off.
FAST-STOP WITH MOTORING (FSWM)

An FSWM automatically initiates an FSLO, and then the starter is engaged for 25 minutes
when XN25 reaches 1700 RPM.
COOLDOWN LOCKOUT (CDLO/NORMAL)

A CDLO automatically initiates the following actions:
 Power is retarded to minimum load (synchronous idle).
 Shutdown steam/water and trip unit breaker.
 High-pressure rotor speed decreases to approximately 6400 rpm for 5 minutes.
 The starter is engaged for 20 minutes when XN25 drops to 1700 RPM.
 If reset clears shutdown during cool down period then CDLO is aborted.
NOTE: If on naphtha fuel, CDLO is replaced with FSWM.
Rev 1 Pg 2A-69
26 Jun 2011
SLOW DECEL TO MINIMUM LOAD (SML)

A slow decel to minimum load (min-load) is a controlled deceleration at a rate that allows
all engine schedules and engine cooling to be maintained at a controlled rate. Rather than
decel all the way to core idle, the engine decels to the min-load point. This allows the
condition to be investigated without requiring a shutdown.
An SML automatically initiates the following actions:
 Fast load shed to minimum load in 20 seconds.
 If the problem still exists after 3 minutes then do a CDLO.
NOTE: If on naphtha fuel, SML is replaced with FSWM.
STEP DECEL TO IDLE (SDTI)

A step-decel to idle is an immediate rapid (max decel rate) deceleration to idle followed
by a 10-second pause, and then by a shutdown.
A step-decel provides a more controlled and orderly way of shutting down the engine than
does an immediate shutdown at power. The 10-second delay pause at core idle allows
various scheduled engine systems, such as variable inlet guide vanes (VIGV’s) and
variable bleed valves (VBV’s), to reach a stabilized condition before shutdown occurs.
An SDTI automatically initiates the following actions:
 Power is immediately reduced to core idle, causing the engine to decel as rapidly
as possible.
 Ten (10) seconds after achieving core idle then FSLO.
NOTE: If on naphtha fuel, SDTI is replaced with FSWM.
Pg 2A-70 Rev 1
26 Jun 2011
TURBINE INSTRUMENTATION
Cabling
The LM6000 Is supplied with electrical cables for interconnection between package
mounted junction boxes and the engine. Each of the cables connects the engine at 1 of 4
electrical panels. Instrumentation leads are isolated from power leads, shielded, and run
in conduits carrying only other very low level leads.
LM6000 Electrical Cable Panel Nomenclature
AGB Accessory Gearbox
CDF Compressor Rear Frame
IGV Inlet Guide Vane
LVDT Linear Variable Differential Transducer
RTD Resistance Temperature Detector
TC Thermocouple
TM Torque Motor
TGB Transfer Gearbox
TRF Turbine Rear Frame
T4.8 Low Pressure Turbine Entry Temperature
T2 Low Pressure Compressor Inlet Temperature
T2.5 Low Pressure Compressor Discharge Temperature
T3 High Pressure Compressor Discharge Temperature
VBV Variable Bypass Vane
VSV Variable Stator Vane
XNSD Low Pressure Turbine Rotor Speed
XN2 Low Pressure Rotor Speed
XN25 High Pressure Rotor Speed
LM6000 ENGINE
Rev 1 Pg 2A-71
26 Jun 2011
PANEL 1 PANEL 2
PANEL 3 PANEL 4
Pg 2A-72 Rev 1
26 Jun 2011
ENGINE SPEED SENSORS

There are two pairs of speed sensors (2 per system) that are provided to monitor LPT rotor
speed (XNSD) and HPC rotor speed (XN25).
LOW-PRESSURE TURBINE SPEED SENSOR
The engine is equipped with 2 reluctance-type sensors, mounted in the turbine rear frame at
strut Nos. 2 and 9. These sensors detect and measure the tooth-passing frequency of a toothed
sensor ring attached to the LPT rotor shaft. Each sensor has an integral lead which terminates
on the No. 4 electrical panel.
Rev 1 Pg 2A-73
26 Jun 2011
XNSD (LEFT AND RIGHT SIDE)
HIGH-PRESSURE COMPRESSOR ROTOR SPEED SENSOR
The engine is equipped with two reluctance-type speed sensors mounted in the accessory
gearbox section of the TGB assembly for sensing HPC rotor speed. The speed signal is
produced by sensing passing gear teeth frequency on a spur gear in the accessory gearbox
section. Harnesses are routed to the No. 2 electrical panel.
Pg 2A-74 Rev 1
26 Jun 2011
XN2.5A & XN2.5B
Rev 1 Pg 2A-75
26 Jun 2011
VIBRATION MONITORING EQUIPMENT
VIBRATION SENSORS
The engine is equipped with two accelerometers, one on the CRF and one on the TRF. These
accelerometers provide protection against self-induced synchronous vibration. Each sensor is
capable of monitoring both high-speed and low-speed rotor vibration levels. Each
accelerometer sensor has an integral lead that is routed to one of the electrical panels: CRF
accelerometer to the No. 3 electrical panel and TRF accelerometer to the No.4 electrical
panel.
TRF CRF
Pg 2A-76 Rev 1
26 Jun 2011
LPC INLET TEMPERATURE (T2)
The engine is equipped with a probe to measure the LPC inlet temperature (T2). The probe
contains a dual element, Resistance-Temperature Detector (RTD) with an integral lead
terminating at the No. 1 electrical panel. The probe is located in the IGV/VIGV case which
contains provisions for a second optional probe.
T2 T2
HIGH PRESSURE COMPRESSOR INLET TOTAL TEMPERATURE

(T2.5) & PRESSURE (P2.5)
The engine is equipped with a probe to measure the HPC inlet total temperature (T2.5) the
inlet total pressure (P2.5) of the HPC. The probe contains a dual-element Resistance-
Temperature Detector (RTD) with an integral lead terminating at the No.2 electrical panel.
T2.5 /P2.5 (ALSO SHOWN IS CONNECTOR TO VBV ACTUATOR HARNESS)
Rev 1 Pg 2A-77
26 Jun 2011
HIGH PRESSURE COMPRESSOR DISCHARGE TEMPERATURE (T3)

SENSOR
HIGH PRESSURE COMPRESSOR DISCHARGE TEMPERATURE (T3) SENSOR
T3
Pg 2A-78 Rev 1
26 Jun 2011
LOW PRESSURE TURBINE INLET TEMPERATURE (T4.8) SENSOR
LOW PRESSURE TURBINE INLET TEMPERATURE (T4.8) SENSOR
There are eight separate shielded chromel-alumel (type K) thermocouple probes that are
installed on the LPT Stator case to sense LPT inlet temperature. There are two flexible
harnesses; each is connected to four of the probes and routed to connectors on the No.4
electrical panel.
T4.8 THERMOCOUPLE HARNESS T4.8 THERMOCOUPLE
Rev 1 Pg 2A-79
26 Jun 2011
TURBINE INLET TOTAL PRESSURE (P4.8) SENSOR
TURBINE INLET TOTAL PRESSURE (P4.8) SENSOR
The engine includes a LPT inlet gas total pressure (P4.8) probe located on the LPT stator
case. The interconnecting tubing between the P4.8 probe and the thrust balance controller is
mounted on the No.4 electrical panel. The transducer tap connection is located on the
controller block.
P 4.8 SENSOR
Pg 2A-80 Rev 1
26 Jun 2011
LUBE OIL PUMP SENSORS
LUBE OIL SUPPLY AND SCAVENGE PUMP ASSEMBLY
Seven dual-element platinum RTDs are provided as standard equipment on the engine for
measurement of the lube oil supply and scavenge oil temperature. The RTDs sense
temperatures of the bearing lube supply and scavenge from the individual sump (accessory
gearbox AGB), TGB A, B, C, D, and E sumps. The cables for these RTDs are routed to the
No. 2 electrical panel.
The engine is equipped with electrical/magnetic remote-reading chip detectors in the TGB,
sump A, sump B and common scavenge return lines. Each standard chip detector indicates
chip collection when resistance across the detector drops. Chip detector leads are connected to
the No. 2 electrical panel.
LUBE OIL PUMP (RIGHT SIDE) LUBE OIL PUMP (LEFT SIDE)
Rev 1 Pg 2A-81
26 Jun 2011
Pg 2A-82 Rev 1
26 Jun 2011
GENERATOR DETAILS OF
CONSTRUCTION
Rev 1 Pg 2B-1
Brush Generator Details
06/26/2011
This page intentionally left blank
Pg 2B-2 Rev 1
06/26/2011
OBJECTIVE
Upon completion of this section, the student will:
 Have an understanding of the purpose of a generator
 Be able to describe the general construction of a generator
 Know the operator’s responsibilities for monitoring, as well as, basic trouble-shooting
and maintenance
GENERATOR OVERVIEW
Electric power generators convert rotational shaft horsepower (SHP) into electrical energy.
The typical output from electric generators furnished in GE Energy Products gas turbine-
generator (GTG) packages with LM6000 engines is 50 megawatts (MW) under ideal
conditions. The LM6000 engine produces approximately 55,000 shp. The limiting factor for
production over 50 MW is the LM6000 engine. The Brush generator is rated for 60.5 MW,
13.8 kV. The generator is oversized to provide added safety margins and provide for future
power increasing enhancements developed for the engine.
The generator is installed in an isolated, pressurized enclosure to prevent explosive gas

leakage from the engine into the generator compartment, where possible ignition could occur.
It also provides enclosed filtered air for cooling of the generator.
The unit is bolted to the gas turbine-generator package main skid, such that the rotor is axially
aligned with the engine drive shaft. A flexible coupling through the engine intake connects
the generator rotor to the engine’s low pressure compressor (LPC) drive shaft.
The generator is characterized as a three-phase, two-pole, brushless exciter type, with an

open-circuit air-cooling system. To avoid degraded performance under high-current loads or
ambient temperatures, cooling has been a major consideration in the design of the generator.
Bearings at the drive and non-drive ends support the 12-ton rotor. The gross weight of the
assembled generator is approximately 92 tons.
The electric generator’s theory of operation is described in section 4.
Rev 1 Pg 2B-3
06/26/2011
MAJOR COMPONENTS
1. Stator Winding - High voltage coils are mounted in the generator frame. The rotor’s
lines of force cut through these coils and create the generator’s output voltage.
2. Stator Core – Thin laminations of low-loss electrical steel are stacked together to
form the generator core. The core concentrates the rotor’s magnetic flux in the stator
coils and completes the path of the rotor’s magnetic loops
3. Rotor – The rotor is a 12-ton, solid forging of nickel-chromium-molybdenum alloy
steel. The rotor supports the field windings of solid copper bars. Current in the rotor
windings creates magnetic flux around the rotor. This flux cuts the stator coils and
produces the generator’s high-voltage output.
4. Rotor Endcaps – The rotor endcaps are non-magnetic steel. The endcaps cover and
protect the end portions of the rotor windings.
5. Shaft-Mounted Fan(s) – Two fans (one on each end of the rotor) pull cooling air into
the generator through top inlets at each end of the generator frame. The fans force the
air over the rotor and core and out through the central top exhaust exit.
6. Bearing Oil Seals – Twin lube oil seals are mounted at the inner and outer edge
of each bearing cavity. Air pressure from the shaft fans is inserted between the seals
to contain the bearing lube oil.
7. Exciter Cooling Air Duct – A fan on the exciter shaft pulls cooling air through this
duct and forces the air over the exciter components.
8. Endframe Bearing(s) – White-metal lined, hydrodynamic, cylindrical bearings
support the rotor shaft at each end. These bearings require continuous lubrication
while the rotor is turning. The drive end also has thrust buttons to absorb axial thrust
from the rotor shaft.
9. Exciter Stator – DC excitation current flows through these fixed stator coils,
producing a magnetic field around the coils. The exciter rotor coils cut through this
magnetic field, and a voltage is built in the rotating coils. The energy is transferred to
the rotating shaft without brushes, slip rings or physical contact.
10. Rotating Diodes – These diodes rectify the AC voltage in the Exciter Rotor Coils and
produce DC current to energize the rotor main windings.
11. Exciter Rotor – A voltage is built in the Exciter Rotor coils when they cut through the
magnetic flux of the Exciter Stator coils. This voltage is rectified by diodes, providing
DC current to energize the main rotor windings.
12. Permanent Magnet Generator (PMG) – The flux from sixteen shaft-mounted
permanent magnets cuts through the PMG stator coils and creates the AC utility
voltage needed for excitation.
Pg 2B-4 Rev 1
06/26/2011
ELECTRIC GENERATOR
1. Stator Winding 5. Shaft Mounted Fan 9. Exciter Stator

2. Stator Core 6. Bearing Oil Seal 10. Rotating Diodes
3. Rotor 7. Exciter Cooling Air Duct 11. Exciter Rotor
4. Rotor Endcap 8. Endframe Bearing 12. PMG
Rev 1 Pg 2B-5
06/26/2011
STATOR WINDING COPPER BARS
Stator Core
The stator core is built into a fabricated steel frame and consists of low-loss silicon, steel-
segmented stampings insulated by a layer of varnish on both sides. The stampings are
divided into short sections by radial-ventilating ducts extending from the center through to
the outer ends. The stator windings are arranged in patterns to minimize circulating
currents.
GENERATOR FRAME AND STATOR
Pg 2B-6 Rev 1
06/26/2011
GENERATOR ROTOR
Generator Rotor
The rotor is machined from a single alloy-steel forging of tested metallurgical properties.
Longitudinal slots are machined radially in the body in which the rotor windings are
installed. The windings are secured against centrifugal force by steel wedges fitted into
dovetail openings machined in the rotor slots. The coils are insulated from the slot walls
by molded slot liners. Molded ring insulation is provided at the coil ends to separate and
support the coils under thermal and rotational stresses. A centering ring held into place by
shrink fit restricts axial movement.
A single brush, spring-loaded against the rotor, carries stray ground currents from the
rotor to the frame ground. The brush is located at the drive end of the rotor.
Rev 1 Pg 2B-7
06/26/2011
Generator Drive-End Bearing
A pressure-lubricated journal bearing supports the rotor at the drive and non-drive ends.
Thrust pads are installed between the drive-end journal and the bearing, to prevent
longitudinal loads that may be imposed upon the drive turbine.
GENERATOR DRIVE-END BEARING
The bearings are supported in fabricated steel housings, which are bolted directly to the
machine ends. The bearing housings are split on the horizontal shaft centerline with the
lower half forming the bearing oil sump. The bearings are of plain cylindrical design,
white metal lines, and spherically seated within the end frames. Oil under pressure is fed
to the bearings and distributed over the bearing surface by internal oil passage.
The shaft-driven lube oil pump is adequate to supply bearing lube oil pressure at
approximately 400 rpm. At lower speeds, auxiliary pumps provide lubrication. If auxiliary
pump fails, attached pump will provide lubrication, and then be augmented by rundown
tanks to provide additional lubrication. A “jacking” lube oil pump is provided to reduce
breakaway torque during startup, crank cycles and off-line water wash motoring.
An orifice in the supply lines controls the bearing oil flow. Drain oil discharges into the
bottom of the bearing housing through a sight flow indication prior to returning to the
sump.
Details are covered in the Generator Lube Oil System section 3.
Pg 2B-8 Rev 1
06/26/2011
Generator Bearing Seal System
Pressurized knife-edge oil seals are mounted on the inboard and outboard faces of the
bearing housing. The area between the air seals is supplied with pressurized air bled from
the downstream side of the main generator fan. Pressurization prevents oil and oil vapor
from flowing along the shaft and out of the bearing housing.
GENERATOR BEARING SEAL SYSTEM
Instrumentation installed within the generator by the generator manufacturer is as follows:
 Three resistance temperature detectors (RTDs) are embedded in each stator

winding—one in each winding is a spare.
 Four RTDs are installed in the air duct flow path—two are operational, two are
spares (on water cooled generators they are used to monitor water
temperatures);
 Two RTDs are embedded in the bearings--one on the generator drive end and
one on the exciter end;
 Two RTDs are installed in the bearings oil scavenge drain flow--one on the
generator drive end and one on the exciter end.
Rev 1 Pg 2B-9
06/26/2011
GENERATOR AIRFLOW
Air flows through the filters in the filter house. From the filter house the air is drawn into
one of the generator cooling fans and is discharged into the generator enclosure. On each
end of the rotor, mounted fans draw air into the generator housing from the enclosure. Air
flows along the rotor shaft and is then discharged into the generator exhaust and back out
to the atmosphere. A portion of incoming air flows across the exciter and is then
discharged back into the generator air-cooling stream.
Pg 2B-10 Rev 1
06/26/2011
Exciter And Diode Assembly
The exciter assembly consists of a permanent magnet alternator (PMA), an exciter stator
and rotor, and a rotating diode rectifier. These components are installed at the non-drive
end of the generator shaft.
EXCITER DIODE WHEEL
The PMA stator consists of a single-phase winding in a laminated core. Twelve permanent
magnets rotate on the rotor inside the stator to produce approximately 125 VAC at 60 Hz.
The PMA output AC voltage is rectified and regulated by the modular automatic voltage
regulator (MAVR).
Rev 1 Pg 2B-11
06/26/2011
The exciter stator, which receives the MAVR output DC voltage, is mounted around the
exciter rotor. It consists of a stationary ring that supports the stator poles and carries the
magnetic flux between adjacent poles. Stator windings are series-wound around laminated
poles.
The exciter rotor is constructed from punched laminations and contains resin-
impregnated, form-wound, and three-phase windings. A rotating diode assembly rectifies
the AC voltage induced into the exciter rotor.
EXCITER DIODE WHEEL
Pg 2B-12 Rev 1
06/26/2011
Exciter Diode Wiring
The rectifier is a three-phase, full-wave bridge rectifier with parallel, individually fused
diodes. The fuses are mounted on the reverse side of the diode assembly.
EXCITER DIODE WIRING
The redundant diode configuration enables the exciter to carry full generator output with
as many as half the diodes out of service. Because diodes have only two failure modes
(shorted or open), the fuses provide overcurrent protection and allow continued normal
operation, unless two fuses open in any one of the six rectifier legs.
A radio transmitter, powered by the rectifier DC voltage output, discontinues

transmission, should a rotor ground fault occur. A stationary radio receiver generates an
alarm, should the transmitter signal cease.
Diode failure detection is accomplished by sensing a ripple induced into the exciter field.
The ripple is caused by the unbalanced load. The MAVR will sense this ripple and will
display diode failure on utilities rack on LED #7. This is discussed further in Section 4.
Rev 1 Pg 2B-13
06/26/2011
Diode Failure
Twelve diodes, each with a fuse in series, are mounted in parallel pairs in a three-phase
bridge. Six of the diodes have positive bases and are mounted on one heat sink, the
remaining six have negative bases and are mounted on the other heat sink.
The risk of diode failure is very remote. However, if a diode does break down, a heavy
reverse current will flow but is interrupted by the fuse. The adjacent diode and fuse would
then be called upon to carry the whole current that was previously divided between two
parallel paths. Each path is designed with sufficient surplus capacity to carry the full
current continuously. The generator will, therefore, continue running as if nothing has
happened.
Pg 2B-14 Rev 1
06/26/2011
GENERATOR MAINTENANCE
Inspection Inspection Maint.

Check Frequency Level Remarks
Required
Generator Monthly I Conduct general inspection.
Frame
Fans 12 Months I Verify condition of bolt blocking system.
Grounding Monthly I Verify shaft and frame grounding.
System
Lube Oil Level Weekly I Check reservoir sight gauge. Use oil
recommended in Chapter 2, Section 2.
Bearing Drains Weekly I Check that flow is maintained.
Vibration Weekly I Check Bently Nevada gauges for measuring
Signatures vibration.
Oil Pump 4000 Hours I Visually inspect for separation of rubber-to-
Coupling metal bond.
Lubricating Oil 6 Months or I Have oil samples analyzed.
4000 Hours
Instrumentation 12 Months or I, II Check calibration of the Bently Nevada
8000 Hours gauges, pressure, and temperature switches.
Bearing 12 Months or I Check resistance.
Insulation 8000 Hours
Stator Core After 1st & 3rd I Check air-gap side for shorts between
year of laminations.
operation
Stator Winding After 1st & 5th II Check winding, insulation, and take
year of measurements of resistance. Verify radial
operation wedge tightness. Perform hi-pot tests.
Rev 1 Pg 2B-15
06/26/2011
GENERATOR INSTRUMENTATION
GENERATOR STRIP HEATERS LINE SIDE CONNECTION
NON DRIVE END RUN DOWN TANK-NON DRIVE END
Pg 2B-16 Rev 1
06/26/2011
JACKING OIL PUMP AUX. LUBE OIL PUMP
DUPLEX LUBE OIL FILTER SHAFT DRIVEN PUMP
Rev 1 Pg 2B-17
06/26/2011
PROXIMETER
PROBE
VIBRATION PROBES GENERATOR TEMPERATURE PROBES
MGTB – MAIN GENERATOR TERMINAL BOX
Pg 2B-18 Rev 1
06/26/2011
GENERTOR ENCLOSURE (REAR PANEL REMOVED)
Rev 1 Pg 2B-19
06/26/2011
GENERATOR TERMINAL PANEL JACKING OIL PUMP GAUGE PANEL
GENERATOR LUBE OIL RESERVOIR MAIN PUMP PIPING
Pg 2B-20 Rev 1
06/26/2011
PROGRESSIVE EXAMINATION
Generator Details of Construction
1) What is the rating for the Brush generator?
2) Name 8 of the 12 major components of the Brush generator.
1. 5.
2. 6
3. 7.
4. 8.
3) Define 4 of the above components.
1.
2.
3.
4.
4) Describe how to detect a diode failure.
Rev 1 Pg 2B-21
06/26/2011
Pg 2B-22 Rev 1
06/26/2011
SECTION 3
GAS TURBINE SUPPORT SYSTEMS
Rev 1 Pg 3-1
Gas Turbine Support Systems
06/26/2011
INTRODUCTION
The mechanical and electrical drawings are the documents that define the configuration of this
unit. The mechanical and electrical drawings provided have been carefully detailed to include
all the engineering and design data required to fully understand and operate this turbine-
generator system. The mechanical drawings illustrate subsystem flows, both off-skid and
on-skid. The electrical drawings illustrate interconnection of the devices identified on the
mechanical drawings and, therefore, should be used in conjunction with the mechanical
drawings.
The most important “key” to reading and understanding mechanical and electrical equipment
drawings is your ability to read symbols. You must be able to identify and read symbols to
successfully interpret the technical and operational information that equipment drawings
provide. Because space is often at a minimum on drawings, abbreviations are used to identify
equipment components. Two of the most useful drawings available to help in understanding
equipment drawings are the Flow and Equipment Symbols, Mechanical drawings and the
Electrical Symbols, Abbreviations and Reference Data drawings.
FLOW AND EQUIPMENT SYMBOLS - MECHANICAL DRAWINGS
Pg 3-2 Rev 1
06/26/2011
Flow and Equipment Symbols - Mechanical Drawings
Flow and Equipment Symbols- Mechanical drawings are used to indicate the type of
mechanical components installed in your system. They will identify the symbols and
provide the names and name abbreviations of mechanical equipment symbols, piping
symbols, hydraulic symbols, safety devices, and connection points located on your
equipment.
Rev 1 Pg 3-3
06/26/2011
Electrical Symbols, Abbreviations And Reference Data Drawings
Electrical Symbols, Abbreviations and Reference Data drawings are used to indicate the
type of electrical components installed in your system. They will identify the symbols and
provide the names and name abbreviations of basic electrical symbols, circuit breakers,
contacts, relays, and switches. They will also provide you with the symbols for
transmission paths, one-line diagrams, and transformers.
ELECTRICAL SYMBOLS, ABBREVIATIONS AND REFERENCE DATA DRAWINGS
Mechanical Drawings
The mechanical drawings included in this manual provide engineering design and device
set point data on the turbine-generator set and its subsystems. The General Arrangement
drawings, Flow & Instrument diagrams, and Instrument diagrams are further defined in
the expanded descriptions that follow.
GENERAL ARRANGEMENT DRAWINGS

These drawings provide isometric, plan-and-elevation, and physical configuration data
about major pieces of equipment, including skid interconnection-interface information
and installation and footprint data. Data regarding the actual size and dimensions of
major equipment may also be found on these drawings.
Pg 3-4 Rev 1
06/26/2011
FLOW & INSTRUMENT DIAGRAMS

These drawings define the flow characteristics, start permissives, device set points and
control-logic data. Flow (in gpm or scfm), filtration requirements, pressure-limiting,
and shutdown responses are identified on these drawings. Together with the wiring
and system wiring diagrams, these drawings define each system and its related
components.
FLOW & INSTRUMENT DIAGRAMS
INSTRUMENT DIAGRAMS
These drawings identify monitoring devices that have been interlocked to the control
system and software to respond to out-of-tolerance conditions by activating alarms
and/or initiating total system shutdowns as applicable.
MATERIAL LISTINGS
Each GE Aero Energy produced Flow & Instrument diagram and Wiring diagram, and
some System Wiring diagrams, carry a Material Listing on the last sheet(s) of each
drawing. These listings provide in-depth information by device tag number, part
number, and device description (including type of service, service requirements, set
point(s), and other applicable data).
Rev 1 Pg 3-5
06/26/2011
MATERIAL LISTINGS
ONE-LINE & DIAGRAM
ELECTRICAL DRAWINGS
The electrical drawings included in this manual illustrate device interconnection and
control-loop specifications used in the turbine-generator set and its subsystems. The
Interconnect Wiring diagrams, One-Line & Three-Line diagrams, Wiring diagrams,
and System Wiring diagrams are further defined in the expanded descriptions that
follow.
Pg 3-6 Rev 1
06/26/2011
INTERCONNECT WIRING DIAGRAMS

The Interconnect Wiring diagrams are typically the first drawings found in the section
covering electrical drawings. The first of these drawings provides an overview to the
interconnection of major equipment to the main skid and the turbine-control system.
The remaining drawings provide the detailed information required to interconnect sub-
system devices to the control system and other ancillary items.
ONE-LINE & THREE-LINE DIAGRAMS

The One-Line & Three-Line diagrams define the operation of the turbine-generator set
as it has been configured for installation on-site. The One-Line diagram establishes the
overall configuration of the unit and its interconnection to the utility or plant grid. The
Three-Line diagram elaborates on the interaction of the systems identified on the
One-Line diagram and establishes the manner in which devices (meters, switches,
lamps, and the control system) interact and receive and transmit data. Also shown on
these diagrams are the system circuit breakers and the current and potential
transformers.
THREE-LINE DIAGRAM
WIRING DIAGRAMS
The Wiring diagrams show simplified wiring for terminal block-to-terminal block
installation and interconnection of control devices. These are the first level of wiring
diagrams and do not provide point-to-point wiring data. Point-to-point wiring data is
presented on the System Wiring diagrams.
SYSTEM WIRING DIAGRAMS

The System Wiring diagrams provide detailed information concerning device
interconnection to and from the terminal blocks, the control system, and the ancillary
Rev 1 Pg 3-7
06/26/2011
equipment that assists the control system in maintaining stable operation of the
turbine-generator unit. These drawings designate wiring connections by wire color,
wire number, termination number, terminal block number, and associated device and
applicable end termination in the control system.
REVISION DRAWINGS
Where applicable, the revision level of each drawing has been identified by a letter in
the drawing list. Questions regarding applicable revision levels should be referred to
GE Aero Energy, Jacintoport Engineering, Document Control, or the Project Manager
for this installation.
VENDOR DRAWINGS
Some vendors of specialized control system and mechanical components have
job-specific drawings associated with each piece purchased for this unit. Those vendor
drawings that have been assigned a GE Aero Energy drawing number are included in
Chapter 6 of the O&M manual. Additional manufacturers’ or vendors’ drawings are
also provided in Chapter 6. Refer to the applicable vendor tab in Chapter 6 to locate
these drawings. Other pertinent component data may also be found in these vendor tab
locations.
Gas Turbine Technical Manual
MANUAL ARRANGEMENT
This manual is divided into ten sections. Each section is specific in its purpose. Each
section is listed and described below. Take time to familiarize yourself with the layout
of the manual before continuing.
Pg 3-8 Rev 1
06/26/2011
Front Matter This section contains information about the owner of the manual,
revision history, a list of effective pages, the general table of
contents, the introduction to the manual, how to use this manual, and
a warnings and cautions summary.
General This section is divided into four subsections, providing an intro-
Information and duction and a detailed description of each system that comprises the
Operating gas turbine-generator set; technical specifications for major
Instructions components, illustrations and descriptions of the operating equip-
ment, panel-mounted controls and indicators, and a general
operations summary.
Maintenance This section is divided into four subsections, providing general
information on maintenance, maintenance definitions and concepts;
maintenance schedules, servicing information, troubleshooting of
the prime mover, generator, and ancillary equipment; and repairs
and adjustments to the equipment.
Parts This section contains recommendations on spare parts, lists of
required and recommended spare parts, and points-of-contact to
order or find information on parts for the gas turbine-generator set.
Drawings This section contains a listing of mechanical and electrical drawings
sent with the manual. The list contains the GE Energy Products
engineering document number, the revision level of the drawing,
and the title of the drawing.
Vendor This section contains vendor publications that provide operation,
Publications maintenance, and parts information for the equipment and related
components in the gas turbine-generator set. The publications
include vendor material ranging from catalog data sheets to
complete sets of operation and maintenance manuals and parts
manuals.
Lubricant The appendix contains the lubricant requirements necessary to
Specifications operate and maintain the GTG set.
Fuel – Water This section contains information and specifications of particular
Specifications importance to the operator, such as fuel and water requirements for
the engine.
Abbreviations
and This is a listing of abbreviations and acronyms commonly used in
Acronyms the power-generation field.
This section contains the published Factory Test Report as issued by
Factory Test GE Energy Products. This report contains an equipment ident-
Procedure ification record, general information on the factory operational load
test, test conditions, test instrumentation, data documenting the
safety alarm and shutdown test, and a list of recorded data.
Rev 1 Pg 3-9
06/26/2011
LM6000 Gas Turbine-Generator Set
TABLE OF CONTENTS
Description Chapter-Section Volume
Title Page Front Matter I
Record of Ownership Front Matter I

Record of Revisions Front Matter
List of Effective Pages Front Matter
Table of Contents Front Matter
Notice of Liability Front Matter
Introduction Front Matter
Warnings and Cautions Summary Front Matter
Site-specific Warnings and Cautions Front Matter
Product Bulletins Front Matter
Metric and SI Conversions Front Matter
General Information and

Operating Instructions 1 I
Introduction and Description of System 1-1
Specifications 1-2
Controls and Indicators 1-3
Operation 1-4
Operating Instructions:
LM6000 Water Wash System (Pump System) 1-5
Maintenance 2 I
General Information 2-1
Servicing 2-2
Troubleshooting 2-3
Engine Alignment, Repairs, and Adjustments 2-4
Parts 3 I
Spare Parts 3-1
Recommended Spare Parts 3-2
Drawings 4 I thru IV
Drawings 4-1
Drawing Lists 4-2
Vendor Publications 5 V thru XVII

Vendor Information 5-1
List of Vendor Publications 5-2
Lubricant Specifications Appendix A I

Fuel-Water Specifications Appendix B I
Abbreviations and Acronyms Appendix C I
Factory Test Procedures Appendix D I
Pg 3-10 Rev 1
06/26/2011
TURBINE LUBE OIL SYSTEM

DWG XXX244
Rev 1 Pg 3A-1
Turbine Lube Oil System
06/26/2011
Pg 3A-2 Rev 1
06/26/2011
OBJECTIVE
 Understand the purpose of and be familiar with the major components of the turbine
lube oil and scavenge lube oil systems.
 Have detailed knowledge of the flow, start-up, operation, and shut-down of the turbine
lube oil and scavenge lube oil systems.
 Know requirements for basic trouble-shooting and regular maintenance of the turbine
lube oil system
SYSTEM OVERVIEW
The LM6000 gas turbine uses synthetic lube oil (MIL-23699, Mobil Jet Oil II, Exxon Turbo
Oil 2380, Castrol 5000) to:
 Lubricate and cool turbine bearing and gearboxes

 Provide oil to the variable geometry control system
 Lubricate the over-running clutch for the hydraulic starter motor
The LM6000 lube oil system has two distinct sub-systems; a pressurized supply system and a
separate scavenge system. Each subsystem has its own duplex filter assembly.
An engine mounted/driven multi-element lube oil pump, containing both a single supply (1)
element and six scavenges elements, circulates oil through the system.
A reservoir, lube oil coolers, piping, valves, and instrumentation complete the system.
NOTE: Oil consumption is not expected to exceed 0.4 gal/hr (1.5 l/hr)
additional oil may be lost overboard through the engine sump vents,
depending upon efficiency of the air/oil separator(s).
When handling oil used in gas turbines, do not allow oil to remain
on skin any longer than necessary. It contains a toxic additive
that is readily absorbed through the skin. Personal protective
equipment will be worn when handling turbine oil.
Rev 1 Pg 3A-3
06/26/2011
TURBINE LUBE OIL SCREEN
TURBINE SUPPLY LUBE OIL SYSTEM

The turbine lube oil pump is mounted on the right rear side of the accessory gearbox. The
supply element takes suction from the 150-gallon (568 liters) stainless steel turbine lube oil
reservoir mounted on the auxiliary skid. Discharge pressure from the supply element is piped
to the duplex supply lube oil filters, rated at six (6) microns. A two-way selector valve allows
the operator to select which filter is to be on-line allowing the other to be available for
service. From the supply lube oil filters the lube oil is piped to the turbine supply header to
lubricate bearings, gearboxes and the hydraulic starter clutch.
TURBINE SCAVENGE OIL SYSTEM

After the oil is supplied to the gearboxes or bearing sumps, the oil is recovered from the
gearboxes and sumps by one of six scavenge elements of the oil pump. At the inlet of all
scavenge pump elements; finger strainers are installed to protect the elements from particulate
matter. Scavenged oil from “A/TGB and B” sumps passes over magnetic chip detectors. The
collective oil discharged from all the scavenge elements also passes over a common magnetic
chip detector. The Chip Detector magnetically attracts ferrous materials on the tip of the
detector that provides a continuous ohm reading and alarm to the operator’s HMI.
Pg 3A-4 Rev 1
06/26/2011
TURBINE SCAVENGE OIL SYSTEM
The oil then flows past a pressure relief valve which lifts when excess oil pressure is sensed,
returning excess oil directly to the reservoir. The primary oil flow is then routed to the
scavenge filters, where it is filtered to 6 microns. Then the oil flows to the turbine lube oil
coolers, where the hot oil is cooled before being returned to the reservoir. A temperature
control valve in the cooler discharge piping, bypasses oil around the oil coolers when the oil
temperature is below the setpoint. As the oil temperature increases, the temperature control
valve starts mixing the warmer oil with oil from the coolers to maintain a preset temperature.
After passing through the temperature control valve, the oil is then returned to the reservoir
Sump Ventilation
Each engine bearing sump is provided with a sump vent line (A9, A10) which allows sump
pressurization air and entrained oil to be routed to an air/oil separator. The air/oil separator is
mounted on the enclosure roof. By use of a dual-staged filter media and a fin/fan cooler, the
separator removes entrained oil from the vent air. Oil is then returned to the reservoir and the
vent pressurization air is released to atmosphere.
Rev 1 Pg 3A-5
06/26/2011
BEARINGS AND SUMPS

Bearings are classified into two broad
categories; friction, also commonly
known as plain or Babbitt type, and
anti-friction, which contain rollers or
balls that makes a rolling contact with
the shaft. The gas turbine utilizes anti-
friction type bearings, whereas the
generator has friction type bearings.
Bearings have the following functions:
 Support the load on the shaft. The load may be a gear or the shaft itself.
 Reduce friction created by turning. This is accomplished both by design and by
lubrication and is one of the most important functions of bearings.
 Reduce friction created by thrust. A specially designed bearing is required for this
purpose.
 Hold a shaft in rigid alignment. A high speed-rotating shaft has a tendency to
“whip” unless adequately supported by bearings.
TYPICAL LM6000 BEARINGS

“R” DESIGNATES ROLLER BEARINGS. “B” DESIGNATES BALL BEARINGS.
A pressure header provides lube oil to each of the bearings to lubricate and cool them. The
roller bearings support the radial loads of the shafts, while the ball bearings absorb the shaft’s
axial and radial loads. The pressure header also provides oil to lubricate and cool the inlet
gearbox, transfer gearbox, and the accessory gearbox. As the oil drains through the bearing
and gearboxes, it collects in sumps. Each sump is drained by a scavenge pump that suctions
the oil from the bottom of the sumps.
Pg 3A-6 Rev 1
06/26/2011
Turbine Engine Dry Sump
All engine bearing sumps are pressurized by low-pressure compressor (LPC) discharge
static air pressure (P2.5). The airflow is of sufficient volume and pressure to maintain a
positive airflow inward across the inner seals to the inner sump cavity. This positive
airflow through the oil seal sweeps any residual oil from the seals, thus retaining the oil
within the inner cavity.
TURBINE ENGINE DRY SUMP
Sump pressurization air enters the outer sump cavity through a pressurizing port. This air
then passes across the oil seals into the inner sump cavity, where it is vented to the air-oil
separator. Sump pressurization air also passes outward across the outer seals to the engine
cavity.
SUMP PRESSURIZATION FLOW
LPC discharge air is drawn from the CFF for sump pressurization (Brown in illustration).
Sump A is pressurized by LPC discharge through internal ports in the CFF. The pressurized
air not used for A-sump, is routed through the low pressure rotor shaft to the sumps D-E.
Sumps B and C pressurization air is provided through external ports in the CFF outer casing
and piped through a manifold to the Compressor Rear Frame (CRF).
Rev 1 Pg 3A-7
06/26/2011
TURBINE LUBE OIL PUMP ASSEMBLY
The lube oil is then scavenged out of the bearing sumps and the gearboxes by one of six
scavenge oil pump elements of the lube oil supply and scavenge pump. Each of the six
scavenge lines are equipped with resistance thermal devices (RTD) to measure scavenge oil
temperature after leaving the bearing housing. The RTD’s allow for operator monitoring,
alarming and shutdown of the turbine if temperature setpoints are met.
Oil from sumps “A/TGB” and “B” is passed over two of three magnetic chip detectors. The
third is located in the common discharge line from all scavenge oil pumps. The magnetic chip
detectors detect ferrous (of or containing iron) particulate metal in the scavenge oil flow from
the bearings & gearboxes. This collection of metal is usually caused by degradation of the
bearings or gears in the engine/AGB. The chip detectors normally read 300 ohms when clean.
As particulate matter collects on the magnet, the resistance reading gets lower. At 100 ohms
an alarm is sounded at the control console.
Pg 3A-8 Rev 1
06/26/2011
MAJOR COMPONENTS
Turbine Lube Oil Reservoir
The lube oil reservoir is stainless

steel and is located on the auxiliary
skid and has a 150 gallon (568 L)
capacity. It has remote indication of
oil temperature, local and remote
level indicators, and a reservoir
heater (to keep lube oil temperature
inside to at least 90F (32 C)).
The reservoir is equipped with an

air/oil demister and flame arrestor to
allow venting to the atmosphere.
Lube Oil Supply and Scavenge Pump
The lube oil supply and scavenge pump

assembly is located on the right rear side of
the accessory gearbox. It has one supply
element and six scavenge elements. The
supply element provides 10-18 gpm (.63 –
1.13 L/sec) flow, at 32-110 psig (220.6-758.4
kPag). The pump is a positive displacement
type pump. The scavenge elements will
discharge a combined total of 10-18 gpm (.63
–1.13 L/sec) at 20-80 psig (137.8-551.5
kPag).
Rev 1 Pg 3A-9
06/26/2011
Supply Lube Oil Filters
The duplex supply lube oil filters

are located on the outside wall of
the turbine main skid skid. The
filter elements are rated at 6
micron and each element can
handle 100% flow and pressure.
The filters have a pressure
differential transmitter with an
alarm set at 20 psid (138kPad).
NOTE: Human hair is about 100

Microns in Diameter
Scavenge Oil Filters
The duplex scavenge lube oil

filters are located on the
auxiliary skid. The filter
elements are rated at six (6)
microns, and each element is
designed for 100% flow and
pressure.
The filters have a remote

pressure differential transducer,
which is set to alarm at the TCP
at 20 psid (138kPad).
TURBINE OIL SKID AND FILTERS
Pg 3A-10 Rev 1
06/26/2011
FINGER FILTERS LUBE OIL PUMP ASSEMBLY
MAGNETIC CHIP DETECTOR LAYOUT
Rev 1 Pg 3A-11
06/26/2011
Temperature Control Valve
The temperature control valve regulates lube

oil return temperature by bypassing some of
the hot oil around the lube oil cooler and
mixing it with the cool oil from the oil cooler.
The thermostatic valve is a fully automatic, 3-

way fluid temperature controller for mixing
application. Temperature is sensed at port
“A” (valve outlet). Port “B” remains fully
open until oil temperature reaches
approximately 100 F (38 C) to 102 F (39
C).
As the oil, temperature continues to rise port “B” starts to close off and port “C” starts to
open, mixing the hot and cool oils. Port “B” is fully closed and port “C” is fully open if oil
temperature reaches 116 F (47 C) to 118 F (48 C). The valve continually modulates the
oil flow, maintaining a nominal oil temperature of 110 F (43 C). The oil is then returned to
the lube oil reservoir.
Air / Oil Separator
Bearing sump vent air goes to an air/oil

separator located on the roof of the
enclosure. The air/oil separator is a two-
stage design with a heat exchanger
between the stages. The vent air flows
through the first separator, which has a
filter pad that collects most of the oil mist
trapped in the vent air. The vent air then
goes through an air-to-vent air heat
exchanger, followed by the second stage
of oil separation passing through a filter
pad in the second separator chamber.
Collected oil is returned to the turbine
lube oil reservoir and the air is discharged
to atmosphere.
Pg 3A-12 Rev 1
06/26/2011
TURBINE LUBE OIL FIN FAN COOLERS (INDUCED DRAFT)
FIN FAN COOLERS
The “fin fan” cooler is a heat-exchanger that uses air as the cooling medium. Oil is passed
through the inner tubes of the cooler, and air is forced across the outside of the tubes to
decrease the temperature of the circulating oil. The fin fan heat exchanger is a radiator-type
heat exchanger that uses electric fans to force air through the radiator, thereby cooling the
lubricating oil. After oil passes through the heat exchanger, it is routed directly to the lube oil
reservoir.
During cold startups, oil may be bypassed around the fin fan heat exchanger if the
thermostatic control valve determines the temperature to be lower than the set point.
During normal operation, the temperature control valve regulates lube oil return temperature
by bypassing some of the hot oil around the lube oil heat exchanger and mixing it with the
cool oil from the oil cooler. The thermostatic valve is a fully automatic, three-way fluid
temperature controller for mixing application. The valve continually modulates the oil flow,
maintaining a nominal oil temperature.
Gas Turbine Drains

In normal operation the drains will have little or no oil flow. The B-, C-sump drains
into the LP recoup vent line which vents to the enclosure. Under normal conditions
insignificant amounts of oil will be entrained in the LP recoup air. In the event of
sump seal oil leakage, the LP recoup vent line may contain entrained oil.
Rev 1 Pg 3A-13
06/26/2011
The D-sump drain is expected to carry insignificant amounts of oil during normal
operation. The sump drain is sized to handle full air/oil flow in the event of seal oil
leakage.
The AGB drive pad seal drain is a manifolded drain for the starter, lube/scavenge pump
and the external shaft seal on end of the lube/scavenge pump, and the forward accessory
pad. The AGB drain manifold fluid may be lube oil and/or starter hydraulic oil, and must
not be returned to the lube storage tank.
The hydraulic actuators for the VSV, VBV, and VIGV have leakage collector manifolds
around the main hydraulic supply manifolds to prevent high pressure hydraulic fluid (750
– 1200 psig) from spraying onto the engine in case of fitting or line failure. This collector
manifold drains to the waste oil tank.
Vent Circuit
The gas turbine A-, B-, C-sump, and D- and E sumps vent to the air/oil separator system.
The oil entrained in the vent air is composed primarily of liquid oil droplets. These oil
droplets may constitute as much as 0.5 gal/min (1.899 L/min) from each sump vent
interface.
The amount of oil vapor discharging from the air/oil separator exhaust will vary with
separator efficiency. To eliminate visible vapor discharge from the air/oil separator an
air-to-air heat exchanger is used to cool the inlet to the separator thereby allowing the
oil vapor to condense to a mist prior to entering the separator.
The drain lines from the pre-separator and the separator are routed back to the lube
storage tank. The drain line for the pre-separator has a sight flow indicator to allow the
operator to visually check return flow to the reservoir.
Air / Oil Separator Parameters

Parameters Operating Range
Inlet Pressure, psig (kPaG) 0.5 – 3.0 (3.4 -20.7)
Air Flow, ft3/min (m3/min) 265 – 440 (7.5 – 12.46)
Inlet Air Temperature °F. (° C.) 175 – 275 (79.4 – 135)
Oil Entrainment, gal/min (l/min) 1.0 – 1.5 (3.78 – 5.67)
Pg 3A-14 Rev 1
06/26/2011
Jacking Oil Pumps
When the pair of gears rotate, oil is drawn into the casing and consequently into the space
between pinion and ring gear. The two gears rotate completely freely which illustrates the
reason for the outstanding suction behavior of this pump. The tooth chambers are therefore
filled at a low flow velocity.
In peripheral direction the tooth chambers are closed by tooth engagement or the filler. Due to
an almost gap-free sealing of tooth chambers of pinion and ring gear against the filler and
axial discs, the oil is displaced almost without loss radially into the pressure port of the
casing. In the interest of low bearing and friction forces, the pressure chamber is maintained
as small as possible by the special design of the filler. As a result of this, sealing members
such as the axial discs and filler are very small, and relatively low bearing loads are obtained.
Rev 1 Pg 3A-15
06/26/2011
Pg 3A-16 Rev 1
06/26/2011
TURBINE EXTERNAL LUBE OIL SYSTEM
Rev 1 Pg 3A-17
06/26/2011
DETAIL FLOW DESCRIPTION
BASIC LUBE OIL SYSTEM
Turbine External Lube Oil Operation
Lubricating oil is drawn from the turbine lube oil reservoir into the supply pump suction at
turbine connector L1. The supply pump discharges pressurized oil through turbine
connector L6 to the duplex filter assembly (lube oil supply filter), removing particles  6
µ, absolute, from the oil. Some filtered oil is taken to the supply valve actuator in the
turbine hydraulic system, but most of the filtered supply oil is returned to the turbine at
connector L3. The turbine supply oil pressure is monitored by instruments on the
turbine gauge panel. Pressure switches respond according to oil pressure and transmit
switch closures to the turbine control system. The control system evaluates information
relative to speed and initiates action accordingly.
Oil supply pressure gauge PI-6108 indicates supply pressure at the turbine oil header, and
pressure transmitter PT-6121 transmits this information to the TCP. Pressure switch
PSLL-6115 opens when turbine header oil pressures  15 psig (103 kPag). On startup, if
PSLL-6115 has not closed when the turbine speed reaches 7800 rpm, the control system
initiates a low-oil pressure, fast stop lock out (FSLO) shutdown. Pressure switch PSLL-
6116 is open at turbine header oil pressures  6 psig (41 kPag). On startup, if PSLL-6116
Pg 3A-18 Rev 1
06/26/2011
has not closed when the turbine speed is  4500 rpm but  7800 rpm, the control system
initiates an FSLO shutdown.
Some filtered supply oil from the turbine oil header at turbine connector L3 is used by
turbine VG hydraulic pump to operate the turbine VG system. A filter, integral to the VG
system, filters pump output. The condition of this filter is displayed by pressure gauge
PDI-6149 and monitored by pressure differential switch PDSH-6146. Most oil supplied
to turbine oil header at connector L3 is used to lubricate and cool turbine bearings. The
turbine scavenge pump scavenges lubrication oil mixed with air from turbine bearings and
discharges the air-oil mixture to the external lube oil system via turbine scavenge oil
discharge connector L2. The turbine scavenge oil header pressure at L5 is monitored
by instruments on the turbine gauge panel. Scavenge oil pressure gauge PI-6109 indicates
scavenge oil pressure at scavenge oil pump discharge. Pressure transmitter PT-6122
senses pressure at the scavenge oil pump discharge and transmits that information to the
control system. Pressure switch PSH-6117 opens to notify the control system of high
scavenge oil back pressure (when pressure at the turbine oil header is  100 psig (689
kPag)). At switch opening, the control system initiates an alarm. A check valve in the
filter line prevents oil from the scavenge discharge from draining back into the turbine.
Pressure-relief valve PSV-6103 limits scavenge back pressure to 140 psig (965 kPag).
The scavenge oil pump discharge at scavenge oil discharge connector L2is routed to the
scavenge oil filter assembly and is filtered through a selected duplex element. Filtered
scavenge oil is then cooled by a selected cooler in the heat exchanger before being
returned to the reservoir for recirculation. The portion of oil actually routed through the
selected cooler is determined by three-way, thermostatic valve TCV-6101. This valve
apportions oil flow through the selected cooler, as required, to maintain the outlet
temperature at 110 F (43.3 °C). All oil below 110 F (43.3 °C) is bypassed directly to the
lube oil reservoir.
Bearing sumps are vented through the air-oil pre-separator, the air-air heat exchanger, and
the air-oil separator. The air-oil separator system removes entrained vent air from the lube
oil. The oil is returned to the reservoir. Seal/sump oil drains are always open and should
have no flow during normal operation. Customer instrument air connector [55] provides
air to the LPT at connectors A23, A24, A25, and A28 for air purge cooling after
shutdown. The air pressure regulator maintains the purged air pressure at 30 psig (207
kPag).
Turbine External Lube Oil Features
The external lube oil system equipment consists of several major assemblies plus
interconnects piping and related monitoring instruments. The equipment components are
located on the turbine-generator skid and the auxiliary skid. Thermometers are mounted
at appropriate points in the piping and oriented for direct observation. Pressure gauges,
mounted on one of two gauge panels, directly indicate operating pressures while pressure
switches and transmitters, mounted on the same panels, input the pressure information to
the control system. Manually operated ball valves throughout the piping facilitate
component maintenance.
Rev 1 Pg 3A-19
06/26/2011
BASIC LUBE OIL SYSTEM
The external lube oil system components on the turbine-generator skid consist of system
piping and instrumentation to monitor the turbine oil pressures at the turbine inlet and
outlet connectors. The external lube oil system components on the auxiliary skid consist
of piping and valving, instrumentation to monitor filter condition, oil reservoir, filter
assembly, scavenge oil filter assembly, heat exchangers, and oil tank flame arrestor and
demister.
Turbine Lube Oil Reservoir
The turbine lube oil reservoir is a 150-gallon tank containing synthetic oil on the auxiliary
skid. The reservoir is filled via a fill cap and basket strainer, and may be drained via a 2-
inch drain valve. An air-oil separator allows air to escape to the atmosphere while
capturing the oil droplets to be drained back into the reservoir. A demister/flame arrestor
inhibits combustion of flammable vapors. The relief vent cracks open at 1–4 psid (7-28
kPag). Lubricating oil is drawn from the reservoir through a supply shutoff valve. Level
gauge LG-6105, located on the side of the tank, provides for direct observation of the oil
level in the tank. Tank heater HE-6104 warms lubrication oil during cold-weather
operation. Thermostatic control switch TC-6131 energizes the heater whenever the
turbine lube oil temperature drops to 90 F (32 °C). Alarm switch LSL-6102 signals the
control system if the oil level drops 12 inches (30 cent.) below the flange while
simultaneously de-energizing HE-6104. Thermometer TI-6110, located on the lube oil
tank, indicates actual oil temperature in the range of 50–400 F (10-204 °C). Low oil
Pg 3A-20 Rev 1
06/26/2011
temperature switch TSL-6113 signals the control system when the oil temperature drops
to 70 F (21 °C).
Turbine Lube Oil Duplex Filters
The lube oil supply and scavenge oil filter assemblies are located on the auxiliary skid.
Except for external instrumentation, the two assemblies are identical. Each is a duplex,
full-flow assembly, with two steel filter shells and replaceable 6-µ-absolute filter
elements. A manual shuttle valve may be used to divert oil flow through one element,
allowing the other element to be serviced without interruption of operation. For each
duplex filter, a differential pressure gauge and two differential pressure switches, located
on the auxiliary skid gauge panel and JB-55, warn operating personnel of dirty filter
elements. The instruments may be isolated from the system by means of instrument
valves while a differential pressure balance valve permits equalizing pressure across the
instruments.
The lubricating oil system contains three instruments for monitoring operation at the
supply and scavenge duplex filter assemblies: (1) differential pressure gauges PDI-6106
and PDI-6107 indicate filter differential pressure in the range of 0–30 psid (0-207 kPad),
(2) differential pressure switches PDSH-6120 and PDSH-6118 signal the control system
to initiate an alarm if the pressure drop across the oil filter rises to 20 psid (138 kPad), and
(3) differential pressure switches PDSHH-6144 and PDSHH-6119 signal the control
system to initiate a cool-down lockout (CDLO) shutdown if the pressure drop across the
oil filter rises to 25 psid (172 kPad).
Turbine Lube Oil Heat Exchangers
The shell and tube heat exchanger assembly is located on the auxiliary skid. The lube oil
may bypass the coolers if thermostatic control valve TCV-6101 determines the
temperature to be  110 F (430 °C). After the lube oil passes through control valve
TCV-6101, temperature indicator TI-6137 measures actual lube oil temperature. This
indicator is scaled 0250 F (0-121 °C). The lube oil is then routed directly to the
reservoir.
Air-Oil Separator
The turbine air-oil pre-separator, air-air heat exchanger, and the air-oil separator are
located on the roof of the turbine enclosure and vent to the atmosphere. Turbine engine
sumps A/B and C, at engine connector A9, are connected to the separator via a 6-inch
line. Sumps D and E, at engine connector A10, are also connected to the separator via a
6-inch (15 cent.) line. The pre-separated oil is drained to the turbine lube oil tank via a
1½-inch (3.8 cent) line, the air is vented to the air-air heat exchanger where it is cooled,
and then, the air is vented to the air-oil separator. The separated oil is drained to the
turbine lube oil tank via a trapped ½-inch (1.3 cent.) line, and the air is vented to the
atmosphere. A sight gauge allows operating personnel to observe oil flow from the pre-
separator to the lube oil tank. Pressure switch PDSH-6148 indicates excessive differential
pressure and initiates alarm PDAH-6148 if pressures increase to  1.75 psid (12 kPad).
Rev 1 Pg 3A-21
06/26/2011
Oil Consumption
Expected range of lube oil consumption is 0.014 gal/hr (0.053 1/hr) to 0.14 gal/hr (0.53 1/ hr),
with a maximum of 0.4 gal/hr (1.5 1/hr). Additional oil may be lost overboard through the gas
turbine sump vents dependent upon the efficiency of the air/oil separator(s).
Pg 3A-22 Rev 1
06/26/2011
SYNTHETIC LUBE OIL SYSTEM

MAINTENANCE
Rev 1 Pg 3A-23
06/26/2011
Pg 3A-24 Rev 1
06/26/2011
Maintenance
EQUIPMENT MAINTENANCE SCHEDULE

Refer to Table 4C.1, Equipment Maintenance Schedule, for the recommended inspection
intervals for the equipment used on GTG set. Refer to the various equipment manufacturers
and vendors in the O&M manual for the specific corrective actions and additional
maintenance details.
Table 4C.1, Equipment Maintenance Schedule

Component Vendor & Maintenance Remarks
Part Number Frequency
Reservoir GEPPLP, Weekly Check oil reservoir level and check

Level Level 724977A system for leaks
Oil System GEPPLP, Various 500 op hours Check oil plumbing line to and on
Plumbing engine for security, chafing and
leaks. (Applicable sections of GEK
WP4012 00)
Lubricating NA Monthly or 700 ☺Analyze sample of oil IAW GEK
Oil operating hours WP4016 00.
Turbine Lube GEPPLP, Monthly Verify the external fin/fan radiator is
Oil Air/Oil (701209) clean and free of debris.
Separator
3 Months or 2000 Stop the mist eliminator and drain
Hours any accumulated oil. Replace the
demister elements when a
differential pressure of 1.7 psid is
Annually
obtained or every year, whichever
occurs first.
Turbine Lube GEPPLP, 3 Months or 2000 Stop the mist eliminator and drain
Oil Air/Oil (701210) Hours any accumulated oil. Replace the
Pre-Separator demister elements when a
differential pressure of 1.7 psid is
Annually
obtained or every year, whichever
occurs first.
Air/Oil American 3 Months or 2000 Inspect heat exchanger for build up

Seperator Technology, Hours of dirt and debris.
Fin/Fan 780-1812
Cooler
Rev 1 Pg 3A-25
06/26/2011
Table 4C.1, Equipment Maintenance Schedule (Cont)

Turbine Lube Guntner Recommended Vent coolers to remove air or vapor

Oil Heat every 3 months accumulated in the system.
Exchanger
Turbine Lube Pall, 6 Months or Schedule replacement of filter
Oil Filter HZ8640A20KNTWP 4000 Hours or element every six months or sooner,
T-Y302 indication of and have ample supply of spare
(J00463) blockage elements. If external leakage is
noted, replace O-ring or bonded seal
at leak. For bowl seal leaks, replace
O-ring seal. If leakage persists,
check sealing surfaces for scratches
or cracks; replace any defective
parts. Differential pressure devices
actuate when the element needs
changing or because of high fluid
viscosity in “cold start” conditions.
VGV Pump Aircraft Porous 6 Months or Schedule replacement of filter
Filter Element Media, 4000 Hours or element every six months or
40 Micron AC-B244F-244OY1 indication of sooner, and have ample supply of
blockage spare elements. If external leakage is
noted, replace O-ring or bonded seal
at leak. For bowl seal leaks,
replace O-ring seal. If leakage
persists, check sealing surfaces for
scratches or cracks; replace any
defective parts. Differential pressure
devices actuate when the element
needs changing or because of high
fluid viscosity in “cold start”
conditions. Conduct IAW GEK
WP4021 00.
Lube oil pump GE 6 months or Check engine attached lube oil
inlet screen indication of supply and sacavage pump inlet
inspection blockage screens (finger filter) for particulate
buildup IAW GEK WP4020 00
Magnetic GE 6 months or Check magnetic chip detector for
Chip Detector indication of particulate buildup IAW GEK
blockage WP4017 00
Pg 3A-26 Rev 1
06/26/2011

Turbine Lube Chromalox, 6 Months or 4000 Check heaters for coatings and
Oil Tank 155-500710-849 Hours corrosion. Clean if necessary. Check
Heater and (382A5610P0001) tank for sediment around the heater
Thermostat and remove as necessary. Check
heater and tank for accumulated
sludge deposits and remove if
necessary. Inspect for loose or
corroded terminal connections/ends
and tighten and clean as necessary. If
corrosion is found, check box gasket
and replace as necessary. Check
conduit layout to correct conditions
that allow corrosion to enter terminal
housing.
Lube Oil GEPPLP, Yearly Clean and inspect interior of lube oil
Reservoir 724977A reservoir. (Based on oil analysis
sample IAW GEK WP4016 00)
Turbine Lube Tedeco, Annually (more Inspect filler cap for missing parts
Oil Tank Fill MF9639LKPSS often if repeated which would prevent cap from
Cap problems occur) sealing and allow water or
contaminates to enter tank. Replace
missing parts as necessary. Inspect
flange seal area for leakage. If
leaking replace O-ring.
Turbine Lube Tedeco, Annually (more Replace missing parts as necessary.
Oil Tank 3E8501-101 often if repeated Inspect flange seal area for leakage.
Basket (377A2452P0001) problems occur) If leaking replace O-ring.
Strainer
Turbine Lube Protecto Seal, Annually (more Replace component if damaged or
Oil Tank FF6672 often if repeated fails.
Flame problems occur)
Arrestor
Rev 1 Pg 3A-27
06/26/2011

Turbine Lube Dollinger Annually Under normal conditions, the 'Profilter

Oil Tank AE-229-110 Element requires changeout every
Demister 2” second change of the Final Stage
Elements.
Maintain optimum performance of the
Profilter Element and inspect the
element for dirt build-up. This would
be evidenced by heavy build up of oil,
dirt, etc. on the inlet side of the
element. Also inspect for damage in the
form of holes or tears. Changeout of the
Final Stage Elements is required
when regularly scheduled system
maintenance is conducted.
The vent breather element should also
be replaced every second change of the
Final Stage Elements.
Turbine Lube Guntner Annually Check internal components for
Oil Heat (Recommend) fouling.
Exchanger
Pg 3A-28 Rev 1
06/26/2011
GENERATOR LUBE OIL SYSTEM
Reference Drawing: XXX248
Rev 1 Pg 3B-1
Brush Generator Lube Oil System
06/26/2011
THIS PAGE LEFT INTENTIONALLY BLANK
Pg 3b-2 Rev 1
06/26/2011
GENERATOR LUBE OIL SCREEN #1
SYSTEM OVERVIEW
The generator lube oil system uses mineral lube oil to lubricate, cool and cleans the gearbox
and generator bearings. In addition, the mineral oil is used to lift the generator rotor shaft for
easier “break-away.” The generator lube oil system has two distinct subsystems: a pressurized
supply system and a separate jacking oil system, which lifts and centers the generator rotor for
starting. Each subsystem has its own filters.
The supply system has three pumps: one D/C motor driven supply oil pump and two A/C
motor driven pump. A Single A/C motor-driven pump provides lubricating oil during
operation. In case of pump failure, when the header pressure drops to 20 psig (138 kPaG) the
standby A/C pump comes online. If pressure continues to drop to 12 psi (82 kPaG), the D/C
motor driven pump will start to provide oil to the system. In the event of a complete electrical
or mechanical system failure, four 20 gal (76 L) rundown tanks are provided to gravity feed
oil to the bearings on both the generator and gearbox. (2 per unit)
The jacking oil pump is used during startup and provides high-pressure oil to the rotor shaft to
“lift” the shaft up on a cushion of oil so “break-away” is easier. The system also contains the
following: a reservoir, lube oil coolers, piping, valves, and instrumentation. These lube oil
components and their operations are described below.
Rev 1 Pg 3B-3
06/26/2011
GENERATOR LUBE OIL SCREEN #2
Pg 3b-4 Rev 1
06/26/2011
GENERATOR SUPPLY OIL SYSTEM
Generator Supply Oil System
The generator A/C and D/C motor

driven supply pumps are located
on the top of the lube oil reservoir.
The supply pumps take suction
from the 3000-gallon (11356 liter)
stainless steel generator lube oil
reservoir (mounted in the generator
lube oil skid).
Discharge pressure from the supply

element is regulated to 30 psi (206
kPaG) by a pressure control valve
and then piped to the supply lube
oil cooler. From the supply lube
oil cooler, the lube oil is piped to the supply oil duplex filters (rated at six (6) microns). From
the filters, the lube oil goes to the lube oil header, to the rundown tanks, and to the bearings
on both the gearbox and generator. The lube oil is then returned to the generator lube oil
reservoir by return oil piping.
GENERATOR JACKING OIL SYSTEM

The generator jacking oil system centers the generator (axially) and “lifts” the generator rotor
on a high-pressure layer of oil for easier “break-away.” The jacking oil pump is a four (4)-
element pump, two (2) high-pressure elements rated at 2850 psig (19,650 kPag), and two (2)
low-pressure elements rated at 800 psig (5516 kPag). Each pump element has a separate
simplex discharge filter. The jacking oil pump takes suction from the generator lube oil
supply header. The HP oil is supplied to each side of the thrust bearing to axially center the
rotor shaft. The LP oil is supplied to each journal bearing to “lift” the rotor shaft up on a
cushion of oil. This eliminates friction between the shaft and the bottom half of the journal
bearing making “break-away” easier.
COMPONENT DESCRIPTION
Generator Lube Oil Reservoir
The lube oil reservoir is stainless steel. The reservoir is located in the generator enclosure and
has a 3000 gal. (11356 L) capacity. The reservoir has local indication of temperature, level,
flow from the return oil piping, and a reservoir heater (to keep lube oil temperature in the
reservoir to at least 90F (32 C)). The reservoir also has a level switch and a temperature
switch.
Rev 1 Pg 3B-5
06/26/2011
A/C Motor Driven Lube Oil Pump
The A/C supply pumps are used to

supply pressurized oil to the generator
supply oil system.
The motor driven pump is rated at 330
gpm (1249 L/min). The pump motor is
rated 25 hp (18.6 kw), 400 VAC, 3-
phase, 50Hz, 1500 rpm.
D/C Motor Driven Lube Oil Pump

The D/C motor-driven pump is used to
supply oil to the generator supply oil
system in case of A/C pump failure.
The motor driven pump is rated at 165
gpm (625 L/min). The motor for the
pump is rated 15 hp (11.1 kw), 125
VDC, 1500 rpm.
A/C Motor Driven Pump Relief Valve
On the discharge side of the motor driven lube oil pumps are relief valves to protect the
system from over-pressurization. The valve relieves back to the reservoir and is set to open at
85 psig (586 kPag).
D/C Motor Driven Pump Relief Valve
On the discharge side of the D/C motor driven lube oil pump is a relief valve to protect the
system from over-pressurizsion. The valve relieves back to the reservoir and is set to open at
30 psig (207 kPag).
Pg 3b-6 Rev 1
06/26/2011
Pressure Control Valve (PCV-6013)
The pressure control valve controls the

lube oil header pressure by returning
excess pressure back to the lube oil
reservoir. The pressure control valve is set
to maintain header pressure, after the
filters, to 30 psig (206 kPag).
Generator Lube Oil Coolers
Fin-fan type cooler (as discussed in the gas

turbine synthetic lube oil write-up) is
located on the generator lube oil skid.
Sending controlled amounts of oil flow
thru the coolers controls the lube oil
temperature.
Temperature Control Valve
The temperature control valve regulates

lube oil return temperature by bypassing
some of the hot oil around the lube oil
cooler and mixing it with the cool oil from
the oil cooler.
The thermostatic valve is a fully automatic,

three (3)-way fluid temperature controller
for mixing application.
Rev 1 Pg 3B-7
06/26/2011
Temperature is sensed at port “A” (valve outlet). Port “B” remains fully open until oil
temperature reaches approximately 131F (55 C) to 133F (56 C). As the oil temperature
continues to rise port “B” starts to close off and port “C” starts to open, mixing the hot and
cool oils. Port “B” is fully closed and port “C” is fully open if oil temperature reaches 149F
(65 C) to 151F (66 C). The valve continually modulates the oil flow, maintaining a
nominal oil temperature of 140 F. (60 C).
Generator Lube Oil Filters
The duplex supply lube oil filters are located in

the generator enclosure. The filter elements
are rated at six (6) micron and each element
can handle 100% flow and pressure. There are
three filter elements per canister.
The filters have a local differential pressure

gauge, an alarm pressure differential switch set
at 20 psid (138 kPad).
Lube Oil Supply Header Relief Valve

On the lube oil supply header is a relief valve to protect the system from over-pressurization.
The valve relieves back to the reservoir and is set to open at 38 psig (262 kPag).
Pg 3b-8 Rev 1
06/26/2011
Generator Gauge Panel
Located outside of the Generator enclosure is

a local gauge panel. This monitoring station
gives local pressures of the Jacking Oil pump
HP/LP elements. Located on the opposite
side is a monitoring station for the Auxiliary
oil pump discharge Gauge Panel
Lube Oil Rundown Tanks (4)
There are four rundown tanks (two on each

end of the generator). Each tank has a 20
gallon (75.7 liters) capacity. The rundown
tanks are filled when the motor-driven pump is
started. The rundown tank provides an
emergency source of lube oil to the bearing in
case of pump failure. Each tank is fitted with a
level switch.
Rev 1 Pg 3B-9
06/26/2011
Pressure Control Valve (PCV-6013)
The pressure control valve controls the lube oil

header pressure by returning excess pressure
back to the lube oil reservoir. The pressure
control valve is set to maintain header pressure,
after the filters, to 30 psig (206 kPaG).
The sensing line for the control valve taps into

the main header downstream of the lube oil
filters.
Pg 3b-10 Rev 1
06/26/2011
Fin-Fan Heat Exchanger
The fin-fan heat exchanger is located next to the

auxiliary skid. The lube oil may bypass the heat
exchanger if the thermostatic control valve
determines the temperature to be < 110 °F.
After the lube oil passes through thermostatic

control valve, it is routed directly to the duplex
filter assembly.
Generator Lube Oil Filters
The duplex supply lube oil filters are located on

the outside of the generator enclosure. The
filter elements are rated at six (6) micron and
each element can handle 100% flow and
pressure. The filters have a local differential
pressure gauge, an alarm pressure differential
switch set at 20 psid (138 kPaD).
Rev 1 Pg 3B-11
06/26/2011
TYPICAL GENERATOR BEARING
Generator Bearings
An orifice in the supply lines controls the bearing oil flow. Pressure-lubricated journal
bearings support the rotor at the drive and non-drive ends. Thrust pads are installed between
the drive-end journal and the bearing, to prevent axial (thrust) loads that may be imposed
upon the drive turbine and rotor shaft during startup and shutdown.
The bearings are supported in fabricated steel housings, which are bolted directly to the
generator ends. The bearing housings are split on the horizontal centerline with the lower half
forming the bearing oil sump. The bearings are of plain cylindrical design, white metal lining,
and spherically seated within the bearing housings. Oil under pressure is fed to the bearings
and distributed over the bearing surface by internal grooves.
Oil drains into the bottom of the bearing housing. From the housing, the oil drains into the
lube oil return oil header.
Pg 3b-12 Rev 1
06/26/2011
Air / Oil Separator
The generator lube oil reservoir is vented to

the demister heat exchanger where it is
cooled by chill water.
atmosphere through a single-stage air-oil

separator located on the enclosure roof. The
separator contains filter pads that coalesce the
oil-air mist. Droplets form on the filter, and
the collected oil drains back to the reservoir.
Jacking Oil Pump
The jacking oil pump has four separate shaft

mounted pumps (two (2) low pressure
elements and two (2) high pressure elements),
which takes suction on the lube oil supply
header. The LP elements are rated at 800
psig, 1.7 gpm for each element. The HP
elements are rated at 2850 psig, 2.5 gpm for
each element.
Low Pressure Element Relief Valves (PSV-6053 A/B)

A relief valve is located on the discharge side of each jacking oil pump, low-pressure element.
The relief valves protect the system from over-pressurization. The valves relieve back to the
reservoir and is set to open at 1000 psig (6890 kPag).
High Pressure Element Relief Valves (PSV-6054 A/B)

A relief valve is located on the discharge side of each jacking oil pump high-pressure element.
The relief valves protect the system from over-pressurization. The valve relieves back to the
reservoir and is set to open at 3000 psig (20670 kPag).
Rev 1 Pg 3B-13
06/26/2011
Jacking Oil Pump Filters (4)
The jacking oil filters are located in the

generator enclosure. The filter elements
are rated at five (5) micron and each
element can handle 100% flow and
pressure. The filters have a local
differential pressure indicator. The filters
filter the oil before the oil flows to the
bearings.
Low Pressure Jacking Oil

The low-pressure (LP) jacking oil “lifts” the rotor shaft out of the bottom half of the bearing
and “floats” the rotor shaft on a cushion of oil during unit startup. This makes the rotor shaft
easier to “break away” and start rotating.
High Pressure Jacking Oil
The high pressure (HP) jacking oil “pushes” the rotor shaft off the thrust bearing pads during
unit start up. This makes the rotor shaft easier to “break away” and start rotating.
Jacking Oil Return

The jacking oil is returned to the generator lube oil sump by the return oil header.
GENERATOR LUBE OIL OPERATION

Oil supply pressure gauges and filter differential pressure gauges are located on the generator
gauge panel outside the generator enclosure. Gauges, switches, and transmitters have
isolation valves in sensing lines to facilitate instrument maintenance or replacement.
Oil for generator-bearing lubrication and for jacking oil pump system operation is extracted
from the lube oil reservoir by pumps and discharged into a common supply line. Ball valves
on the pump discharge piping can isolate the pump from the common supply line.
Check valves prevent oil from flowing backwards. Oil discharge pressure for each pump is
monitored by pressure gauges. The pressure gauges are on the pump discharge side of the
check valves to ensure that only pump pressure (not lubricating oil manifold pressure) is
measured. Each pressure gauge can be isolated from the pump discharge line. Pump A (AC-
powered pump) pressure switch PSL-6073A is set to initiate an alarm at pressures 50 psig(345
Pg 3b-14 Rev 1
06/26/2011
kPaG). Pump B (AC-powered pump) pressure switch PSL-6073B is set to initiate an alarm
also at pressures 50 psig (345 kPaG). If applicable, emergency coastdown pump (DC-
powered auxiliary pump) pressure switch PSL-6074 initiates an alarm at pressures 20 psig
(138 kPag).
Oil flow from the common supply manifold is routed to either (1) the lube oil heat exchanger
and then the duplex filter, or (2) directly to the duplex filter (bypassing the heat exchanger
assembly). Flow to and through the shell-tube heat exchangers, or flow around the heat
exchangers, is controlled by thermostatic, 3-way control valve TCV-6065. This thermostatic
control maintains an oil outlet temperature of 40 F (60 C). If the oil temperature is > 140 F
(60 C), the thermostatic valve modulates closes and varies the oil flows through the heat
exchanger. The common supply line divides to supply lubrication simultaneously to the two
generator bearings as well as through the gearbox. Oil flow to the bearings is through check
valves and orifices and for the exciter-end and drive-end bearings, respectively. The check
valves prevent oil backflow into the lube oil system during jacking oil pump operation.
Temperature elements TE-6023 and TE-6021 are installed in the exciter-end and drive-end
bearings, respectively. Each element monitors the bearing temperature and transmits these
values to the control system. The control system initiates a high-temperature alarm at 197 F
(92 C) and initiates a FSLO system shutdown at 203 F (95 C). Temperature elements TE-
6035 and TE-6036 are installed in the exciter-end and drive-end bearing drain lines,
respectively. Each element monitors bearing drain oil temperatures and transmits these values
to the control system. The control system initiates a high-temperature alarm at 189 F (87 C)
and initiates a FSLO system shutdown at 194 F (90 C). Temperature indicators TI-6012
and TI-6011, scaled 50400 F (10-200 C), indicate the bearing oil discharge temperatures
for the exciter-end and drive-end bearings, respectively.
Extensions of the lube oil supply lines to the generator bearings supply oil to fill two
generator lube oil rundown tanks that are designed to hold 20 gallons (76L) each. Mounted
near the generator housing, the rundown tanks are positioned so that oil from the tanks flows
by gravity into the lube oil supply line. In the event of AC pump failure (or during emergency
shutdown with the DC pump operating), oil from the rundown tanks is supplied to the
bearings through snubber orifices. During operation, the tanks are maintained at capacity
through the same oil supply lines. Each rundown tank has a level switch: LS-6041 and LS-
6042. If oil level in any tank is lower than 6 inches (152 mm) from the top of the tank, the
associated level switch notifies the TCP. If the low level occurs 5 minutes after startup, the
control system will abort the startup. If the low level occurs during operation at normal
speeds, the control system will initiate an alarm.
Lubricating oil flows through the generator bearing assemblies, then drains by gravity to the
generator lube oil reservoir. An oil flow indicator is located in each generator bearing drain
line for visual verification of oil flow through the bearings.
Generator Lube Oil Features
Thermometers are mounted at appropriate points in the piping for direct observation of oil
temperatures. Pressure gauges mounted on the generator gauge panel provide direct
indication of lubricating oil operating pressures. Jacking oil pressures are shown on the
Rev 1 Pg 3B-15
06/26/2011
jacking oil gauge panel. Pressure switches and transmitters send pressure information to the
control system. Temperature sensors and transmitters send temperature information to the
control system. Flow indicators in return and drain lines allow operators to inspect oil flows.
Manually operated ball valves throughout the piping facilitate component maintenance. In
addition to piping, valving, and certain pipe-mounted instruments, the assemblies listed below
make up the generator lube oil system.
Generator Jacking Oil Pump
Pressure gauges are located on the generator jacking oil gauge panel outside the generator
enclosure wall. The pressure switches are located on the MGTB with the generator lube oil
switches and transmitters. Gauges and pressure switches have isolation valves in sensing
lines to facilitate instrument maintenance or replacement. Check valves prevent backflow of
oil into the pump elements.
For jacking oil pump maintenance purposes, it is necessary that the main AC lube oil pump be
in operation. The four elements of the jacking oil pump take supply oil from the generator
lube oil system, just downstream from the duplex filter. Inlet pressure may be monitored on
jacking oil pressure indicator PI-6052. Jacking oil is drawn through a pump isolation valve
and a four-branch manifold via a 2-inch pipe to the four-pump suction inlets. Pump inlet
pressure is monitored just downstream from the pump isolation valve by pressure switch PSL-
6050, which closes to initiate an alarm if jacking pump inlet pressure is 10 psig (69 kPag),
while pressure switch PSLL-6051 closes to initiate a FSLO shutdown if the jacking oil inlet
pressure is 5 psig 34 kPaG). As part of the system startup logic, the contacts of switch PSL-
6050 must be open before the control system startup permissive requirements are satisfied.
The outlet pressure of the low-pressure pump elements is limited to 1000 psig (6895 kPaG) by
pressure-relief valves PSV-6053A and PSV-6053B, and the outlet pressure of the high-
pressure pump elements is limited to 3000 psig (20864 kPaG) by pressure-relief valves PSV-
6054A and PSV-6054B. Discharge from the pump elements is routed through four ½ x ¾ -
inch pipes, check valves, and 5 , absolute, no-bypass filters to the generator bearings. The
check valves prevent backpressure from normal generator lubrication pressure when the
jacking oil pump is not operating.
Four gauges display the output pressures of the four pump segments. Snubber orifices help
prevent gauge damage by an unexpected, sudden application of pressure. Gauges PI-6046
and PI-6049 monitor the low-pressure pump outputs and are scaled 0–1500 psig (0-10342
kPag). Gauges PI-6047 and PI-6048 monitor the high-pressure pump outputs and are scaled
0–5000 psig (34474 kPaG).
Generator Lube Oil Reservoir
The generator lube oil reservoir has a 2640-gallon (9995 L) retention capacity (3000 gallon
(11356 L)capacity of mineral lubricating oil). The reservoir is filled via a fill cap and basket
strainer, and may be drained via a 2-inch drain valve. A plate-frame heat exchanger cools the
lube oil before it enters the air-oil separator. The air-oil separator (demister), driven by a 3 -
hp, 400 VAC, 3phase, 50-Hz motor, allows entrained air to escape to the atmosphere while
capturing oil droplets that are drained to the reservoir. Pressure indicator PI-6088 monitors
Pg 3b-16 Rev 1
06/26/2011
reservoir pressure from the top of the reservoir. Demister pressure switch PSH-6089 closes at
–1 inch (-25 mm) of water increasing and activates an alarm.
Level gauge LG-6068, located on the side of the tank, provides for direct observation of oil
levels in the tank. The tank heater is comprised of thermostatically controlled elements HE-
6067A and HE-6067B and switches TC-6077 and TSL-6020. The heaters warm the oil
during cold-weather operation. The control switch energizes the heaters, as required, to
maintain the temperature at 90 F (32 C). Temperature switch TSL-6020 signals the control
system to initiate an alarm when oil temperature drops to 70 F (21 C). Alarm switch LSL-
6001 signals the control system to initiate an alarm and deenergize the lube oil heaters
whenever the oil level drops 12 inches (305 mm) below the flange. Thermometer TI-6014,
scaled 50400 F (10-200 C), measures actual lube oil temperature in the reservoir.
AC Generator Lube Oil Pumps
The control system activates the AC motor, main lube oil pump (Pump A or Pump B) to
provide oil to the generator lube oil system. The standby pump will come on-line should the
main pump fail. The main and standby oil pumps are driven by 18.6 kW (25-hp), 400V,
3phase, 50-Hz, explosion-proof, AC motors. Each pump is designed to deliver 330 gpm
(1249 L/m) of oil. The control system monitors generator speed and lube oil pressures and
temperatures for indications of system malfunction.
Generator Lube Oil Heat Exchanger
The fin-fan heat exchanger assembly is located on the generator lube oil skid. The lube oil
may bypass the coolers if thermostatic control valve TCV-6065 determines the temperature to
be  140 F (60 C). After the lube oil passes through control valve TCV-6065, temperature
indicator TI-6070 measures actual lube oil temperature. This indicator is scaled 0250 F (-
20 – 120 C).
Generator Oil Supply Filter
The oil supply filter assembly is located on the generator lube oil skid. Identical in function
to the turbine lube oil filter, the filter is a duplex, full-flow assembly, featuring two pressure-
balanced filters with replaceable 6-µ, absolute, filter elements. A manual transfer valve
diverts oil flow through one element, allowing the other element to be serviced without
interruption of operation. A differential pressure gauge and switch warn operators of a dirty
filter element. The instruments may be isolated from the system by instrument valves. A
differential pressure-balance valve permits the equalization of pressure across the instruments.
Differential pressure gauge PDI-6007 indicates filter differential pressure in a range of 0–30
psid (0-207 kPaD), and differential pressure switch PDSH-6015 signals the control system to
initiate an alarm if the pressure drop across the oil filter increases to 20 psid (138 kPaD).
Gearbox Lube Oil Operation
After the lube oil has passed through the oil supply filter, it flows through a check valve, then
into the gearbox where it lubricates the gearbox’s four bearings. Temperature elements TE-
Rev 1 Pg 3B-17
06/26/2011
6079, TE-6080, TE-6081, and TE-6082 indicate the temperature of the lube oil inside the
gearbox. Alarms TAH-6079, TAH-6080, TAH-6081, and TAH-6082 signal if the
temperature of the lube oil reaches 225 °F (107 C). A FSLO will be initiated by TAHH-
6079, TAHH-6080, TAHH-6081, and TAHH-6082 if the lube oil reaches 240 °F (116 C).
After the lube oil has passed through the gearbox, it returns to the lube oil reservoir through a
305 mm (12-inch) drain line. Temperature indicator TI-6083, scaled 0250 F (-20 – 120
C), indicates lube oil temperature upstream from the flow indicator. On the
generator/gearbox lube oil skid, the lube oil passes through flow indicator FI-60004 before it
returns to the reservoir.
Pg 3b-18 Rev 1
06/26/2011
MAINTENANCE
Generator Lube Oil System

Refer to Table 4E.1, Equipment Maintenance Schedule, for the recommended inspection
and vendors in manual for the specific corrective actions and additional maintenance details.
Table 4E.1, Equipment Maintenance Schedule

Jacking Oil Donaldson, Weekly ☺Inspect differential visual indicator
Discharge Oil HPK0300B0802NX during operation.
Filter
Lubricating Oil Monthly or 700 Sample and conduct lab
operating hours spectroanalysis (In conjunction with
(Recommend) GT lube oil sample)
Generator Fisher Monthly Check valve for proper operation. If

Lube Oil (Recommend) valve is damaged or fails, replace
Pressure valve.
Contol Valve
Generator Tuthill, 2 Months or 500 ☺Ensure motor is lubricated. When
Lube Oil AC 5C1G-CC hours lubricants are operated at elevated
Pump temperatures, the lubrication
frequency should be increased. Over
greasing can cause excessive bearing
temperatures, lubricant and bearing
failure.
Generator Vickers, 3 Months or 2000 Check for clogging. Remove access
Reservoir 3E8501-01 Hours cover and clean strainer.
Filler Strainer
Hose GEPPLP, Various 3 Months or 2000 Check hoses for damage or aging.
Assemblies Hours Replace if defective.
Generator API Basco 3 months Vent coolers to remove air or vapor
Lube Oil Heat (Recommend) accumulated in the system.
Exchanger
Rev 1 Pg 3B-19
06/26/2011
Table 4E.1, Equipment Maintenance Schedule (Cont)

Generator Inudfil, 6 Months or 4000 ☺Schedule replacement of filter
Lube Oil Filter IDGL-2-320-2"- Hours element every six months or sooner,
CODE 61-06-V- and have ample supply of spare
CSV elements. Replace any defective parts.
(382A5649P0001) Differential pressure devices actuate
when the element needs changing or
because of high fluid viscosity in
"cold start" conditions.
Generator Chromalox, 6 Months or 4000 ☺Check heaters for coatings and
Lube Oil Tank 155-500710-850 Hours corrosion. Clean if necessary. Check
Heater - (382A5597P0001) tank for sediment around the heater
Thermostatical and remove as necessary. Check
ly Controlled heater and tank for accumulated
Heater sludge deposits and remove if
necessary. Inspect for loose or
corroded terminal connections/ends
and tighten and clean as necessary. If
corrosion is found, check box gasket
and replace as necessary. Check
conduit layout to correct conditions
that allow corrosion to enter terminal
housing.
Generator Supplied w/ 6 Months or 4000 ☺Lubricate pump IAW vendor
Lube Oil Pump Generator Hours documentation. Over greasing can
(Att. Pump) (Recommend) cause excessive bearing temperatures,
lubricant and bearing failure.
Generator GE Motors, 7.5 HP 4 Years ☺Lubricate Motor
Lube Oil AC 5KS213RSP226
Pump Motor (377A1000P0001)
Jacking Oil GE Motors, 15hp 1.5 Years ☺Lubricate Motor
Pump Electric 5KS254RSP221
Motor (377A1001P0001)
Generator Dollinger, Annually (more Replace component if damaged or
Reservoir AE-129-660 often if repeated fails.
Air/Oil problems occur)
Separator
Pg 3b-20 Rev 1
06/26/2011
Table 4E.1, Equipment Maintenance Schedule (Cont)

Jacking Oil Donaldson, Annually (more Replace filter on a regular basis and
Discharge Oil HPK0300B0802NX often if repeated replace filter once a year regardless of
Filter problems occur) visual indicator indication.
Generator Amot, Annually (more Replace thermostatic element and
Lube Oil 2"BCSJ-140-02-D often if repeated seals whenever some variation in the
Thermostatic (J00176) problems occur) controlled temperature is noticed.
3-Way Control
Valve
Generator Voith/Eckerle, Annually (more Protect pump from freezing
Jacking Oil IPV-3/3/3/3- often if repeated temperatures. Ensure motor is
Pump 5/5/3.5/3.5/-102 problems occur) lubricated. When lubricants are
(RCN1970A) operated at elevated temperatures, the
lubrication frequency should be
increased. Over greasing can cause
excessive bearing temperatures,
lubricant and bearing failure.
Generator Tedeco, Annually (more Inspect filler cap for missing parts
Lube Oil Tank MF9639LKPSS often if repeated which would prevent cap from sealing
Fill Cap problems occur) and allow water or contaminates to
enter tank. Replace missing parts as
needed.
Generator Fisher Annually (more Check valve stem for leakage. If valve
Lube Oil often if repeated is damaged or fails, replace valve.
Pressure problems occur)
Contol Valve
Generator Magnaloy, Annually (more Inspect coupling. If coupling is
Lube Oil 200 often if repeated defective or fails, replace coupling.
Auxiliary problems occur)
Pump
Coupling
Rev 1 Pg 3B-21
06/26/2011
Pg 3b-22 Rev 1
06/26/2011
HYDRAULIC START SYSTEM
Rev 1 Pg 3C-1
Hydraulic Start System
06/26/2011
Pg 3C-2 Rev 1
06/26/2011
OBJECTIVE
Upon completion of this section the student will have working knowledge of:
 The system components, their location and function.
 Uses of the Hydraulic Start System for Crank and Water Wash Modes.
 Maintenance requirements.
HYDRAULIC START SYSTEM SCREEN
SYSTEM OVERVIEW
The starter drives the gas turbine high pressure (HP) rotor through the accessory gearbox
(AGB) starter drive pad which has a 0.9562 gear ratio to the HP rotor. The starter is
required to crank the gas turbine for starting, water wash, and inlet/exhaust duct purge.
The hydraulic start equipment is located in the auxiliary module and consists of a reservoir,
filters, air-oil heat exchanger, charge pump and motor, a SOV-actuated valve providing
pressurized hydraulic fluid to the variable-displacement main pump, and a hydraulic starter
motor mounted on the turbine auxiliary gearbox (AGB).
The hydraulic starter consists of a variable displacement type hydraulic motor. Piston
stroke controlled by a wobble (swash) plate; displacement is controlled by varying the
angle of the wobble (swash) plate by means of a pressure compensator. The starter is
equipped with an over-running clutch to prevent the motor from being driven by the HP
rotor when the hydraulic supply pressure and flow are reduced to zero.
Rev 1 Pg 3C-3
06/26/2011
Operation
For starting, a minimum pressure drop of 4,200 psi (28,958 kPa) is applied. As starter
speed increases, the flow will increase from 0 to 55 gpm (208 lpm). At 55gpm (208
lpm) flow, an internal pressure compensator in the starter maintains starter inlet
pressure and accelerates the starter while the hydraulic supply system maintains the 55
gpm (208 lpm) flow. When the gas turbine is fired, it will eventually attempt to drive
the starter above its maximum speed. This is referred to as self-sustaining speed. At
this point, an internal over-running clutch allows the gas turbine to continue to
accelerate while the starter continues to run at its maximum speed. The hydraulic
supply system for the hydraulic starter will then be shut down.
If the gas turbine is unfired, such as for purge or compressor cleaning, the starter speed
will approach a steady state speed of 2200 - 2400 RPM, depending upon ambient
conditions.
Torque and Speed Requirements

Required starter output torque is a function of speed, ambient temperature, lube oil
viscosity, power requirements, and desired time to reach idle speed. The starter must be
controlled to prevent exceeding the maximum torque values.
Available coupling shaft output torque from the low pressure turbine (LPT) is a function
of low pressure (LP) and HP rotor speeds. Below 1,000 RPM LP speed the torque remains
roughly constant for a given HP rotor speed.
Pg 3C-4 Rev 1
06/26/2011
The charge pump takes suction from the hydraulic oil reservoir and discharges the hydraulic
oil through a filter to the suction side of the main pump, providing make-up oil to the main
pump for that oil lost through the case drains returning back to the reservoir. The main pump
discharges the oil at 5200 psig (35,853 kPag) at a flow rate of 56 gpm (212 lpm). The oil
from the main pump is piped to the hydraulic starter motor on the accessory gearbox of the
gas turbine.
The hydraulic starter motor, in turn, rotates the HP compressor through a clutch assembly on
the accessory gearbox. Most of the oil from the hydraulic starter motor returns to the suction
side of the main pump after passing through the LP return filter.
Six (6) gpm (23 lpm) of oil from the starter casing drain then flows through a return line to the
thermostatic controlled heat exchanger. In addition to the loss of case drain oil from the starter
motor, an additional 6 gpm (23 lpm) from the main pump case drain is also sent to the heat
exchanger. Prior to entering the heat exchanger the oil passes through the case drain filter.
The cooled oil from the heat exchanger is sent directly to the reservoir.
If a blockage occurs in the heat exchanger, a bypass valve located downstream of the case
drain filter bypasses the oil around the cooler when a differential pressure of 15 psid (105
kPaD) is reached. An additional bypass valve is located on the main pump case drain line that
will bypass the heat exchanger directly to the reservoir at 25 psid (172 kPaD).
Rev 1 Pg 3C-5
06/26/2011
Hydraulic Starter System Facts:

 Drive input power for the hydraulic supply pump is approximately 180-200
horsepower.
 There are no duty cycle limitations on the starter as long as the oil temperature to
the starter is maintained less than 140°F (60°C).
 Engagement of the starter at HP rotor speed (XN25) of 300-1700 RPM must be
avoided to prevent damage to the starter or AGB drive system.
 Nominal starter cutout speed is 4,600 RPM XN25. Minimum acceptable starter
output speed is 4,100 RPM XN25. Maximum acceptable starter output speed is
4,900 RPM XN25.
HYDRAULIC STARTER PUMP AND MOTOR
Pg 3C-6 Rev 1
06/26/2011
COMPONENT DESCRIPTION
AUXILIARY MODULE SKID
Hydraulic Oil Reservoir
The hydraulic oil reservoir is stainless steel.

The reservoir is located in the auxiliary
module and has a 40 gal (151 L) capacity.
The reservoir has local indication of level and
a reservoir heater, which keeps lube oil
temperature in the reservoir to at least 90 F
(32 C). The reservoir also has a level
transmitter, temperature element, and a
suction strainer, which will bypass the
strainer at 3 psid (20.6 kPad), located inside
the reservoir.
The level transmitter will shut down the start system if the reservoir level drops below 6”
from the top.
A temperature element monitors the reservoir temperature and through the control system
activates the following functions:
 Start permissive and alarm at 70 F (21 °C.)decreasing
 Heater on at 90 F (32 °C) decreasing
 Heater off at 100 F (38 °C) decreasing
 Alarm at 180 F (82 °C) increasing
 Shutdown of the starter system at 190 F (87 °C) increasing
Rev 1 Pg 3C-7
06/26/2011
Hydraulic Oil Charge Pump
The charge pump is one of two pumps in the

hydraulic pump assembly. The charge pump
takes suction from the hydraulic oil reservoir
and discharges the hydraulic oil at 350 psig
(2413 kPag) at a flow rate of 12 gpm (45
lpm) to the charge pump filter.
Charge Pump Filter
The charge pump filter is a “spin on” type

single stage filter. The filter has no visual
indicator to show filter condition. The filter
housing has a bypass valve that will open,
bypassing oil around the filter if differential
pressure across the filter reaches 50 psid
(344.6 kPaD).
HYDRAULIC OIL CHARGE/

MAIN PUMP ASSEMBLY
MAIN HYDRAULIC PUMP
Main Hydraulic Oil Pump
The main hydraulic starter pump, located on the auxiliary module, is driven by a three-phase,
constant-speed, 200 horsepower, AC electric motor. The hydraulic starter pump has a variable
swash plate, whose angle is controlled by software logic signals from the turbine control panel
(TCP). The signals are applied to a solenoid operated valve on the hydraulic starter pump
assembly. The hydraulic starter pump supplies hydraulic fluid under high pressure to the
Pg 3C-8 Rev 1
06/26/2011
turbine starter motor. As the hydraulic starter pump’s wobble (swash) plate angle is increased
or decreased, more or less hydraulic fluid under pressure is applied to the pistons in the
turbine starter motor, thereby increasing or decreasing the revolutions per minute (rpm) of the
starter and the turbine engine.
Fluid pressure from the hydraulic starter pump is applied to pistons in the turbine starter
motor causing the motor to rotate.
Hydraulic Oil Cooler
A two pass fin fan type cooler cools the

hydraulic oil. The fan for the cooler is
powered by an electric motor which in turn
rotates a five blade fixed pitch fan assembly.
The electric motor is dual rated 380 / 460

VAC, 50 / 60 Hz design.
The motor operates as a function of the lube

oil tank temperature where the motor is
energized when tank temperature reaches
>104°F. (40° C.) and de-energized when the
temperature decreases to < 95°F.
(35° C.)
Hydraulic Starter Motor
The hydraulic starter motor, located on the

auxiliary gearbox of the LM6000, is driven
by hydraulic fluid under high pressure from
the main hydraulic oil pump. The hydraulic
starter motor has a fixed angle swash plate
with movable pistons. The high-pressure
fluid forces the pistons to move within the
cylinder, causing the motor to rotate.
HYDRAULIC STARTER
MOTOR AND CLUTCH
Rev 1 Pg 3C-9
06/26/2011
Return and Case Drain Oil Filters
The low-pressure return oil filter is a “spin-

on” type dual-stage filter.
The case drain oil filter is a “spin-on” type

single-stage filter.
Both filters have visual indicators to show

filter condition. Both filter housing have a
bypass valve that will open, bypassing oil
around the filter if differential pressure across
the filter reaches 25 psid (172.3 kPad).
RETURN AND CASE DRAIN FILTERS
DIFFERENTIAL PRESS INDICATOR
Lube oil over supply/under will cause clutch flooding or starvation

resulting in clutch failure. On models where the reservoir or
scavenge point for the clutch drain is higher or exerts backpressure
on the drain line, an air inlet is added to properly drain the clutch.
Centrifugal Starting Clutch
In the starting motor output shaft a centrifugal

clutch allows engagement of the starting motor
to the gas turbine generator at the beginning of
the start-up sequence, and disengagement as
soon as the HP runs faster than the starting
motor. At 4500 rpm’s XN 2.5 speed the control
system will signal a shutdown of the hydraulic
start motor. For proper clutch operation, the oil
flow to the clutch should be continuously
controlled to a minimum of .5 qt/minute (.47
L/min) and to a maximum of 1.25 qt/minute
(1.18 L/min). An orifice plate controls this oil
flow. This clutch is also referred to as an
overriding or overrunning clutch.
At standstill of the gas turbine generator and the starting motor, the pawls of the
centrifugal clutch engage in the gear on the starting motor output shaft. Weak plate
Pg 3C-10 Rev 1
06/26/2011
springs push the pawls in the gear teeth. As soon as the starting motor begins to run, it
will drive the HP shaft. The pawls tend to move outwards due to centrifugal force, but as
long as the starting motor supplies torque to the HP rotor, the claws will stay engaged by
friction.
At approximately 4500 rpm the control system will shut down the starting motor. This
will cause the torque to reverse and, immediately, the claws will disengage.
When during the shutdown sequence the gas generator runs down to standstill, the
centrifugal force on the pawls will gradually diminish, allowing the weak springs to bring
the claws to the starting motor gear. As soon as the HP shaft speed is below 300 rpm, the
gas turbine may be started again. The spring force in the clutch then overrides the
centrifugal force of the claws, allowing full engagement of the claws.
Basic SSS Clutch Principle

The initials SSS denote the 'Synchro-Self-Shifting' action of the clutch, whereby the
clutch driving and driven teeth are phased and then automatically shifted axially into
engagement when rotating at precisely the same speed. The clutch disengages as soon as
the input speed slows down relative to the output speed.
The basic operating principle of the SSS clutch can be compared to the action of a nut
screwed onto a bolt. If the bolt rotates with the nut free, the nut will rotate with the bolt. If
the nut is prevented from rotating while the bolt continues to turn, the nut will move in a
straight line along the bolt.
In an SSS clutch the input shaft has helical splines, which

correspond to the thread of the bolt. Mounted on the
helical splines is a sliding component, which simulates
the nut. The sliding component has external clutch teeth
at one end, and external ratchet teeth at the other (see
Figure 1).
When the input shaft rotates, the sliding component

rotates with it until a ratchet tooth contacts the tip of a
pawl on the output clutch ring. This prevents rotation of
the sliding component relative to the output clutch ring,
and aligns the driving and driven clutch teeth (see Figure
1 and Figure 4).
As the input shaft continues to rotate, the sliding com-

ponent moves axially along the helical splines of the
input shaft, moving the clutch driving and driven teeth
smoothly into engagement. During this movement, the
only load taken by the pawl is that required to shift the
lightweight sliding component along the helical splines.
Rev 1 Pg 3C-11
06/26/2011
As the sliding component moves along the input shaft,

the pawl passes out of contact with the ratchet tooth,
allowing the driving teeth to come into flank contact with
the driven teeth and continues the engaging travel (see
Figure 2).
Driving torque from the input shaft will only be

transmitted when the sliding component completes its
travel by contacting an end stop on the input shaft, with
the clutch teeth fully engaged and the pawls unloaded
(see Figure 3). When a nut is screwed against the head
of a bolt, no external thrust is produced. Similarly, when
the sliding component of an SSS clutch reaches its end
stop and the clutch is transmitting driving torque, no
external thrust loads are produced by the helical splines.
If the speed of the input shaft is reduced relative to the

output shaft, the torque on the helical splines will
reverse.
This causes the sliding component to return to the disengaged position and the clutch will
overrun. At high overrunning speeds, pawl ratcheting is prevented by a combination of
entrifugal and hydrodynamic effects acting on the pawls. The basic SSS clutch can operate
continuously engaged or overrunning at maximum speed without wear occurring.
Pg 3C-12 Rev 1
06/26/2011
Rev 1 Pg 3C-13
06/26/2011
Maintenance
Refer to Table 4D.1, Equipment Maintenance Schedule, for the recommended inspection
and vendors in Section 6 of this manual for the specific corrective actions and additional
Table 4D.1, Equipment Maintenance Schedule

Components Vendor & Maintenance Remarks
Hydraulic NA Weekly Check oil level and check system
Reservoir for leaks
Hydraulic GE Motors, 3 Months or 2000 Monitor oil temperature.
Starter Motor 5KE445SFC121 Hours Relubricate bearing (see placard
(377A1012P0001) with precise instructions at the
pressure-feed lubrication
nipples). Renew grease in the
bearings.
Hydraulic Sauer-Sundstrand, 3 Months or 2000 Check hoses for damage or
Pump SOV 90R130KC1NN80L Hours aging. Replace if defective.
Actuated 4F1F03
GBA36421024
(382A9258P0001)
Low Pressure Donaldson, 3 Months or 2000 Check visual indicators on both
Return Filter, HMK 25-04 Hours sides of filters. If indicator is
Case Drain activated, replace filter element.
Filters, Replace filter on a regular basis
Charge Pump and replace filter once a year
Filter regardless of visual indicator
indication.
Oil Tank Fill Magnaloy, 3 Months or 2000 Replace or clean filler/ breather
Cap FB-A008X Hours filter routinely.
Hydraulic Marvel, 3 Months or 2000 Check and clean when suction
Pump Suction 450M200 Hours PDT alarm activates. Remove
Strainer and clean during the tank and
heater inspection.
Hose GEPLPP, Various 3 Months or 2000 Check hoses for damage or
Assemblies Hours aging. Replace if defective.
Pg 3C-14 Rev 1
06/26/2011
Table 4D.1, Equipment Maintenance Schedule (Cont)

Hydraulic Sauer-Sundstrand, 6 Months or Keep both interior and exterior of the
Starter Motor 5115005 4000 Hours motor free from dirt, water, oil, and
Assembly grease. Motors operating in dirty
places should be periodically
disassembled and thoroughly
cleaned. Check to see that the
bearings are in good condition and
operating properly. Check to see that
there is no mechanical obstruction to
prevent rotation in the motor or in
the driven load. Check to see that the
air gas is uniform. Check to see that
all bolts and nuts are tightened
securely. Check to see that there is a
proper connection to the drive
machine or that the load has been
made.
Reservoir Chromalox, 6 Months or Check for coating and corrosion and
Heater and 156-500541-585 4000 Hours clean if necessary.
Thermostat (382A5596P0001)
Charge Pump Donaldson, Annually (more Replace filter on a regular basis and
Filter Element P16-5332 often if repeated replace filter once a year regardless
problems occur) of visual indicator indication.
Clutch Drain Streamflo Strainers, Annually (more Replace missing parts as necessary.
Return Strainer 377A7898P0001 often if repeated Inspect flange seal area for leakage.
problems occur) If leaking replace O-ring.
Case Drain Donaldson, Annually (more Replace filter on a regular basis and
Return Filter HMK 05-04 often if repeated replace filter once a year regardless
problems occur) of visual indicator indication.
Hydraulic Hayden, Annually (more Check fan blades, check V-bolt
Starter Oil 377A6812P0001 often if repeated drives, lubricate fan motor bearings,
Cooler problems occur) consult troubleshooting guide for
excess vibration or noise, tighten all
bolts and set screws.
Rev 1 Pg 3C-15
06/26/2011
Table 4D.1, Equipment Maintenance Schedule (Cont)

Oil Reservoir GEPPLP, None Required Keep reservoir clean. Check for
724979 leaks. Tighten any leaking
connections while the system is
not under pressure. Replace any
defective seal & gaskets. Check
hydraulic hoses for damage or
aging. When installing
replacements, be certain that the
hoses are clean & connected
properly. Check the reservoir
daily for proper fluid level, the
presence of water, and rancid
fluid odor. Change fluid & filter:
Sealed type reservoir: 2000 hrs.
Breather type reservoir: 500 hrs.
Pg 3C-16 Rev 1
06/26/2011
VARIABLE GEOMETRY OIL

(VGO) SYSTEM
DWG XXX244
Rev 1 Pg 3A-1
VGO System
06/26/2011
Pg 3A-2 Rev 1
VGO System
06/26/2011
OBJECTIVE
 Understand the purpose of and be familiar with the major components of the Variable
Geometry Oil System.
 Have detailed knowledge of the flow, start-up, operation, and shut-down of the
Variable Geometry Oil System.
 Know requirements for basic trouble-shooting and regular maintenance of the
Variable Geometry Oil System
VG (VARIABLE GEOMETRY) SYSTEM

The Variable Geometry (VG) system controls the volume of air flow through the Low
Pressure Compressor (LPC) and the High Pressure Compressor (HPC). Controlling the
volume of air increases engine efficiency and prevents compressor stall.
The hydraulic medium utilized in the VG system is synthetic lube oil supplied by the turbine
lubricating system. The VG pump takes suction from the discharge side of the synthetic
lubricating oil supply filters. The VG system consists of:
 VG hydraulic pump and filter
Rev 1 Pg 3A-3
VGO System
06/26/2011
 Hydraulic Control Unit (HCU) which houses torque motors which position hydraulic
servos for porting fluid at regulated pressure to the actuators
 Two VSV actuators, six VBV actuators, two VIGV actuators (optional)
Positioning of the VIGV’s, VBV’s and the VSV’s are scheduled by the turbine control
system. The control system provides electrical inputs to three separate servo valves in the
Hydraulic Control Unit (HCU). Position feedback is provided by hydraulic actuators
equipped with Linear Voltage Differential Transformer (LVDT). The operator can monitor
both the control system demand setting and the feedback from the LVDT’s.
VARIABLE GEOMETRY PUMP

Oil is pressure fed to the VG pump inlet, and the VG pump in turn raises the oil pressure to
the required servo pressure for the VG system as well as boosting the inlet pressure for the
hydraulic actuators.
The VG pump is stud-mounted to the

forward right hand face (ALF) of the
Accessory Gearbox (AGB). The VG
pump utilizes an O-ring seal, eight studs
and has a dowel pin for alignment with an
AGB splined drive shaft.
The forward face of the pump assembly

has a polished face with eight studs for
the mounting of the Hydraulic Control
Unit (HCU).
The VG pump is a fixed displacement

pump.
Oil is carried around the housing in a
chamber formed between the teeth and
side plates. Oil is forced out of the
pressure port as teeth go back into mesh.
The pump has an internal bypass valve
that cracks at 1,400 psig (9653 kPaG).
The VG pump bypass flow is the same as
inlet flow (17 gpm / 64.4 L). The bypass
flow goes directly to the supply line of
the off-engine synthetic lube oil supply
filters.
Pg 3A-4 Rev 1
VGO System
06/26/2011
HYDRAULIC CONTROL UNIT
The HCU is an assembly comprised of a dual pressure regulator, three electro-hydraulic

torque motor servo valves, and mounting provision for the VG hydraulic filter.
The unit consists of a regulator block and valve block.
The regulator block contains:

 Two relief valve type pressure regulators which control supply pressure to the VBV,
VSV and VIGV torque motor servo valves.
 A pressure dropping orifice between the two regulators which controls flow to the
lower pressure VSV / VIGV system.
 Provision to mount the hydraulic filter located upstream of the regulators.
 Mounting provisions for the supply and return interface ports to the VG hydraulic
supply pump.
The valve block contains the torque motor servo valves.

 One servo valve controls the position of the six VBV actuators.
 The second servo valve controls the position of the two VIGV actuators.
 The third servo valve controls the position of the two VSV actuators.
Rev 1 Pg 3A-5
VGO System
06/26/2011
Standard Metric
Pump Internal Relief Valve 1400 psid 9653 kPaD
Relief / Bypass Valve 1200 psid 8273 kPaD
Dropping Orifice 750 psid 5171 kPaD
Relief Valve 750 psid 5171 kPaD
Pressure Regulator Manifold

The pressure regulator manifold includes two two-stage pressure regulators with a dropping
orifice between them.
 The first regulator sets the oil pressure in one system to a nominal level of 1200 PSI
(8273 kPa) above return pressure.
 The second regulator sets the pressure in the other system to a nominal level of 750
PSI (5171 kPa) above return pressure.
 Return pressure normally is about 60 PSIG (413.7kPa ). Approximately 15 GPM
(65.8L) is passed through the dropping orifice from the 1200 PSI (8273 kPa) system to
the 750 PSI (5171 kPa) system.
There is approximately 23 GPM (87.1 L) of oil available in the 1200 PSI (8273 kPa) system
and 15 GPM (65.8L) available in the 750 PSI (5171 kPa) system. The oil not used by the
servo-valve(s) from each system is bypassed by the respective pressure regulator to the low-
pressure return. The pressure regulator manifold provides a mounting location for the
hydraulic filter.
Pg 3A-6 Rev 1
VGO System
06/26/2011
Torque Motor
The electro-hydraulic servo valves (EHSV) for each VG subsystem receive electrical position
demand signals from the turbine control system. The resulting deflection of the armatures
serves to position spool valves porting high pressure oil to each of the associated subsystems
actuators.
 One servo valve controls the position of the six VBV actuators.
 The second servo valve controls the position of the two VIGV actuators.
 The third servo valve controls the position of the two VSV actuators.
The spool valves direct supply and return oil flow to/from each of the subsystem's actuators.
Return oil is ported to the HCU bypass return flow.
Servo-Valve Assembly
The servo-valve assembly consists of three separate two stage servo-valves. Each servo-valve
independently controls the flow of oil to one variable-geometry system of the turbine as a
function of the input current signal from the turbine control system.
Each servo-valve is composed of a torque-motor servo-valve (TMSV) and a spring-loaded

pilot valve. The torque-motor servo-valve provides a differential pressure signal (that is
proportional to input current from the electronic control) to the ends of the pilot valve. The
pilot valve then moves a distance approximately proportional to the differential-pressure
signal; this opens the control ports and directs oil to and from the rod and head cavities of the
turbine-mounted actuators.
The current range of the typical torque motor is -80 to 120mA. A current signal of 20mA is
required to overcome the force of the spring and position the spool valve at its null position.
Hence, 20mA is referred to as the Null Current.
Due to the force applied to the spool valve by the springs, a 0mA signal will cause the servo
to move the actuator to move to one end of its stroke. The variable geometry systems are
typically configured such that in the event of a control system or wiring fault, the actuators are
driven to their “safe” position.
Torque motors are typically wound with two

identical coils. In normal operation with a
simplex control system, the coils operate
together, wired in parallel. The current
divides equally between the coils and they
share the load. However, each coil is capable
of carrying full current and moving the spool
valve in the event of the failure of one coil.
Servo Coils in Parallel
Rev 1 Pg 3A-7
VGO System
06/26/2011
During operation, high pressure oil (yellow) is ported to each end of the spool valve (A & B)
and to the control ports in the center of the spool valve (C). The deflector is in the null
position which ports oil to both ends of the spool valve (A & B), centering and creating a
hydraulic lock on each end of the spring loaded spool valve assembly. (Springs not shown)
To reposition the actuator, the turbine control system energizes the coils causing the torque
motor armature to deflect, resulting in the deflector assembly porting oil from the “rod end”
(B) of the spool valve to the oil return line. The higher oil pressure on the “Head End” (A) of
the spool valve overcomes the spring pressure causing the spool valve to shift, aligning high
pressure oil (C) to be ported to the head end of the actuator (D). The rod end of the actuator
(E) is ported to the return oil line. When the actuator reaches the required position the turbine
control system signals the coil to return the deflector to the null position, allowing high
pressure oil to both ends of the spool valve. This result in the spool valve re-centering, closing
all ports (A, B and C) and creating a hydraulic lock holding the actuators in their current
position.
Pg 3A-8 Rev 1
VGO System
06/26/2011
To move the actuator the opposite direction, the turbine control system applies a signal with
an opposite polarity to the coil and the system works as described above on the “rod end” of
the spool valve assembly.
Hydraulic Filter
The HCU provides an external mounting/
point for the VG hydraulic filter. The
HCU/filter mounting flange has four
bolts and two slots.
All hydraulic flow entering the HCU

shall pass through this filter prior to
passing to the pressure regulating
components within the HCU.
The filter is on-site replaceable. It is

secured to the HCU by six bolts. There is
a reusable metal gasket and viton inserts
for a seal.
The filter will bypass at 20 psig. When in clogging conditions, the pressure differential acting
upon the belvalve washer causes it to “oilcan” to the bypass position, allowing unfiltered lube
oil to pass. This is, of course, an undesirable condition and wherever possible it is suggested
the operator reduce power or shut down the gas turbine to avoid contaminating the entire
system.
Rev 1 Pg 3A-9
VGO System
06/26/2011
ACTUATORS
The linear actuators for each variable-geometry system are mounted on the turbine
compressors and compressor front frame. Linear variable differential transformers (LVDT’s)
on the actuators provide position- feedback information to the control system.
Variable Stator Vane Actuators

There are two variable stator vane
(VSV) actuators. The actuators
are double-acting hydraulic
cylinder-piston type actuators.
The HCU pressures one side of
the piston and vents the opposite
side to position the VSV’s. Both
actuators are LVDT equipped.
Variable Bypass Valve (VBV)

Actuators
There are six variable bypass
valve (VBV) actuators. The
actuators are double-acting
hydraulic cylinder-piston type
actuators. The HCU pressures
one side of the piston and vents
the opposite side to position the
VBV’s. Two of the six actuators
are LVDT equipped.
Variable Inlet Guide Vane Actuators (Optional)

There are two variable inlet guide vane (VIGV) actuators. The actuators are double-acting
hydraulic cylinder-piston type actuators. The HCU pressures one side of the piston and vents
the opposite side to position the VIGVs. Both actuators are LVDT equipped.
Pg 3A-10 Rev 1
VGO System
06/26/2011
TYPICAL ACTUATOR ASSEMBLIES
Variable Inlet Guide Vane
The VIGV assembly provides a variable

geometry inlet for the low pressure
compressor (LPC) module. It allows flow
modulation at partial power, resulting in
increased engine efficiency. At low
compressor speed the IGV’s are kept in the
minimum position in order to limit the
airflow through both the LPC and the HPC.
The VIGV assembly outer case is bolted to

the LPC stator forward flange.
Two hydraulic actuators (3 and 9 o’clock)

operate the variable IGV’s for the LPC.
VIGV’s allow flow modulation at partial

power, resulting in increased engine
Variable Inlet Guide Vane
efficiency.
 System consists of 43 stationary leading edge vanes and variable trailing flaps.
 The variable flaps can be rotated from -10 degrees open to +60 degrees closed.
Rev 1 Pg 3A-11
VGO System
06/26/2011
 Normal engine operation is approximately -5 degrees open (full power) to +35 degrees
closed (idle power).
 VIGV actuator position is based on LPC inlet temperature (T2) and high pressure
compressor (HPC) discharge static pressure, (PS3) corrected to gas turbine inlet
pressure conditions (P0).
 The control shall also monitor the position error, that is, the difference between
demanded position and the actuator position, such that if it exceeds the error tolerance,
then the control system will generate an alarm. If the error tolerance gets to large the
unit will be shutdown.
Variable Bypass Valve (VBV) System
The VBV system is located on the

compressor front frame assembly and is
used to vent LPC discharge air overboard
through the LPC bleed air collector in
order to maintain HPC stall margin during
starting, partial power operation, and large
power transients.
The VBV’s shall be closed as the HP rotor

coasts to a stop after shut-down.
The VBV system consists of:

 12 variable-position bypass valves, six VBV actuators (two with LVDTs), six actuator
bellcranks, 12 VBV bellcranks, and an actuation ring.
 The actuators are located at the 1:00, 3:00, 5:00, 7:00, 9:00, and 11:00 o’clock
positions on the compressor front frame. The six actuators are positioned with one
VBV on each side of each actuator. The actuators, actuation ring and VBVs are
mechanically linked by bellcranks and pushrods. The actuators position the actuation
ring, which opens and closes the VBV’s.
 The 5:00 and 11:00 o’clock actuators are equipped with integral LVDTs for position
feedback.
VBV actuator scheduling during operation shall be a function of XN2.5 corrected to T2.
The control shall also monitor the position error, that is, the difference between demanded
position and the actual position.
The control shall also monitor the position error, that is, the difference between demanded
position and the actuator position, such that if it exceeds the error tolerance, then the control
system will generate an alarm. If the error tolerance gets to large the unit will be shutdown.
Pg 3A-12 Rev 1
VGO System
06/26/2011
Variable Stator Vane (VSV) System
The VSV system consists of two VSV actuators and levers, actuation rings, and linkages for
each VSV stage.
The VSV system has two hydraulic actuators, located at the 3:00 and 9:00 o’clock position.
Each actuator is equipped with an integral LVDT for position feedback.
IGV and VSV stages 1 through 5 (for a total of six VSV stages) are installed to the
compressor stator cases by an assembly of bushings, spacers, and lever arms which permits
the vanes to be rotated on their longitudinal axis.
Actuator lever: two per engine, one on left side and one on right side. The aft ends pivot from
actuation lever mount brackets bolted on the compressor case at the 10th stage region. The
forward end of the lever terminates in a pin which inserts through the end rod bearing of the
hydraulic actuator. The actuator drives the lever in the vertical plane.
The VSV actuator position shall be a function of HP rotor speed (XN2.5) corrected to HP
compressor inlet temperature (T2.5). The control shall also monitor the position error, that is,
the difference between demanded position and the actual position.
 The control shall also monitor the position error, that is, the difference between
demanded position and the actuator position, such that if it exceeds the error tolerance,
then the control system will generate an alarm. If the error tolerance gets to large the
unit will be shutdown.
Rev 1 Pg 3A-13
VGO System
06/26/2011
The VSV system has a number of natural wear points that must be inspectedon a regular
basis. By keeping the system in good physical condition, accurate positioning of the vanes is
possible. Misadjusted or worn vanes or worn vane bushings can cause a significant increase
in the cyclic loading imparted on the rotating blades in the compressor. Wear can be
drastically accelerated by allowing the external surfaces to become dirty and/or oily over
time. This mixture combines to form a paste very similar to lapping compound.
Consequently, each time the system cycles the wear surfaces are “lapped” and clearances
increase at an ever accelerating rate. External surfaces can be cleaned following GEK Work
Package 4011.
Thrust Balance Valve (Optional)
The Thrust Balance Valve (TBV) for

the turbine must be mounted off-
turbine, which requires connection for
bleed air lines, hydraulic lines
(received from HCU), electrical control
connection, as well as the drain fitting.
Cavity pressure is monitored using two
transducers connected to a single fitting
on top of the turbine frame. The VG
hydraulic control unit (HCU) provides
high pressure hydraulic fluid to the
thrust balance valve for actuation. The electro-hydraulic servo is located in the thrust balance
valve, not in the HCU
For units not utilizing the thrust balance valve, an orifice plate will replace the TBV. Whereas
the TBV automatically modulated the 11th stage airflow to the thrust balance piston, the
orifice plate requires manual calculation as to the diameter of orifice that is required.
Pressure in the turbine balance piston can be monitored by the operator on the “Turbine
Engine Overview” HMI screen. This pressure is labeled on the HMI as “PTB” – Pressure
Turbine Balance.
Pg 3A-14 Rev 1
VGO System
06/26/2011
Rev 1 Pg 3A-15
VGO System
06/26/2011
Pg 3A-16 Rev 1
VGO System
06/26/2011
FUEL SYSTEM
Rev 1 Pg 3E-1
Dual Fuel System
06/26/2011
Pg 3E-2 Rev 1
Dual Fuel System
06/26/2011
Dual Fuel System Screen
GAS FUEL SYSTEM OVERVIEW

The LM6000 engine allows the customer the option to operate on either a gas fuel or liquid
fuel system. The turbine control system meters the customer-supplied fuels to the turbine
combustor through the fuel manifolds and 30 dual-fuel nozzles. Gas and liquid fuel must
meet General Electric fuel quality requirements.
The gas fuel system contains piping, valves, a gas manifold connected to 30 fuel nozzles, and
control and monitoring instrumentation.
The fuel gas system provides fuel gas in sufficient amounts to run the LM6000 through the
full scale of operations.
The fuel gas enters the enclosure base at the following conditions:
 430 MMBtu/hr Max.
 250F (121C) Max.
 687.5  32.5 Psig (4740  224 kPag)
 Filtered to 3 micron
Rev 1 Pg 3E-3
Dual Fuel System
06/26/2011
GAS FUEL SYSTEM – DUPLEX COALESCER SKID
GAS FUEL DUPLEX COALESCING FILTER SKID

Any accumulations of moisture left in the fuel could have detrimental effects on the gas turbine's
sensitive fuel control. The duplex coalescer filter provided is necessary to remove any remaining
water and sediment prior to entering the turbine.
One duplex coalescer filter is supplied with each GTG unit. Each filter tower is split into two
compartments; coalescer and sump. The coalescing filter separates water from the fuel and traps
sediment prior to entering the turbine gas fuel system. The sump collects and drains off water
separated by the coalescer.
Each tower is equipped at the coalescer and sump with level transmitter, level indicators, and
manual drains. The filters assembly also incorporates a pressure differential transmitter. This
Pg 3E-4 Rev 1
Dual Fuel System
06/26/2011
transmitter will alarm should the differential pressure between the inlet and outlet of the filter,
suggesting a high level of moisture or contaminants in the filter, reach a predetermined setpoint.
Should the operator receive this alarm, the filters should be switched and the coalescer elements
replaced. The operator can monitor levels at the sump and coalescer locally by checking level
indicator. Coalescer and sump levels can also be monitored at the TCP.
One filter separator (tower) remains on-line while the other remains off-line as a backup. The
filters are operated independently allowing the off-line filter to be placed out of service for
cleaning without disrupting operations.
Filter Separator Operation

Fuel being delivered from a gas compressor or a system reducing valve is piped to the coalescer
assembly. Gas is directed into one of the two filter separators (towers) after passing through a
manual isolation valve. Each filter assembly (tower) is comprised of two compartments
consisting of a coalescer and sump sub-assembly.
Each sub-assembly is equipped with a remote level transmitter and local level indicator for
monitoring. In addition; a differential pressure transmitter monitors the cleanliness of the on-line
separator and will activate an alarm in differential pressure reaches 25 psid (172 kPaD). Each
sub-assembly is equipped with a manual isolation condensate drain valve which allows for
draining the condensate from each individual assembly.
Each filter assembly is equipped with a pressure safety valve that is set to lift (open) if pressure
reaches 750 psig (5171 kPaG) and vents to atmosphere to protect the vessel from over
pressurization. A manual vent valve is provided to depressurize the separator for maintenance.
Discharge from the filter separator is piped to the gas turbine enclosure after passing through a
pneumatic actuated fuel shutoff valve. A pneumatic actuated vent valve will depressurize the
system when actuated.
Rev 1 Pg 3E-5
Dual Fuel System
06/26/2011
GAS FUEL SYSTEM – GT ENCLOSURE
FUEL GAS SYSTEM

Fuel gas coming from the duplex coalescer filter has been filtered to 3 microns. Fuel gas enters
the gas turbine enclosure through a manual isolation valve. Downstream of the isolation valve is
a Y-type strainer to remove any large particulate contamination from the gas. Located after the
strainer, a fuel flow transmitter monitors and transmits a signal to the turbine control system for
fuel scheduling.
A manual vent valve is located downstream of the flow transmitter to depressurize the piping
for maintenance.
Block and Bleed Valves

Located in the main fuel piping are two block valves and a vent valve. These are referred to as
a double block and bleed type system. During shutdown of the system the two block valves
will close to isolate the system and a vent valve will open, depressurizing the piping between
the two block valves.
The block valves are electronically operated, pneumatically actuated by fuel gas that has been
pressure reduced to 40 psig (276 kPaG). To open the block valve, a signal from the TCP will
electronically shift a 3-way solenoid valve that will port fuel gas to the block valve. Fuel gas
will overcome the block valve actuation spring pressure (holding the block valve closed),
opening the valve.
In order to close the block valve, a signal from the TCP will electronically shift the 3-way
solenoid valve to vent to atmosphere the fuel gas holding the block valve open. The actuation
spring located in the block valve will force the valve closed.
Pg 3E-6 Rev 1
Dual Fuel System
06/26/2011
Fuel Control Valve

Located between the block valves is the fuel control valve. The control valve receives a signal
from the fuel control to meter the proper amount of fuel gas to the turbine.
The fuel-metering valve is a rotary sleeve-and-shoe throttling valve. The metering port area is
determined by input shaft positioning from the actuator. The valve is spring-loaded to the
minimum fuel direction, so that loss of signal and loss of power situations will cause a fuel
shutdown. The rotary fuel-metering valve actuator is an electro-hydraulic proportional
device. In the actuator, a torque motor servo-valve is actuated by a rotary servo motor
through a precision gear assembly. The valve position demand signal from the fuel control in
the TCP is converted to high-current motor drive signal by the digital drive module. Rotary
position feedback is provided by dual non-contact, electro-magnetic resolvers, mounted on the
actuator shaft.
CDP Purge
On the discharge side of the downstream block valve, fuel gas passes through a check valve
then to the 30 fuel nozzles in the gas turbine combustor. The CDP purge line ties into the
system between the check valve and the fuel nozzles a purge line.
CDP purge air is used in dual fuel systems to prevent coking of the gas fuel nozzles caused by
heat during liquid fuel operation and prevent the combustion flame from backing into the fuel
gas manifold.
Rev 1 Pg 3E-7
Dual Fuel System
06/26/2011
CDP PURGE SYSTEM
COMPRESSOR DISCHARGE PRESSURE (CDP) PURGE SYSTEM

When operating on liquid fuel, the gas manifold must be continuously purged with
compressor discharge pressure (CDP) bleed air. A portion of the compressor discharge
pressure air is bled from CDP ports (14th stage HP compressor discharge) at engine
connection and run through the gas manifold. The purge system is necessary to prevent the
combustion flame from backing into the fuel gas manifold and to prevent coking of the feeder
tubes and gas fuel nozzles.
Flow of the CDP purge air is controlled by three air-actuated valves arranged in a “double
block & bleed system” configuration. Two normally closed valves are in series with the CDP
purge airflow. Between these valves is a normally open vent valve.
To admit CDP purge to the natural gas manifold, the TCP energizes three 3-way solenoid
valves. These valves admit pilot air (customer supplied instrument air) to open the two block
valves and close the vent valve. When the signal from the TCP is removed, then the two
block valves close and the vent valve reopens, securing the CDP purge.
Pg 3E-8 Rev 1
Dual Fuel System
06/26/2011
The purge system requires special sequencing at the time of fuel transfer to prevent auto
ignition in the gas system. At the time of transfer from gas to liquid, before opening the purge
valves, the gas turbine should be powered down to reduce T3 to no greater then 750 F
(399 C). When transferring from liquid back to gas fuel the sequencing should similarly
include a power reduction step to reduce the air temperature to below 750 F (399 C) before
introducing natural gas into the manifold containing hot air. As an option, if transfer at full
load is required then a heat exchanger must be installed in the CDP bleed line to reduce the
T3 temperature to no greater than 750 F (399 F).
CDP PURGE SCREEN
Dual Fuel Screen
Rev 1 Pg 3E-9
Dual Fuel System
06/26/2011
FUEL GAS SYSTEM COMPONENT DESCRIPTION
Fuel Gas Strainer

The fuel gas strainer stops any “large”
contamination from reaching the rest of the
fuel system. This is sometimes referred to
as the “last chance strainer.”
FUEL GAS FLOW METER

The fuel gas flow meter is a vortex
shedding type with a remote converter.
The flow meter sends a signal of total fuel
flow to the turbine control panel (TCP).
FUEL GAS SHUTOFF VALVES (2)

Since both the upstream and downstream
shutoff valves are the same type of valve,
the following describes the operation and
function of both valves.
The fuel gas shutoff valves are normally

closed, fuel gas pressure-to-open type
valves. During the start sequence, the shut
off valves are ordered open by the TCP.
This allows fuel gas to flow to the fuel
control valve and to the gas turbine.
During a shutdown, the valves are ordered closed, which stops the flow of fuel gas to the gas
turbine. These valves are fast-acting shutoff valves and should go from fully open to fully
closed in approximately 100 ms.
Pg 3E-10 Rev 1
Dual Fuel System
06/26/2011
FUEL GAS VENT VALVE

The fuel gas vent valve is a failed open type
solenoid valve. This valve works with the
fuel gas shutoff valves. When the fuel gas
shutoff valves are closed, the vent valve is
open, venting the piping between the shutoff
valves to a safe area. When the shutoff
valves open, the vent valve closes.
CDP PURGE VALVES
CDP Purge System

When operating on liquid, the gas manifold must be continuously purged with compressor
discharge pressure (CDP) bleed air. A portion of the compressor discharge pressure air is bled
from CDP ports (14th stage HP compressor discharge) at engine connection and run through
the gas manifold. The purge system is necessary to prevent the combustion flame from
backing into the fuel gas manifold and to prevent coking of the feeder tubes and gas fuel
nozzles.
FLOW CONTROL VALVES

 The flow control valves are solenoid operated pneumatically controlled type valves
and are a fail closed, normally closed, 24 VDC-to-open.
VENT VALVE
 The flow vent valve is a solenoid operated pneumatically controlled type valve and is
a fail open, normally open, 24 VDC-to-close.
Rev 1 Pg 3E-11
Dual Fuel System
06/26/2011
Fuel Nozzle
There are 30 fuel nozzles provided with the LM6000 engine. These nozzles work on turbines
configured with single fuel systems (gas or liquid) and duel fuel system as purchased by the
customer. They also allow for the injection of demineralized water for NOx suppression.
Mounting Gas Fuel

Flange
Primary
Liquid
Fuel Secondary Liquid
Fuel & NOx
Duel Fuel Nozzle Water Injection
Liquid Fuel/Water
Combustion
Air
Gas fuel
Fuel Nozzle Tip
Pg 3E-12 Rev 1
Dual Fuel System
06/26/2011
3103 Gas Valve and EM35MR1 Electric Actuator
3103 GAS VALVE AND EM35 ELECTRIC ACTUATOR DESCRIPTION.

Gas Fuel Valve Overview
The EM35MR1 electric actuator is used to drive a 3103 gas valve, closed loop to position demand.
Position feedback is provided by a resolver connected to the valve metering sleeve. Closed loop
position control is accomplished through an EM 24V Digital Driver. Having the feedback on the valve
allows the motor assembly to be repaired or changed in the field without the loss of valve calibration.
3103 Gas Valve

The 3103 Gas Valve is a stainless steel valve capable of metering gas flow between 50 and 40 000
pph. The valve is designed to bolt into a 2 inch (51 mm) line by means of tapped holes. The valve
design is a rotary metering sleeve and a shoe-type throttling valve. The valve shoe is spring- and
pressure-loaded against the metering port to minimize leakage and to self-clean the metering port.
Metering port area is determined by input shaft positioning from the actuator. The valve has an
internal spring to return the valve to the minimum fuel position in the event of a power loss to the
actuator.
The 3103 valve has redundant seals on all dynamic sealing surfaces. Between these two seals is an
overboard vent which vents any gasses that may leak past the first seal to safe vent location. The use
of an inner-seal vent prevents the second dynamic seal from seeing any differential pressure and thus
offers protection against the leakage of gasses from the valve into the surrounding ambient
atmosphere.
The valve design incorporates an inlet guide tube to condition the inlet flow and to direct any gas
contaminants through the metering port, minimizing any accumulation in the valve housing. The
Rev 1 Pg 3E-13
Dual Fuel System
06/26/2011
metering sleeve support bearings are positively sealed from the gas. Internal valve parts are made of
through-hardened stainless steel.
CAUTION
The valve has mechanical stop screws installed in the valve flange.
The customer must not adjust these stops. If these stops interfere with
the valve operating region or the electrical stops, it will cause the EM35
driver to trip out on over current.
EM35MR1 Actuator
The EM35MR1 actuator is an all-electric actuator designed for use in industrial gas turbine control
applications. The EM35MR1 actuator consists of a high performance brushless servomotor and a
precision planetary gearbox with two resolver-type shaft position sensors. All stator windings are
completely sealed. The use of a high efficiency gearbox facilitates high servo system bandwidth. The
motor has its own resolver providing motor rotor position feedback, and the other resolver(s) provides
accurate output shaft position feedback. The actuator also has a slip clutch to allow full speed impact
into optional external rigid mechanical stops. The motor assembly is housed in a cast aluminum
explosion proof housing. A thermal potting compound is used to transfer waste heat generated by the
motor, to the cast, explosion-proof housing and out to the ambient environment. The motor output
shaft is directly coupled to the valve input shaft through the use of a stainless steel torsional coupling.
Resolver
Position feedback is accomplished using a highly accurate brushless resolver(s). The resolver is
directly coupled to the valve metering shaft through use of a stainless steel bellows and is housed in an
explosion proof enclosure. The resolver receives its excitation from the EM driver. The EM driver
uses a resolver to digital converter to determine valve position using the output voltages from the
resolver's two secondary windings. Resolver accuracy is ±0.05°.
From the fuel gas control valve the fuel gas flows to the downstream shutoff valve, to the fuel
gas manifold and then to one of the thirty fuel nozzles.
Pg 3E-14 Rev 1
Dual Fuel System
06/26/2011
DETAILED SYSTEM DESCRIPTION - GAS FUEL
Gas Fuel Operation
Refer to the above illustration for the following description. Call-out numbers in parenthesis
correspond to this illustration only and not to GE F&ID.
Customer-supplied, prefiltered gas fuel flows at 430 MMBtu/hr (max) at pressures of 675–
720 psig (4654 – 4964 kPaG) at 250 °F (121 °C) (max) through an isolation ball valve (1) that
is locked open during normal operation to the duplex fuel filter assembly (2). Level
transmitters (3) LT-2118, LT-2119, LT-2123, and LT-2124 monitor gas liquid levels removed
by the filter. Pressure relief valves PSV-2117 and PSV-2122 (4) are set to open to vent high-
pressure gas when pressures reach 750 psig (5171 kPaG) increasing in the filter assembly.
After the gas fuel flows through the filter, it enters the fuel shutoff valve, solenoid operated
valve SOV-2060 (6). Upstream from SOV-2060, pressure differential transmitter PDT-2063
(5) monitors filter differential pressure and activates an alarm when pressure reaches 25 psid
(172 kPaD) increasing. After the gas fuel flows through SOV-2060, it enters the fuel vent
valve, solenoid operated valve SOV-2061 (7), before leaving the gas fuel filter skid at
customer connection [125] to the main gas turbine enclosure.
Rev 1 Pg 3E-15
Dual Fuel System
06/26/2011
Pg 3E-16 Rev 1
Dual Fuel System
06/26/2011
Fuel from the gas fuel filter skid flows to the main skid at customer connection [10] at 430
MMBtu/hr, (max) at pressures of 655–720 psig (4654-4964 kPaG) at 250 °F (121°C) (max)
through a locked-open ball valve (8). A 100-mesh, Y-type strainer removes any large,
entrained particles. Flow transmitter FT-2000 (9) sends information the TCP. Pressure- and
temperature-compensated flow provides an accurate record of the amount of gas fuel used.
Pressure transmitters (10) monitor the fuel supply pressure and through the control system
activate low and high alarms if pressure reaches 600 psig (4137 kPaG) decreasing and/or 700
psig (4826 kPaG) increasing. If line pressure reaches 720 psig (5171 kPaG) increasing, a
FSWM shutdown is activated. Downstream from PT-2027A and PT-2027B, temperature
elements TE-2032A1 and TE-2032A2 (11) measure line temperature and activate an alarm if
the temperature reaches 275 °F (135 °C) increasing and a FSWM shutdown at 300 °F (149
°C) increasing.
Two fuel shutoff valves manage gas flow to the combustor. Solenoid-piloted, flow safety
valves FSV-2004 (15) and FSV-2006 (12) are quick-closure valve assemblies located
upstream and downstream, respectively, from the gas fuel vent valve, solenoid operated valve
SOV-2008 (13) and fuel control valve FCV-2001 (14). These fail-close valves are either fully
open to allow fuel flow or fully closed to prevent fuel flow. At shutdown, fuel gas is vented
from the shutoff valves and interconnecting supply line by two paths. Gas fuel vent valve
SOV-6208 vents gas to a safe area via customer connection [11] and the shutoff valve
actuators vent to a safe area via customer connection [24].
After passing through the fuel shutoff valves and fuel control valve, the gas fuel flows to the
turbine through a check valve to the gas manifold. The check valve prevents high pressure
compressor purge air (CDP) from flowing back into the shutoff valve. Pressure transmitter
PT-2028 (16) monitors line pressure upstream from the gas manifold. When shifting from gas
fuel to liquid fuel and subsequent liquid fuel operation, the CDP purge system is in operation
to prevent the combustion flame from backing into the fuel gas manifold and to prevent
coking of the feeder tubes and gas fuel nozzles.
During normal gas fuel operation, purge gas fuel enters the primary liquid fuel supply line
through a check valve. This prevents coking of the liquid fuel orifice in the fuel nozzle. When
shifting from gas fuel to liquid fuel and subsequent operation, the liquid fuel pressure will
hold the check valve closed.
Upon shutdown of the turbine, the gas fuel purge line acts as the liquid fuel drain and purge
line. The primary liquid fuel line drain is controlled by manifold drain valve, solenoid
operated valve SOV-2009 (23) and vents the gas/liquid fuel to a safe area via customer
connection [7]. The secondary liquid fuel line and NOX water injection lines are purged by
opening manifold drain valve SOV-2013 (22) and manifold drain valve SOV-2010 (26).
Liquid fuel and NOX water are forced out by gas fuel pressure through the fuel nozzles and
also to the customer supplied drain tank via main skid customer connection [7].
Significant amounts of flammable and water wash liquids may accumulate in the exhaust
diffuser. The exhaust diffuser drain system clears these accumulations to ensure safe starts. A
flexible drain line routes accumulations from the diffuser to the fuel drain line through flow
Rev 1 Pg 3E-17
Dual Fuel System
06/26/2011
control valve FCV-2005 (27). Air pressure to close FCV-2005 during operation comes from
engine connection A48, HPC 8th-stage bleed-air. As the turbine speed increases, positive
pressure developed in the exhaust diffuser forces the condensate accumulations out through
FCV-2005, a check valve that prevents line backflow, and the fuel drain valve to vent to a safe
area via main skid customer connection [7].
DETAILED SYSTEM DESCRIPTION - CDP PURGE
PURPOSE
When operating on liquid fuel using the secondary manifold, the gas manifold must be
continuously purged with compressor discharge pressure (CDP) bleed air. A portion of the
high pressure compressor discharge (CDP) air is bled from ports at engine connection A20
and run through the gas manifold during liquid fuel operation. The purge system is necessary
to prevent the combustion flame from backing into the gas manifold and to prevent coking of
the feeder tubes and gas fuel nozzles. The purge line includes a double block and bleed
system to prevent back flow of natural gas into the engine compressor discharge.
The purge system requires special sequencing at the time of fuel transfer to prevent auto
ignition in the gas system. At the time of transfer from gas to liquid, before opening the purge
Pg 3E-18 Rev 1
Dual Fuel System
06/26/2011
valves, the gas turbine should be powered down to reduce T3 to no greater then 750 F (399
C). When transferring from liquid back to gas fuel the sequencing should similiary include a
down power step to reduce the air temperature to below 750 F (399 F) before introducing
natural gas into the manifold containing hot air. If transfer at full load T3 conditions is
required then the heat exchanger must be installed in the CDP bleed line to reduce the
temperature to no greater than 750 F (399 F).
CDP Purge Operation
Note The CDP system is operational only during liquid fuel operation.
Failure to provide purging of fuel system components

could result in fuel system hardware failure from
backflow of combustion products.
Three purge valve assemblies, flow control valves FCV-2091 (1), FCV-2090 (2), and FCV-
2092 (3), are used to block and bleed the purge line. These valves deliver high-pressure,
high-temperature compressor air to the gas fuel manifold during liquid fuel operation. This
air purges the gas fuel manifold during changeover from gas fuel to liquid fuels and
subsequent liquid fuel operation to prevent coking of the fuel nozzles. During liquid fuel
operation, FCV-2090 and FCV-2091 are open and vent valve FCV-2092 is closed. When
switching from liquid fuel to gas fuel, FCV-2090 and FCV-2091 are blocked and the excess
hot air is bled is vented to a safe area via customer connection [219] through FCV-2092.
Flow control valves FCV-2090 and FCV-2091 fail closed while FCV-2092 fails open in order
to vent excess hot air from the CDP purge line. The flow control valves are controlled by 24-
VDC solenoid operated purge valves with linear pneumatic actuators. The CDP purge valves
are pneumatically operated, using plant instrument air supplied at 85–120 psig (586-827
kPaG). Upstream from FCV-2090, temperature element TE-2036 (4) measures line
temperature while TE-2095A1 and TE-2095A2 (4) measure vent line temperature.
Rev 1 Pg 3E-19
Dual Fuel System
06/26/2011
Pg 3E-20 Rev 1
Dual Fuel System
06/26/2011
LIQUID FUEL SYSTEM
Rev 1 Pg 3E-21
Dual Fuel System
06/26/2011
Pg 3E-22 Rev 1
Dual Fuel System
06/26/2011
LIQUID FUEL SCREEN
LIQUID FUEL SYSTEM

The liquid fuel system provides liquid fuel in sufficient amounts to run the LM6000
through the full scale of operations.
The liquid fuel enters the pump skid at the following conditions:
 70-80 gallons per minute (265 to 303 liters per minute).
 20°F (11 °C) above wax point and no greater than 140F (61C).
 55 - 85 psig (379 - 586 kPaG)
 Filtered to 5 micron
Rev 1 Pg 3E-23
Dual Fuel System
06/26/2011
LIQUID FUEL PUMP MODULE
LIQUID FUEL PUMP MODULE

The liquid fuel pumps and filters are mounted on the auxiliary skid in the liquid fuel module.
Fuel is supplied from liquid fuel tank(s) via a customer supplied boost pump(s). Liquid fuel is
directed into one of the two liquid fuel pumps after passing through a supply filter where it is
filtered to 5 microns. A differential pressure transmitter monitors the cleanliness of the on-line
filter and will activate an alarm if differential pressure reaches 25 psid (172 kPaD).
One pump assembly is selected by the operator will be in operation while the other is in standby.
Each pump is equipped with a pressure safety valve that is set to lift (open) if pressure reaches
1320 psig (9101 kPaG) and returns back to the fuel tank to protect the pump from over
pressurization. In addition; each pump-assembly is equipped with manual isolation valves which
allows for isolation for maintenance.
From the discharge of the liquid fuel pumps, the fuel is again filtered to 5 microns in the
discharge filter prior to entry to the gas turbine enclosure. A differential pressure transmitter
monitors the cleanliness of the on-line filter and will activate an alarm if differential pressure
reaches 25 psid (172 kPaD).
Pg 3E-24 Rev 1
Dual Fuel System
06/26/2011
LIQUID FUEL DIAGRAM
LIQUID FUEL SYSTEM – GT MODULE

The liquid fuel is first filtered by the duplex filters and enters the GT enclosure.
Liquid Fuel Valve Assembly

The liquid fuel control valve, controlled by the TCP, meters the quantity of fuel required to
meet load demand. To assure an adequate supply of fuel for the gas turbine through a full
range of operation, the fuel pump has a higher flow capacity than the turbine can utilize. The
liquid fuel valve is an electrically actuated rotary valve with positive feedback provided by
dual resolvers. The fuel control valve is comprised of two assemblies consisting of a metering
valve and a bypass valve. The metered valve controls the flow of fuel to the manifold
assembly and the bypass valve returns excess fuel back to the liquid fuel tank. In addition, the
liquid fuel valve assembly incorporates an integral shutoff (block) valve.
Liquid Fuel Flow Meter

The liquid fuel flow meter is a turbine type with a remote converter. The flow meter sends a
signal of total fuel flow to the turbine control panel (TCP).
Downstream Block Valve

The second solenoid operated shutoff (block) valve is located downstream of the flow meter.
Primary Fuel Supply Line

Prior to the flow divider (pressurization) valve, the primary fuel line directs fuel to the liquid
fuel manifold after passing through a check valve. On the discharge of the check valve, the
Rev 1 Pg 3E-25
Dual Fuel System
06/26/2011
gas fuel purge line ties into the liquid fuel piping. When transferring from liquid fuel to gas
fuel, the gas fuel will purge any remaining liquid fuel out of the manifold and maintain a
constant gas flow through the primary liquid fuel port in the nozzles to prevent coking. The
check valve will prevent gas fuel from flowing back into the liquid fuel system. If the turbine
is operating on liquid fuel when shutdown, the gas fuel purge line will also function as the
liquid fuel drain to the customer provided waste oil collection tank.
The primary liquid fuel manifold is a low-flow circuit at approximate flow rate of 2000 pph.
Flow Divider (Pressurization) Valve

The flow divider valve controls the amount of liquid fuel going to the secondary side of the
fuel nozzle. The flow divider valve has a sensing line that provides a reference signal to the
flow divider valve. When there is a “higher” pressure in the sensing line, the flow divider
valve allows a small amount of liquid fuel through to the secondary liquid fuel manifold. As
load increases, the pressure drops in the sensing line and the flow divider valve allows more
liquid fuel to go to the secondary liquid fuel manifold. Since primary liquid fuel flow is fairly
constant, the increase in liquid fuel flow to the secondary manifold provides the increase in
gas turbine power.
Secondary Fuel Supply Line

On the discharge side of the flow divider (pressurization) valve, the fuel designated as
secondary fuel flows to the secondary fuel manifold after passing through the mixing block.
The second liquid fuel manifold is a high-flow circuit (at base load approximate flow of
19,000 pph)
Mixing Block
The mixing block mixes the secondary liquid fuel with the NOx injection water. The mixing
block ensures a good mixture of NOx water and liquid fuel. If the turbine is operating on gas
fuel, only NOx water will be injected through the mixing valve. From the mixing block, the
liquid fuel and/or water flow to the secondary liquid fuel manifold. From the manifold the
fuel is directed to the secondary port of the fuel nozzle.
Pg 3E-26 Rev 1
Dual Fuel System
06/26/2011
LIQUID FUEL SYSTEM COMPONENT DESCRIPTION

LIQUID FUEL STORAGE TANK
Storage tank provides storage of fuel and
allows for expansion.
The tank has level indicators to monitor

fuel level through the Balance of Plant
monitoring. The tanks have fill
connections for adding fuel and low point
drains for stripping.
LIQUID FUEL SUPPLY PUMP

The fuel pump supplies liquid fuel to the
gas turbine at predetermined volume and
pressure.
A relief valve attached to the discharge

side protects the system and pump from
over pressurization.
 Set to lift at 1320 psig (9101 kPaG)
LIQUID FUEL SUPPLY FILTERS

The duplex liquid fuel supply filters are
located inside the auxiliary modulee. The
filter elements are rated at 10 micron and
pressure. The filters have pressure
differential transmitter set to alarm at 25
psid (172 kPad).
Rev 1 Pg 3E-27
Dual Fuel System
06/26/2011
LIQUID FUEL SHUTOFF VALVE

The liquid fuel shutoff valve is a normally closed, 24 VDC-to-open-type valves. During the
start sequence the valves are ordered open by the TCP. This allows liquid fuel to flow to the
fuel manifold on the gas turbine. During a shutdown the valves are ordered closed, which
stops the flow of liquid fuel to the gas turbine. These valves are fast-acting shutoff valves and
should go from fully open to fully close in approximately 100 ms.
LQ25T Liquid Flow Control Valve
LIQUID FLOW CONTROL VALVE AND DRIVER

LQ25T FLOW CONTROL VALVE DESCRIPTION
The LQ25T liquid fuel valve has all-electric actuation. The actuation, metering, and feedback
are integrated on the motor rotor. Regulation is achieved through an integral, single stage,
throttling, differential pressure regulator.
The valve is intended for use on industrial gas turbines in the 1000 to 42,000 kW power
range. Specifically, this design will operate in conjunction with any type of “pressure source”
fuel system (i.e., centrifugal type pump, or bypassing system that controls inlet pressure to the
valve). Flow metering is implemented with the use of an electrically actuated rotary plate and
shoe-type valve with electrical dual position feedback.
The valve is designed to automatically purge trapped air or fuel vapor within the internal
passes. No provision for manual bleeding of the valves is required. The valve is self-
cleaning, with a shear action metering section.
Pg 3E-28 Rev 1
Dual Fuel System
06/26/2011
The LQ25T is commanded to minimum flow position in the event of a detected failure within
the valve or valve driver. Loss of electrical power results in the valve moving toward the
minimum flow or fully closed position or holding at the last commanded position.
The LQ25T liquid fuel-metering valve incorporates the following major components:
 Brushless DC limited angle torque motor (LAT) valve

 Four segment permanent magnet rotor
 Four pole stator assembly with single coil winding.
 Shaft position sensors
 Two frameless resolver assemblies
 Rotary “ plate and shoe” variable area control valve
 Valve metering sleeve / shaft with contoured metering port window
 Spring and pressure loaded valve-sealing shoe
 Housing with shaft bearings, static and dynamic seals
 Throttling Delta P regulator
 Regulator piston and piston stop
 Regulator metering sleeve with contoured metering ports
 Damping orifice
 Delta P spring
 Cavitation shroud
The LQ25T liquid fuel valve meters fuel as a function of the angular position of its ported
metering sleeve/shaft. The metering sleeve/shaft is positioned by the integrated, brushless,
DC, limited angle torque motor (LAT). A resolver, or dual resolvers, mounted directly on the
shaft of the valve, provides valve position feedback.
To accurately meter fuel, the valve maintains a constant pressure drop across the fuel
metering port in the metering sleeve/shaft. The valve regulates the intermediate pressure (P2)
to maintain this constant pressure differential by positioning the throttling regulator piston.
Given the constant pressure differential within the fuel valve, the fuel flow through the
metering port is always proportional to the area of the port opening.
Under opening conditions, fuel at the system pressure (P1) flows to the metering sleeve/shaft
and to one side of the regulator piston. Metered fuel at the intermediate pressure (P2) is
directed to the regulator metering ports and through a damping orifice (P2d) to the other side
of the regulator piston. The regulator metering port’s effective area is such that the metered
flow is throttled from the intermediate pressure (P2) to the outlet pressure (PN).
The piston takes a position at which the force from pressure P1, acting on the piston’s
effective area, is equal to the sum of the forces from the pressure P2d, acting on the piston’s
effective area, and the force from the delta P spring. When the balance of forces has been
established, the difference between the spring force acting on the piston is equal to the
difference between the pressures (P1-P2d) acting on equally effective areas, and the pressure
drop across the regulator metering ports is the difference between P2 and PN.
Rev 1 Pg 3E-29
Dual Fuel System
06/26/2011
LQ25T Bypass Valve
LQ25T Bypass Valve Description:

The LQ25T bypass valve is an electrically actuated, fuel flow-throttling valve. This
modulating, two-way valve assembly is used to control the discharge pressure of a positive
displacement fuel pump by bypassing flow to a low-pressure volume. It is used in
conjunction with an electronic pressure control system and dual redundant fuel pressure
transducers to enable pump pressure to be accurately scheduled as a function of other system
parameters. The actuation, metering, and feedback are integrated on the motor rotor. Flow
direction is reversed through the LQ25T bypass valve to reduce cavitation erosion damage
within the valve.
Flow metering is implemented with the use of an electrically actuated rotary plate and shoe
type valve with electrical dual position feedback. The valve is designed to automatically
purge trapped air or fuel vapor within the internal passes. No provision for manual bleeding
of the valves is required. The valve is self-cleaning, with a shear action metering section.
The LQ25T bypass valve is commanded to maximum flow position in the event of a detected
failure within the valve or valve driver. Loss of electrical power results in the valve moving
toward the maximum flow or fully open position or holding at the last commanded position.
The LQ25T liquid fuel bypass valve incorporates the following major components:
Pg 3E-30 Rev 1
Dual Fuel System
06/26/2011
 Brushless DC limited angle torque motor (LAT) valve

 Four segment permanent magnet rotor
 Four pole stator assembly with single coil winding
 Shaft position sensors
 Two frameless resolver assemblies
 Rotary Plate and shoe variable area control valve
 Valve metering sleeve / shaft with contoured metering port window
 Spring and pressure loaded valve-sealing shoe
 Housing with shaft bearings, static and dynamic seals
 Outlet fitting with integral cavitation shield
LIQUID FUEL FLOW METER

signal of total fuel flow to the turbine control panel (TCP).
FLOW DIVIDER VALVE

The flow divider valve controls the amount of liquid fuel going to the secondary side of the
fuel nozzle. The flow divider valve has a sensing line that provides a reference signal to the
flow divider valve. When there is a “high” pressure in the sensing line, the flow divider valve
lets a small amount of liquid fuel through to the secondary liquid fuel manifold. As load
increases, the pressure drops in the sensing line and the flow divider valve allows more liquid
fuel to go to the secondary liquid fuel manifold. Since primary liquid fuel flow is fairly
constant, the increase in liquid fuel flow to the secondary manifold provides the increase in
gas turbine power.
MIXING BLOCK
The mixing block mixes the secondary liquid fuel with the demineralized water injection
water. The mixing block ensures a good even mixture of demineralized water and liquid fuel.
From the mixing block, the liquid fuel and/ or water flows to the secondary liquid fuel
manifold and then to the secondary port of the fuel nozzle.
Rev 1 Pg 3E-31
Dual Fuel System
06/26/2011
DETAILED SYSTEM DESCRIPTION - LIQUID FUEL

Liquid Fuel Pump Operation (Aux Module)
The liquid fuel system includes the liquid fuel pump module housed on the auxiliary skid with
piping to the turbine-generator skid. The liquid fuel module equipment filters and increases
fuel pressure to deliver it to the turbine-generator skid. On the turbine-generator skid, the fuel
is metered into the combustor via the primary and secondary headers and the 30 fuel nozzles.
Fuel temperature must be 20 °F (6.7 °C) above wax point and ≤ 140 °F (60 °C). Fuel
viscosity must be a minimum of 0.5 centistoke (cSt) at the supply connection. The maximum
viscosity of the fuel is 6.0 cSt for starting and 12.0 cSt during operation. Acceptable fuels
shall contain < 10 mg of solid contaminants per gallon and < 1000 ppm of entrained water.
Maximum contaminant size is 5 µ.
Customer-supplied, pre-filtered liquid fuel is supplied to the fuel pump skid at 70–80 gpm
(265-303 lpm) at pressures of 35–85 psig (241-586 kPaG) at temperatures of 50–140 °F (10-
50 °C). The fuel passes through the pump supply duplex filter assembly (1), which is
monitored by pressure differential transmitter PDT-2025 (2). An alarm is activated by PDT-
2025 when line pressure reaches 25 psid (172 kPaD) increasing. Pressure transmitter PT-2026
(3) monitors line pressure downstream from the pump supply filter and activates low- and
high-pressure alarms when line pressures reach 10 psig (69 kPaG) decreasing and/or 65 psig
(448 kPaG) increasing.
Pg 3E-32 Rev 1
Dual Fuel System
06/26/2011
Rev 1 Pg 3E-33
Dual Fuel System
06/26/2011
Upstream from the two fuel pumps (4 & 5), pressure transmitters PT-2065 (6) and PT-2067
(6) monitor line pressure. During operation mode, PT-2065 and PT-2067 activate low- and
high-pressure alarms when pressures reach 10 psig (69 kPaG) decreasing and/or 65 psig (448
kPaG)increasing, power each pump off at 0 psig (0 kPaG) decreasing and/or 75 psig (517
kPaG) increasing, and set the pump start permissive at 30 psig (241 kPaG), minimum. During
normal operation, only one pump is running at a time. Each pump is driven by a 460-VAC,
100-hp, 3 ph, 60-Hz motor. Each pump is designed to deliver 66 gpm (250 lpm) of liquid fuel
at 1200 psig (8274 kPaG) at 1750 rpm. Pump discharge pressure is limited by pressure relief
valves PSV-2023 and PSV-2097, which are set to open at 1320 psig (9101 kPaG). High-
pressure fuel from PSV-2023 and PSV-2097 is routed back to the liquid fuel tank via
customer connection [67].
Liquid fuel exiting each fuel pump passes through pressure transmitters PT-2066 (7) and PT-
2068 (7), which monitor line pressure and activate an alarm when pressure reaches 1300 psig
(8963 kPaG) and during operation mode power off each pump at 1340 psig (9239 kPaG). A
check valve in each line prevents fuel from flowing back into the fuel pump as the fuel flows
through the locked-open, pump isolation ball valve to the pump discharge duplex filter
assembly (8). Pressure differential transmitter PDT-2020 (9) monitors line pressure and
activates an alarm if pressure reaches 25 psid (172 kPaG) increasing. The filtered fuel is
pumped to the main skid via customer connection [8A]. Return fuel from the main skid is
routed back to the pump skid via customer connection [9A] and back to the liquid fuel tank
via customer connection [67] at a flow of 0–80 gpm (0-302 lpm), at a pressure of 1340 psig
(9239 kPaG) (max), and at temperatures of 50–150 °F (10-66 °C).
Pg 3E-34 Rev 1
Dual Fuel System
06/26/2011
Rev 1 Pg 3E-35
Dual Fuel System
06/26/2011
Liquid Fuel Operation (GT Skid)
Filtered fuel flows to the main skid via customer connection [8] at 65–75 gpm (246-284 lpm),
at pressures of 50–1340 psig (345-9239 kPaG), and at temperatures of 50–150 °F (10-66 °C).
Temperature elements TE-2024A1 and TE-2024A2 (28) monitor measure line temperature
and activate an alarm if temperature reaches 140 °F (60 °C) increasing and activate slow
deceleration to minimum load (SML) mode if temperature reaches 150 °F (66 °C). Upstream
from the fuel-metering valve assembly (30), pressure transmitter PT-2070 (29) monitors line
pressure and activates an alarm if pressure reaches 1300 psig (8963 kPaG) increasing, powers
off the fuel pump at 50 psig (345 kPaG) decreasing and/or 1340 psig (9239 kPaG) increasing,
and sets the start transfer permissive at 50 psig (345 kPaG).
Three valves control liquid fuel flow to the engine’s 30 fuel nozzles: fuel shutoff valve,
solenoid operated valve SOV-2011 (32), fuel-metering valve, flow control valve FCV-2039
(30), and fuel shutoff valve SOV-2039 (30), which is part of the fuel-metering valve assembly.
Electrically-actuated FCV-2039 meters fuel flow to the turbine according to turbine control
command signals, which are generated in response to changes in load demands on the turbine
engine. According to the valve position, a portion of the pressurized fuel is used for turbine
operation and the remainder is returned to the fuel tank via main skid customer connection
[9]. Located between the fuel shutoff valves, flow transmitter FT-2002 (31) monitors fuel
flow from FCV-2039 and sends this data to a flow totalizer, which displays the net usage
amount on the HMI.
During startups, the turbine control system first opens shutoff valves SOV-2039 and SOV-
2011, then modulates metering valve FCV-2039 in pre-set increments, as controlled by the
control system. During normal shutdowns, the control system first closes metering valve
FCV-2039 in pre-set increments to allow for turbine engine cooling and opens a bypass valve
in the assembly, which allows fuel to flow to the return line. When FCV-2039 is fully closed,
the control system closes SOV-2039 and SOV-2011. These fail-close valves are either fully
open to allow fuel flow, or fully closed to prevent fuel flow. In emergency shutdowns, the
control system initiates the immediate closure of all three of these valves.
After flowing through SOV-2011, the liquid fuel flow is divided into the primary and
secondary fuel supply fuel lines. As part of the primary supply line, fuel passes through a
check valve that prevents flow back to SOV-2011, to engine connections F2 F4and
F11. Pressure transmitter PT-2029 (34) monitors line pressure and temperature elements
TE-2034A1 and TE-2034A2 (35) measure line temperature. If temperature reaches 450 °F
(232 °C) increasing, an alarm is activated; if temperature reaches 600 °F (316 °C) increasing,
step deceleration to idle (SDTI) mode is activated. The primary fuel drain line is controlled
by SOV-2009 (23) and vents fuel to a safe area from customer connection [7].
As part of the secondary supply line, fuel passes through a pressurization valve (33), a check
valve that prevents flow back to the pressurization valve, engine connection F78 water
injection mixing tee (25), and engine connections F79 F3 F5 and F12. Pressure
transmitter PT-2030 monitors line pressure and temperature elements TE-2035A1 and TE-
2035A2 (24) measure line temperature. If temperature reaches 450 °F (232 °C) increasing, an
Pg 3E-36 Rev 1
Dual Fuel System
06/26/2011
Rev 1 Pg 3E-37
Dual Fuel System
06/26/2011
alarm is activated; if temperature reaches 600 °F (316 °C) increasing, step deceleration to idle
(SDTI) mode is activated. The secondary fuel drain line is controlled by SOV-2010 (26) and
vents fuel to a safe area from customer connection [7].
At shutdown and during coastdown following fuel valve closure, the turbine control system
opens fuel manifold drain valves, solenoid operated valves SOV-2009 (23) and SOV-2010
(26) to drain any fuel from the headers to the turbine exhaust diffuser.
Significant amounts of flammable and water wash liquids may accumulate in the exhaust
diffuser. The exhaust diffuser drain system clears these accumulations to ensure safe starts. A
flexible drain line routes accumulations from the diffuser to the fuel drain line through flow
control valve FCV-2005 (27). Air pressure to close FCV-2005 during operation comes from
engine connection A48, 8th-stage bleed-air. As the turbine speed increases, positive
pressure developed in the exhaust diffuser forces the condensate accumulations out through
FCV-2005, a check valve that prevents line backflow, and the fuel drain valve to vent to a safe
area via main skid customer connection [7].
Pg 3E-38 Rev 1
Dual Fuel System
06/26/2011
Rev 1 Pg 3E-39
Dual Fuel System
06/26/2011
NOX WATER INJECTION

&
EXHAUST DRAIN
Pg 3E-40 Rev 1
Dual Fuel System
06/26/2011
WATER INJECTION SYSTEM SCREEN
NOX WATER INJECTION SKID
Rev 1 Pg 3E-41
Dual Fuel System
06/26/2011
NOX WATER INJECTION SYSTEM

The water injection system provides demineralized water to control combustion chamber
temperature. If combustion chamber temperature is too high the amount of NOX emissions
are too high, to be acceptable. If combustion temperature is too low, the CO emissions are
too high to be acceptable.
The water injection pump(s) are a centrifugal displacement type pumps and supplies the
needed amount of demineralized water to the injection system under the following conditions:
Gas Fuel
 55 gpm (3.47 L/sec)
 800 to 950 psig (5517 to 6550 kPaG)
Liquid Fuel
 70 gpm (4.92 L/sec)
 1200 to 1320 psig (8274 to 9101 kPaG)
NOX WATER INJECTION SKID

The NOx water pumps and filters are mounted on the auxiliary skid in the auxiliary module.
Water is supplied from demineralized tank(s) via a customer supplied boost pump(s). Water is
directed into one of the two centrifugal water pumps. The pump to be placed online will be
determined by the fuel system in operation. When the gas fuel system is in operation, the low-
pressure pump (55 gpm (208 LPM), 900 PSIG (6205 LPM)) will be in operation. If the liquid
fuel system is in operation the high-pressure pump (70 gpm (265 LPM), 1342 PSIG (9253
LPM)) will be in operation.
In addition; each pump-assembly is equipped with a manual isolation valve which allows for
isolation for maintenance and a Y-type strainer to remove large particulate matter.
From the discharge of the NOx water pumps, the water is filtered to 25 microns in the
discharge filter prior to entry to the gas turbine enclosure. A differential pressure transmitter
monitors the cleanliness of the on-line filter and will activate an alarm if differential pressure
reaches 25 psid (172 kPaD).
Pg 3E-42 Rev 1
Dual Fuel System
06/26/2011
NOX WATER ILLUSTRATION – GT ENCLOSURE
NOX WATER INJECTION – GT ENCLOSURE

The demineralized water flows from the water injection pump(s) and enters the GT enclosure
base.
Water Control Valve Assembly

The water control valve, controlled by the TCP, meters the quantity of water required to meet
required emission set points. To assure an adequate supply of water for the gas turbine
through a full range of operation, the water pump has a higher flow capacity than the turbine
can utilize. The control valve controls the flow of water to the secondary liquid fuel mixing
block and bypass excess water is bypassed back to the demineralized water tank.
Shutoff (Block) Valve

The solenoid operated, pneumatic actuated operated shutoff (block) valve is located
downstream of the water metering valve. Plant instrument air is utilized as the actuation
medium for valve.
Water Flow Meter

signal of total water flow to the turbine control panel (TCP).
After the shutoff valve, the water flows to the mixing block and then to the water/fuel
manifold and the secondary port of the fuel nozzles. The nozzles inject the water into the
combustion chamber to control the combustion temperature.
Rev 1 Pg 3E-43
Dual Fuel System
06/26/2011
Approximate Water Injection Rates
LIQUID FUEL/WATER DRAIN SYSTEM

When the liquid fuel and/or the water injection system is shut down, the liquid fuel drain
system drains the liquid fuel and water from the piping, water injection manifold, and fuel
nozzles, with the assistance of fuel gas pressure
Upon water injection system shutdown, the water injection shutoff valves close and the fuel
manifold drain valves open. Fuel gas pressure is utilized to force the remaining liquid fuel
and/or water out of the two fuel manifolds through the drain solenoid valves to the exhaust
drain collection system.
The turbine exhaust diffuser drain valve in spring-loaded to the open position. During turbine
operation, compressed air from the 8th stage of the high pressure compressor overcomes the
spring pressure to close the drain valve.
Pg 3E-44 Rev 1
Dual Fuel System
06/26/2011
WATER INJECTION SYSTEM COMPONENT DESCRIPTION
WATER INJECTION PUMP SKID

The water injection pump is a centrifugal displacement type pump and supplies the required
amount of demineralized water to the water injection system.
NOX Water Injection Pumps

The water Injection pump supplies
demineralized water to the Gas Turbine
for reduction of exhaust emissions.
Gas Fuel (LP Pump)
 55 gpm (3.47 L/sec)
 800 to 950 psig (5517 to 6550 kPaG)
 Speed Increaser – 3550:4086 (1:1.151)
Liquid Fuel (HP Pump)
 70 gpm (4.92 L/sec)
 1200 to 1320 psig (8274 to 9101 kPaG)
 Speed Increaser – 3550:4711 (1:1.33)
NOX Water Duplex Filter

The duplex water filters are located in
the auxiliary enclosure. The filter
elements are rated at 25 micron and
pressure.
The filters have a pressure differential

transmitter set to alarm at 25 psid (172
kPad).
WATER INJECTION FLOW METER

Water injection flow is measured with a turbine meter with remote converter.
WATER INJECTION SHUT-OFF VALVES

The water injection shutoff valve is a normally closed, 24 VDC- to- open type valve. When
the water injection system is started, the valve is ordered open by the TCP. This allows
demineralized water to flow toward the engine. At shutdown, the shut-off valve closes and
stops the flow of demineralized water to the engine.
Rev 1 Pg 3E-45
Dual Fuel System
06/26/2011
SECONDARY LIQUID FUEL MANIFOLD

The demineralized water flows from the shutoff valves to a mixing block where it is mixed
with the incoming liquid fuel. Then the mixture flows to the secondary liquid fuel manifold,
and the secondary liquid fuel manifold and the secondary liquid port of the fuel nozzles for
injection into the gas turbine.
315A Water Valve And EM100 Actuator
315A WATER VALVE AND EM100 ACTUATOR DESCRIPTION

The actuator operates proportionally with an electronic control. The water valve and actuator
assembly is designed to meter water to the gas turbine to control NOx and CO emissions. A
variable-area-metering valve and a single-stage throttling, delta-P regulator piston
accomplishes this function. The variable-area-metering valve consists of a set of contoured
ports located at one end of the metering sleeve. The opening of these ports is determined by
the position of the metering-valve plunger controlled by the actuator. The single-stage
regulator piston senses and controls the pressure drop across the metering ports, so flow is
unaffected by variations in the valve inlet or discharge pressures.
Pg 3E-46 Rev 1
Dual Fuel System
06/26/2011
315A WATER VALVE

The 315A water valve is intended for use with high-pressure, centrifugal-type pumps and
provides metered bypass flow for pump-stability and heat-balance considerations.
The valve is primarily constructed of stainless steel. A replaceable, hardened, stainless steel
sleeve is located in the drain flange area of the valve housing, and protects the housing from
cavitation damage. The sleeve can be rotated in one-quarter turn increments, or it can be
replaced, to extend valve life when used in severe conditions.
Ceramic is used on the metering valve and regulator valve parts to prevent galling and to
resist erosion in an area subject to high-velocity water streams.
This water valve is designed to meter up to 78 gpm with input water pressure from 350 psig to
1500 psig. The minimum flow is one gpm, dependent upon inlet pressure.
Standard seal material allows operation with water temperatures up to 150F. The minimum
operating temperature is 32F.
EM100 Actuator
Rev 1 Pg 3E-47
Dual Fuel System
06/26/2011
EM100 ACTUATOR
The EM100 actuator consists of a high performance brushless servomotor and a precision
planetary gearbox with two resolver type shaft position sensors. The use of a highly efficient
gearbox facilitates high servo system bandwidth. One resolver provides motor rotor position
feedback and the other resolver provides accurate output shaft position feedback. The
actuator also has a slip clutch to allow full speed impact into the rigid mechanical stops.
The EM100 actuator receives commands from the EM driver to proposition the water valve.
The control may be calibrated so that the water valve closely follows the fuel-flow schedule to
prevent unwanted water insertion during turbine load swings.
LIQUID FUEL DRAIN SYSTEM
FUEL MANIFOLD DRAIN SOLENOID VALVE

The fuel manifold drain solenoid valve is a normally closed, 24 VDC-to-open type valve.
During a shutdown of the water injection system the valve is ordered open for a short time,
allowing fuel gas pressure to push the remaining water out the water injection manifold and
out the fuel nozzles, or back through the water injection supply piping to the waste drain
collection system.
FUEL DRAIN SOLENOID VALVE (2)

The fuel drain solenoid valve is a normally closed, 24 VDC-to-open-type valve. The fuel
drain solenoid valve separates the water injection supply piping from the waste collection
piping. This valve opens when the water injection system is stopped and lets any water in the
piping go to the waste collection system.
EXHAUST COLLECTOR DRAIN VALVE

The exhaust collector drain valve is a normally open, air-to-close-type valve. This valve is
closed by 8th stage HPC bleed air. When the turbine engine stopped this valve allows any
liquids in the exhaust collector to drain to the waste collection system.
Pg 3E-48 Rev 1
Dual Fuel System
06/26/2011
DETAILED SYSTEM DESCRIPTION - WATER INJECTION

Introduction
The water injection pump system includes the pumps and filters housed in the auxiliary skid
with piping to the main (turbine-generator) skid. The water injection equipment filters and
increases water pressure via a low- and a high-pressure pump to deliver it to the turbine skid.
On the turbine skid, the water is metered into the combustor via the secondary headers and the
30 fuel nozzles.
Water Injection Pump Operation - Water Injection Skid

Customer-supplied, pre-filtered water is supplied to the water injection pump skid at 50–70
gpm (345-483 lpm) at pressures of 7–60 psig (48-414 kPaG) and at temperatures of 50–150
°F (10-66 °C). The water passes through an instrument valve (1) to pressure transmitter PT-
2040 (2), which monitors line pressure upstream from the low- and high-pressure pumps and
activates low- and high-pressure alarms when line pressures reach 2 psig (14 kPaG)
decreasing and/or 100 psig (689 kPaG) increasing.
During normal operation, only one pump is running at a time. The low-pressure water pump
(5) is operational when gas fuel is used while the high-pressure water pump (6) is operational
when liquid fuel is used. Upstream from the low-pressure pump, pressure transmitter PT-
2187 (3) monitors line pressure. During operation mode, PT-2187 activates low- and high-
Rev 1 Pg 3E-49
Dual Fuel System
06/26/2011
pressure alarms when pressures reach 2 psig (14 kPaG) decreasing and/or 75 psig (517 kPaG)
increasing, powers off the pump at 100 psig (689 kPaG) increasing, and sets the pump start
permissive at 5 psig (34 kPaG), minimum. Upstream from the high-pressure pump, pressure
transmitter PT-2184 (4) monitors line pressure. During operation mode, PT-2184 activates
low- and high-pressure alarms when pressures reach 2 psig (14 kPaG) decreasing and/or 100
psig (689 kPaG) increasing, powers off the pump at 125 psig ( 862 kPaG) increasing, and sets
the pump start permissive at 5 psig (34 kPaG), minimum. The low-pressure pump is driven
by a 460-VAC, 75-hp, 3 ph, 60-Hz motor and is designed to deliver 55 gpm (208 lpm) of
water at 900 psig (6205 kPaG) at 4086 rpm. The high-pressure pump is driven by a 460-
VAC, 125-hp, 3 ph, 60-Hz motor and is designed to deliver 70 gpm (265 lpm) of water at
1342 psig (9253 kPaG) at 4711 rpm.
Downstream from the low-pressure pump, PT-2188 (7) monitors line pressure and activates
an alarm when line pressure reaches 1000 psig (6895 kPaG) increasing and during operation
mode powers off the pump at 1340 psig (9239 kPaG). Downstream from the high-pressure
pump, PT-2185 (8) monitors line pressure and activates an alarm when line pressure reaches
1320 psig (9101 kPaG) increasing and during operation mode powers off the pump at 1340
psig (9239 kPaG). A check valve in each line prevents water from flowing back into each
pump as the water flows through a locked-open, pump isolation ball valve to the duplex filter
assembly (9). Pressure differential transmitter PDT-2073 (10) monitors line pressure and
activates an alarm if pressure reaches 25 psid (172 kPaD) increasing. The filtered water is
pumped to the main skid via water injection skid customer connection [1A].
Pg 3E-50 Rev 1
Dual Fuel System
06/26/2011
Rev 1 Pg 3E-51
Dual Fuel System
06/26/2011
Water Injection Operation - Main Skid

Pressurized, filtered, demineralized water is pumped to the main skid via customer connection
[1]. During gas fuel operation, the low-pressure pump sends water to the main skid at 55 gpm
(208 lpm) at pressures of 800–950 (5516-6550 kPaG) psig and at temperatures of 40–140 °F
(4.4-60 °C). During liquid fuel operation, the high-pressure pump sends water to the main
skid at 70 gpm (265 lpm) at pressures of 1200–1320 psig (8274-9101 kPaG) and at
temperatures of 40–140 °F (4.4-60 °C). The water passes through pressure transmitter PT-
2071 (17), which monitors line pressure upstream from flow control valve FCV-2019 (19) and
activates an alarm if line pressure reaches 1300 psig (8963 kPaG) increasing, powers off the
pump at 100 psig (689 kPaG) decreasing and/or at 1340 psig (9239 kPaG) increasing, and sets
the pump permissive at 100 psig (689 kPaG) (minimum).
Temperature elements TE-2077A1 and TE-2077A2 (18) measure line temperature upstream
from FCV-2019 and activate an alarm at 140 °F (60 °C) increasing and shut down the water
injection system if line temperature reaches 150 °F (66 °C). Water flows to FCV-2019 (19),
which is an electrically-actuated valve that meters demineralized water flow to the engine
manifold and to the water return line in response to data received and processed by the control
system. The demineralized water return line has a check valve to prevent flow back to FCV-
2019 and terminates at customer connection [33]. Water flows to shutoff valve, solenoid
operated valve SOV-2038 (20), which is controlled by plant instrument air, to flow transmitter
FT-2003 (21), which meters water flow to the engine manifold.
From FT-2003, water flows through a check valve that prevents flow back to the flow
transmitter, through the secondary fuel/water injection drain line to engine connection W1
and through the water/fuel mixing valve (25) to engine connections F79 F3 F5 and
F12. Pressure transmitter PT-2030 monitors line pressure and temperature elements TE-
2035A1 and TE-2035A2 (24) measure line temperature. If temperature reaches 450 °F (232
°C) increasing, an alarm is activated; if temperature reaches 600 °F (316 °C) increasing, step
deceleration to idle (SDTI) mode is activated. The secondary fuel drain line is controlled by
SOV-2010 (26) and vents fuel/water to a safe area from customer connection [7].
Pg 3E-52 Rev 1
Dual Fuel System
06/26/2011
GAS FUEL SYSTEM

Rev 1 Pg 3E-53
Dual Fuel System
06/26/2011
Pg 3E-54 Rev 1
Dual Fuel System
06/26/2011
FUEL SYSTEM MAINTENANCE

Refer to Table 4F.1, Equipment Maintenance Schedule, for the recommended inspection
and vendors documentation manuals for the specific corrective actions and additional
Table 4F.1, Equipment Maintenance Schedule - GAS FUEL

Fuel Gas Mueller Steam, 3 Months or 2000 Remove access cover and clean
Strainer 377A7957P0001 Hours strainer. Replace o-ring if
necessary and re-install strainer
and access cover.
Hose GEPLPP, Various 3 Months or 2000 Check hoses for damage or aging.
FCV-2005 Fisher, 3 Months or 2000 Verify proper operation. Check

Exhaust FSEZ- hours valve stem for leakage. If valve
Collector Drain 405/STEM15,FS6 stem is damaged or fails, replace
Flow Control 55-9/*3&8T valve.
Valve (382A6218P0001)
FCV-2001 Woodward 6 months, or upon Requirement from GEK 105059

Fuel Metering 8915-1029 indication of problems Preventative Maint., Table 12-1
Valve (382A5322P0001)
FSV-2004/ Woodward 6 months, or upon Requirement from GEK 105059
2006 8918-082 indication of problems Preventative Maint., Table 12-1
Fuel Shutoff (382A5524P0001)
Valve
SOV-2008 CO-AX, 6 months, or upon Requirement from GEK 105059
Fuel Vent VFK502O664TTA indication of problems Preventative Maint., Table 12-1
Solonoid Valve 256YVXG1P1A (24 VDC NO 2" 600#RF)
(382A6357P0001)
Ignition GE LM6000 6 months, or upon Requirement from GEK 105059
System Component indication of problems Preventative Maint., Table 12-1
Functional
Check
Rev 1 Pg 3E-55
Dual Fuel System
06/26/2011
Table 4F.1, Equipment Maintenance Schedule – GAS FUEL (Cont)

FCV-2019 Woodward, 6 Months or 4320 OP Index Cavitation-resistant sleeve
Water Injection 8915-1024 Hours (See vendor
Flow Control (382A4821P0001) documentation)
Valve
SOV-2038 Northeast Control NO VENDOR DOCS
Water Injection 36344960-1.5”/ AVAILABLE
Shutoff Valve ATEX
Table 4F.1, Equipment Maintenance Schedule (Water Injection – Aux Skid)

MOT-2186/ GE Motors, 3 Months or 2000 ☺Monitor oil temperature.

2194 5KE444SFC121 Hours Relubricate bearing (see placard
Electric Motor (377A1010P0001) with precise instructions at the
- Water Inject pressure-feed lubrication nipples).
Pump Renew grease in the bearings.
Water Injection Indufil B.V., 12 Months ☺If alarm is activated, replace
Duplex Filter - IDGH-2-320-2" filter element. Replace filter once
CODE 61-25-V-SS a year regardless of visual
(382A5653P0001) indicator indication.
Low Pressure Kobe/Milwaukee, Weekly ☺Check oil level weekly when
Gear Box 0657603 unit is at rest, and add oil as
required.
Commissioning ☺After the first 3 months or 2000
hours, the oil should be drained
from the housing, the interior
flushed out and re-filled with with
fresh oil.
6 Months or 3000 ☺Change lube oil every 6 months
Hours or 3000 hours thereafter.
Pg 3E-56 Rev 1
Dual Fuel System
06/26/2011
Table 4F.1, Equipment Maintenance Schedule – (Water Injection)

Low Pressure Rotojet, 6 Months or 4000 ☺Change Bearing Oil
Water Injection ROA S-375 Hours, whichever
Pump (J04699) occurs first
12 Months ☺Disassemble, clean and inspect
pump. Replace parts as necessary.
As required ☺Replace Seals. Max allowable
leakage is 1 pint/hr
Water Injection Falk Coupling, 3 years Lubricate Coupling.
Drive Coupling G20-1020G (Use of special (Use of Kalk long term grease
(Low Pressure) (365TS)(J00417) grease required) (NLGI #1/2 grade))
6 Months Lubriacte Coupling
(Use of General (Use of general purpose grease)
Purpose Grease)
Table 4F.1, Equipment Maintenance Schedule – Liquid Fuel

SOV-2011 TBD 6 months, or upon Requirement from GEK 105059
Turbine Liquid indication of Preventative Maint., Table 12-1
Fuel Shut-Off problems
Solenoid Valve
FCV-2039 Woodward, 6 months, or upon Requirement from GEK 105059
Liquid Fuel 9907-994 indication of Preventative Maint., Table 12-1
Valve - 1 5/8" problems
Control Valve
PSV-2099, AGCO, 2 Years ☺Check valve stem for leakage.

PSV-2023 81PS1S12C16A-8 (Recommended) If valve stem is damaged or fails,
Safety Relief replace valve.
Valve
Pump Indufil, Annually (more Replace filter on a regular basis
Discharge IDGH-2-320- often if repeated and replace filter once a year
Filter (Last 2"CODE61-10-V- problems occur) regardless of visual indicator
Chance Filter) SS indication.
(382A7291P0001)
Rev 1 Pg 3E-57
Dual Fuel System
06/26/2011
Table 4F.1, Equipment Maintenance Schedule – Liquid Fuel (Cont)

Pump Supply Indufil, Annually (more Replace filter on a regular basis
Filter IDGH-3-700-3" often if repeated and replace filter once a year
(382A7290P0001) problems occur) regardless of visual indicator
indication.
MOT-2022 IMO, Weekly ☺During operation, check
MOT-2096 8616ORIWO39A-1 (Recommended) packing glands for indication of
Liquid Fuel leakage.
Pump
6 Months  ☺Check foundation hold-
down bolt tightness
 ☺Verify proper pump to
motor alignment
6 months Did not have specific pump
(Recommended vendor documentation for
relubrication periodicity.
Liquid Fuel GE Industrial 18 Months  ☺Lubricate motor IAW

Motor/Pump Systems, Vendor documentation.
5KE4O5SFC244  Check insulation and windings
(377A1009P0001)
Pg 3E-58 Rev 1
Dual Fuel System
06/26/2011
Calibration List
Table 4F.2, Equipment Calibration List – Gas Fuel
FT-2000 Yokogawa, Calibrate at Least Calibrate as necessary, if flow
Gas Fuel Flow YF105-NNNA3A- Once a Year (more calculation observed seem to be
Transmitter - S3S3*E/FMF/SCT often if drift occurs) incorrect. Replace component if
YFA11-AUPA- defective or fails.
05*E/FMF/SCT
TE-2032 Rosemount, Calibrate at Least Calibrate as necessary, if
Turbine Fuel 78R25N00A025T3 Once a Year (more temperatures observed seem to be
Gas Temp 8E6 often if drift occurs) incorrect. Replace if defective.
Sensor
PT-2027/2028 Rosemount, Calibrate at Least If malfunction is suspected, verify
Turbine Gas 3051S1TG3A2E11 Once a Year (more that the hardware and process
Fuel Supply A2AKA often if drift occurs) connections are in good working
and Engine (382A5658P0001) order. If the unit is still
Manifold malfunctioning, refer to the
Pressure Rosemount vendor maintenance
Transmitter and troubleshooting manual for
further instructions.
Gas Coalescer Rosemount, Calibrate at Least Calibrate as necessary. Replace
Pressure Once a Year (more component if defective or fails.
Differential often if drift occurs)
Transmitter
Gas Coalescer Rosemount Calibrate at Least Calibrate as necessary. Replace
Level 3301H Once a Year (more component if defective or fails.
Transmitter - often if drift occurs)
Gas Fuel Filter
PT-2030/2071 Rosemount, Calibrate at Least If malfunction is suspected, verify
Demineralized 3051S1TG4A2E11 Once a Year (more that the hardware and process
Water Supply A2AKA often if drift occurs) connections are in good working
Pressure order. If the unit is still
Transmitter malfunctioning, refer to the
Rosemount vendor maintenance
and troubleshooting manual for
Water Injection 78R25N00A025T3 Once a Year (more temperatures observed seem to be
Temperature 8E6 (J01068) often if drift occurs) incorrect. Replace is defective.
Rev 1 Pg 3E-59
Dual Fuel System
06/26/2011
Table 4F.2, Equipment Calibration List – Gas Fuel (Cont)

FT-2003 Flow Technology, Periodically to insure Should the assembly be damaged,
Water Injection (J04545) that the internal parts it should be returned to the
System Flow have not suffered any factory for exchange or repair.
Transmitter corrossion or
incrustation by
measuring fluid
TE-2034/2035 GE Thermocouple Calibrate at Least If malfunction is suspected, verify
Secondary Type “K” single Once a Year (more that the hardware and process
fuel/water element often if drift occurs) connections are in good working
manifold temp order. If the unit is still
sensor malfunctioning, refer to the
vendor maintenance and
troubleshooting manual for
Table 4F.2, Equipment Calibration List (Water Injection – Aux Skid)

PT-2040, Rosemount, Calibrate at Least If malfunction is suspected, verify
2187, 2189 3051S1TG3A2E11 Once a Year (more that the hardware and process
Pump Suction A2AKA often if drift occurs) connections are in good working
Pressure (382A5658P0001) order. If the unit is still
PT-2188, 2190 Rosemount, Calibrate at Least If malfunction is suspected, verify
Pump Disch 3051S1TG4A2E11 Once a Year (more that the hardware and process
Pressure A2AKA often if drift occurs) connections are in good working
Transmitter (382A5659P0001) order. If the unit is still
malfunctioning, refer to the
PDT-2073 Rosemount, Calibrate at Least Calibrate as necessary, if
Pressure 3051S1TG4A2E11 Once a Year (more temperatures observed seem to be
Differential A2AKA often if drift occurs) incorrect. Replace is defective.
Transmitter - (382A5657P0001)
Water Filter
Pg 3E-60 Rev 1
Dual Fuel System
06/26/2011
Table 4F.3, Equipment Calibration List (Liquid Fuel)

PT-2026 Rosemount, Calibrate at Least If malfunction is suspected, verify
PT-2065 3051S1TG3A2E11 Once a Year (more that the hardware and process
PT-2067 A2AKA often if drift occurs) connections are in good working
Pump Suction (382A5658P0001) order. If the unit is still
Pressure malfunctioning, refer to the
Transmitter Rosemount vendor maintenance
PT-2066 Rosemount, Calibrate at Least If malfunction is suspected, verify
PT-2068 3051S1TG4A2E11 Once a Year (more that the hardware and process
Pump A2AKA often if drift occurs) connections are in good working
Discharge (382A5659P0001) order. If the unit is still
Pressure malfunctioning, refer to the
Transmitter Rosemount vendor maintenance
PDT-2020 Rosemount, Calibrate at Least If malfunction is suspected, verify
Liquid Fuel 3051S1TG4A2E11 Once a Year (more that the hardware and process
Filter Pressure A2AKA often if drift occurs) connections are in good working
Differential (382A5657P0001) order. If the unit is still
FE-2002 Flow Technology, Periodically to insure Should the assembly be damaged,
Liquid Fuel (J04366) that the internal parts it should be returned to the
Flow have not suffered any factory for exchange or repair.
Transmitter corrossion or
incrustation by
measuring fluid
Turbine Liquid 78R25N00A025T3 Once a Year (more temperatures observed seem to be
Fuel 8E6 often if drift occurs) incorrect. Replace if defective.
Temperature (J01068)
Sensor
Rev 1 Pg 3E-61
Dual Fuel System
06/26/2011
This Page Intentionally Left Blank
Pg 3E-62 Rev 1
Dual Fuel System
06/26/2011
COMBUSTION & VENTILATION

AIR SYSTEM
Rev 1 Pg 3F-1
Ventilation and Combustion Air System
06/26/2011
Pg 3F-2 Rev 1
06/26/2011
VENTILATION & COMBUSTION AIR SYSTEM SCREEN
SYSTEM OVERVIEW
PURPOSE
The ventilation and combustion air system provides filtered air to the LM6000 turbine engine
for combustion and to the turbine and generator compartments for cooling and ventilation.
Ventilation air enters the turbine compartment via the package air filter and exits the
compartment via the ventilation exhaust stack(s). Combustion air enters the turbine engine
via the package air filter to the inlet volute and the turbine expels exhaust gases and LPC
bleed air via the VBV duct and turbine exhaust stacks. During normal operation in both the
turbine and generator enclosures, one fan is running while one fan is on standby.
The ventilation and combustion air system can be divided into the following three (3) sub-
systems; the gas turbine enclosure ventilation air system, the generator enclosure ventilation
air system and the gas turbine combustion air system.
GAS TURBINE VENTILATION AIR SYSTEM

The gas turbine ventilation air system provides the gas turbine enclosure with sufficient
ventilation air to cool the gas turbine exterior and the inside of the enclosure.
The gas turbine enclosure is equipped with two (2) 460/380 VAC motors powering 66 inch
(1676 mm) belt driven fans.
Rev 1 Pg 3F-3
06/26/2011
Air flows is drawn through the filters in the filter house. From the filter house the air flows
down the ductwork into the gas turbine enclosure. The air is drawn out through the gas
turbine enclosure by the enclosure exhaust fans and is discharged back into the atmosphere.
The gas turbine enclosure is maintained under a negative pressure.
The volume of air flow through the gas turbine enclosure is 60,000 SCFM (1699 SCMM).
GAS TURBINE ENCLOSURE VENTILATION AIR SYSTEM
GAS TURBINE COMBUSTION AIR SYSTEM

The combustion air system provides a sufficient amount of combustion air (approximately
230,000 scfm (6512.8 scmm) for the LM6000 compressor to operate at all required operating
levels.
Air enters the filter house and flows through the chiller / heater coils, if so equipped. The air
then flows through barrier filters, drift eliminator located in the filter house, down the duct to
the inlet bellmouth screen (last chance) and into the inlet volute. An inlet Foreign Object
Debris (FOD) screen is installed in the inlet plenum to stop any large objects from being
ingested by the turbine. The FOD screen has two sizes of synthetic filters that can be installed
to increase protection. The inlet volute turns the airflow from a vertical flow to a horizontal
flow and then into the LM6000 gas turbine. From the LM6000 the exhaust gases are
Pg 3F-4 Rev 1
06/26/2011
collected in the exhaust collector and flow to the exhaust stack where they are discharged
back into the atmosphere. Based on generator loading, some of the air is passed through the
variable bleed valves (VBV’s) out to atmosphere.
CHILLER /HEATING COILS
GENERATOR ENCLOSURE VENTILATION SYSTEM
The generator ventilation air system provides the generator enclosure with sufficient
ventilation air to cool both the generator and the inside of the generator enclosure.
The volume of air flow through the generator enclosure is 45,000 SCFM (1274 SCMM).
Air flows through the filters in the filter house. From the filter house the air is drawn into one
of the generator cooling fans and is discharged into the generator enclosure. From the
generator enclosure the air is drawn into each end of the generator by fans mounted on the
rotor shaft. On the driven end of the generator the air flows along the rotor shaft and is then
discharged into the generator exhaust and back to the atmosphere. On the non-drive end of
the generator, most of the air flows along the rotor shaft and is then discharged into the
generator exhaust for discharge. A portion of incoming air flow is drawn across the excitation
equipment by a third fan mounted on the rotor. The air cooling the excitation equipment is
then discharged back into the main generator air-cooling stream.
Rev 1 Pg 3F-5
06/26/2011
GENERATOR ENCLOSURE VENTILATION SYSTEM SCREEN
The turbine enclosure is under a negative pressure and the generator is a pressurized enclosure
to prevent the migration of gas fuel or liquid fuel vapors from entering the generator
enclosure.
Pg 3F-6 Rev 1
06/26/2011
GENERATOR AIRFLOW ILLUSTRATION
Air flows through the filters in the filter house. From the filter house the air is drawn into one
of the generator cooling fans and is discharged into the generator enclosure. From the
generator enclosure the air is drawn into each end of the generator by fans mounted on the
rotor shaft. On the driven end of the generator the air flows along the rotor shaft and is then
discharged into the generator exhaust and back to the atmosphere. On the non-drive end of
the generator, most of the air flows along the rotor shaft and is then discharged into the
generator exhaust for discharge. A portion of incoming air flow is drawn across the excitation
equipment by a third fan mounted on the rotor. The air cooling the excitation equipment is
then discharged back into the main generator air-cooling stream.
The turbine enclosure is under a negative pressure and the generator is a pressurized enclosure
to prevent the migration of gas fuel or liquid fuel vapors from entering the generator
enclosure.
Rev 1 Pg 3F-7
06/26/2011
TYPICAL FILTER HOUSE

FILTER HOUSE
Air enters the filter house and flows through various customer selected filtration, cooling and
anti-icing equipment. The air flows through the barrier filters in the filter house, down ducts
to the combustion air inlet volute and to the two enclosures for cooling. There are numerous
options the customer may select depending on the operating environment. They are:
FILTRATION
 Barrier filters (high efficiency filter) may consist of a canister or bag type filter
element. All units will have barrier filters as these are the primary filter for the unit.
 Inlet screens are a large mesh, stainless steel screen mounted on the opening to the
filter house to prevent birds and large sized garbage from entering the filter house.
 Guard filters are a disposable pre-filter used to extend the operating life of the barrier
filter. They are easy to change out and less expensive than the barrier filters.
 Drift eliminators are moisture separators designed to remove water droplets from the
airflow.
Pg 3F-8 Rev 1
06/26/2011
COOLING AND ANTI-ICING
 (Option) Chiller and/or heating coils may be installed. The chiller coils cool the
combustion air to approximately 48F (8.9 °C) to 50 F (10 °C) to increase the
available power output of the LM6000. The chilled water, from the chiller system, is
supplied to the coils at approximately 44 F (6.7 °C).
The chiller coils can also be used for anti-icing in the winter. Circulating warm water
through the coils and heating the turbine combustion air 10-15 °F above ambient
temperature accomplish this.
 (Option) Spray Mist Evaporative Cooling (SMEC) utilizes the process known as
humidification, where the air can be humidified by the evaporation of liquid water in
contact with the air stream. When evaporation occurs, heat is required to provide the
latent heat of evaporation. If no external heat is provided, either the water or the air, or
both will be cooled. Water is provided to the distribution manifold by a separate skid
assembly.
 (Option) Recirculation Evaporative Cooling utilizes a two channel fibrous evaporative
media where one side has water flow and the other has airflow. Water from a sump at
the bottom of the filter house is pumped to a distribution manifold to the water side of
the media. The wicking effect of the air passing across the air side of the media,
evaporating the water cooling the airflow. Excess water is returned to the sump.
 (Option) The turbine heated enclosure discharge air can be utilized by the combustion
air intake as a heating source to prevent icing during cold weather operations. The air
is directed to atmosphere or intake heating by a series of three dampers.
TYPICAL F&ID FILTER HOUSE LAYOUT
Rev 1 Pg 3F-9
06/26/2011
FILTER HOUSE
MAJOR EQUIPMENT
The filter house is divided into two separate compartments. One side, the larger, is for the
combustion air and the other is for the enclosure ventilation. Standard procedure is for both
sides to be equipped with inlet screens, pre-filters (optional) and barrier filters. As an option,
the customer may choose not to pre-heat or cool the enclosure air flow. In the picture above
we can see the two panels on the right have an anti-icing manifold, but does not incorporate
evaporative cooling.
Differential pressure transmitters are installed on the discharge side of the filter media to warn
the operator when blockage has occurred.
The area on the discharge side of the barrier filters is referred to as the clean room. This area
from the barrier filter discharge to the turbine transition on the inlet volute must remain clean
at all times. Extreme care must be taken when changing barrier filters or conducting work in
the clean room as any debris left may cause engine damage if ingested (FOD).
Pg 3F-10 Rev 1
06/26/2011
BAG FILTER CANISTER FILTER BOX FILTER

TYPES OF BARRIER FILTER
BARRIER FILTERS
The barrier filters, which are made of a composite type material, are high efficiency media
which filters the incoming ventilation air to remove any solid contamination.
The canister type media has a pre-filter that inserts into the canister to help prolong the life of
the canister.
GUARD (PREFILTER) FILTER
The guard filter (optional) may be used in areas

where there is a large concentration of airborne
contaminates. The guard filter is an disposable filter
utilized to catch a majority of the airborne
contaminates which will prolong the life of the more
expensive barrier filters. When differential pressure
increases to an alarm state, the filter assembly will
be replaced and the old filter disposed.
Rev 1 Pg 3F-11
06/26/2011
DRIFT ELIMINATOR
The drift eliminator is a water separating media which changes the direction of the airflow,
causes any moisture to “drop out” of the combustion air. The collected moisture is then
drained off.
PLACTIC DRIFT ELLIMINATOR METAL DRIFT ELLIMINATOR
WATER SEPERATOR FILTER MEDIA
FOD Screen with Nylon Screen
This is the “last chance” filtration of the

combustion air before it enters the LM6000.
The screen is across the inlet bellmouth. The
screen is rated at 1200 micron and is
supported by a stainless steel mesh. This
screen is designed to catch any small foreign
objects. The FOD screen has two sizes of
synthetic filters that can be installed to
increase protection.
Pg 3F-12 Rev 1
06/26/2011
Gas Turbine Enclosure Ventilation Fans
The gas turbine enclosure ventilation fans

remove hot air from the gas turbine enclosure
and discharge the air back into the
atmosphere. Because of this arrangement the
gas turbine enclosure has a “negative”
pressure. This prevents any gas migration
from the gas turbine enclosure to the
generator enclosure. Normal operation is to
run one fan and have one fan as back up.
The fans are belt driven by electric motors.
Fans will alternate as lead fan upon each
start.
Each fan is rated at 60,000 scfm

(1699.01scmm) and is 66” (1.68 meters) in
diameter.
Generator Enclosure Ventilation Fans (2)
The generator enclosure ventilation fans force

cooling air from the filter house into the
generator enclosure. Because of this fan
arrangement the generator enclosure has a
“positive” pressure. This prevents any gas
migration from the gas turbine enclosure to the
generator enclosure. The fans are direct driven
by electric motors. Normal operation is to run
one fan and have one fan as back up. Fans will
alternate as lead fan upon each start. Each fan
is rated at 45,000 scfm (1274.25 scmm) and is
42” (1.07 meters) in diameter.
Rev 1 Pg 3F-13
06/26/2011
ENCLOSURE FANS AND DAMPERS
DAMPERS
Fire dampers are an isolation mechanism to isolate the enclosures in case of fire. The dampers
are counter weighted to the close position, but are normally locked open by a mechanical
actuation pin assembly. When the control system initiates a fire stop, CO2 is released to the
enclosures. A portion of this CO2 releases the actuation pin assemblies and the counter
weights will close the damper.
Each generator ventilation fan has a back-draft (flow) damper on the discharge side of the
fans. The dampers are counter weighted to the close position. The flow of air from the fan
against the damper overcomes the counter weights, opening the damper. When the fan is
secured, the dampers will re-close.
SILENCERS
The generator and turbine enclosures are equipped with inlet/exhaust duct silencers. The
silencer smoothes out the airflow from the ventilation fan which reduces the noise from the
airflow. Silencer is rated at 90 dBA.
Pg 3F-14 Rev 1
06/26/2011
Ventilation and Combustion Air System Illustration
Rev 1 Pg 3F-15
06/26/2011
Ventilation and Combustion Air Operation
Reference Ventilation and Combustion Air System Illustration GE AE Dwg XXX239.
Temperature elements on the air filter house (1) provide inlet temperature information to the
control system.
Pressure transmitters monitor the overall restriction to the combustion inlet plenum by sensing
the pressure differences between the combustion inlet plenum and the outside air. Higher-
than-normal pressure drop across any element, or combination of elements, may indicate a
clogged filter. If the differential pressure reaches 5 in-Wg (127 mm) increasing, the control
system activates an alarm. If the differential pressure reaches 8 in-Wg (203 mm) increasing,
the control system activates reduce load mode.
Filtered air for combustion is provided through the filter house to the inlet volute on the
turbine engine. Clean air for turbine combustion exits the plenum through the open bottom of
the air filter and passes through the turbine inlet silencer, which reduces the noise to 85
dB(A). From the silencer, the clean air passes through an 800-µ inlet screen before entering
the turbine bellmouth. The screen is monitored for clogged or icy conditions by a pressure
differential transmitter and activates an alarm if pressure reaches 3.5 in-Wg (89mm)
increasing and activate a FSLO shutdown if pressure reaches 4.5 in-Wg (114 mm)increasing.
Low-pressure compressor (LPC) bleed air is collected and discharged through the variable
bleed valve (VBV) stack and silencer. The silencer limits the transmitted noise to 85 dB(A).
Ventilation air for the turbine compartment is ducted from the ventilation plenum directly into
the turbine compartment. One of the two turbine compartment fan assemblies draws air from
the inlet air filtration system through the turbine compartment and expels it through the same
fan assembly, which is connected to an air exhaust stack that is equipped with silencer that
limits the transmitted noise to 85 dB(A). In normal operation, one fan draws 60,000 scfm of
air through the compartment to remove the excess heat radiated by the turbine engine while
the second fan is on standby. The vent fans draw turbine compartment air through
counterweighted fire dampers. When a fire is detected, pressure trip devices release the fire
dampers. The counterweights close the fire dampers to seal the turbine compartment while
the compartment is flooded with CO2 extinguishant.
Sensing devices located inside the turbine compartment provide signals to the control system.
Temperature elements, which are located near the top of the compartment, measure
compartment temperature and activate an alarm if the temperature in the upper compartment
reaches 200 °F (93 °C) increasing. Temperature elements located in the lower part of the
compartment activate an alarm if temperature in the lower compartment reaches 140 °F
(60°C) increasing and activates a slow deceleration to minimum load (SML) shutdown at 150
°F (66 °C). A pressure differential transmitter monitors compartment and atmosphere
pressures and activates an alarm if the difference in pressure reaches -0.1 in-Wg (2.5 mm)
increasing. Heater elements warm the air in the turbine enclosure during cold weather
operation. The main turbine terminal box (MTTB) employs four ventilation air conditioners
Pg 3F-16 Rev 1
06/26/2011
to cool the assembly. Temperature elements measure temperature in the MTTB and activate
an alarm if temperature reaches 32 °F (0 °C) decreasing and/or 125 °F (52 °C) increasing.
Ventilation air for the generator compartment is ducted from the ventilation plenum directly
into the generator compartment cooling fans. One of the two generator compartment fans
draws air from the air filtration system and discharges it to the generator compartment. Fans
mounted on the generator rotor draw air in from both ends of the generator directly from the
enclosure, forcing the air across the rotor and stators and then expels it through the air exhaust
stack that is equipped with a silencer. The silencer limits the transmitted noise to 85 dB(A).
In normal operation, one fan forces 45,000 scfm of air through the compartment to remove the
excess heat radiated by the generator while the second fan is on standby. Mounted on the
discharge side of the vent fans are flow dampers which are counter-weighted to the closed
position. Air flows across the dampers overcome the weights, forcing the dampers open.
When the fan is secured the dampers will close to prevent moisture from entering the
enclosure and retains enclosure heat. The generator exhaust air passes through
counterweighted fire dampers before being discharged to atmosphere. When a fire is
detected, a CO2 actuated trip devices release the fire dampers. The counterweights close the
fire dampers to seal the generator compartment while the compartment is flooded with CO2.
Temperature elements monitor the temperature of the air exhausted from the generator
compartment and activate an alarm if the temperature reaches 200 °F (93 °C) increasing and
activates and a SML shutdown at 220 °F (104 °C) increasing.
Temperature elements monitor generator exciter-end air temperature and activate an alarm
when the temperature reaches 200 °F (93 °C) and initiates a SML shutdown at 220 °F (104
°C). Temperature elements monitor generator compartment temperature and activate an
alarm when the temperature reaches 125 °F (52°C) and initiates a SML shutdown at 150 °F
(66°C).
A pressure differential transmitter monitors compartment and atmosphere pressures and

activates an alarm if the difference in pressure reaches -0.1 in-Wg increasing. Heater
elements warm the air in the generator enclosure, warms the main generator terminal box
(MGTB) and the generator during cold weather operations or when the unit is idle.
Temperature elements measure temperature in the MGTB and activates an alarm if
temperature reaches 32 °F (0°C) decreasing and/or 125 °F (52 °C) increasing and measures
the temperature of the voltage regulator.
Temperature elements are also embedded in each of the three stator output phase windings as
listed in the table below, Stator Winding Temperature Elements (by Phase). These elements
trigger an alarm if the stator output phase-winding temperature rises to 270 °F (132°C) and
initiate a SML shutdown at 290 °F (143°C) There are three stator spare temperature
elements.
Rev 1 Pg 3F-17
06/26/2011

Refer to Table 4G.1, Equipment Maintenance Schedule, for the recommended inspection
and vendor manuals for the specific corrective actions and additional maintenance details.
Table 4G.1, Equipment Maintenance Schedule

Filter House Daily Inspect Inlet trash screen
(Recommended)
Weekly Record the filter resistance.
(Recommended) Check that each filter is straight
and square to its frame.
Monthly Inspect the filter media for signs
(Recommended) of damage.
Ensure that all conduits runs and
junction boxes are drained of
condensate and corrosion free.
6 Months Check the clean plenum for
(Recommended) degradation and moisture build-
up. Check all joints for evidence
of air or dust leakage.
12 months Prefilters to be replaced.
(Recommended)
24 months High efficiency filters to be
(Recommended) replaced. Check all surfaces for
corrosion.
Turbine AWV INC., 3 Months or 2000 Check for cleanliness and freedom
Enclosure Fire 33389 Hours from foreign matter that would
Protection (382A5531P0001) impede normal movement, and
Damper 50 1/2" seating of blades and seals on a
X 53" scheduled basis.
6 months Sleeve bearing, S.S. pins w/ OIB
(Recommended) bushings in linkage and kiddie trip
pin arm to be coated with “never-
seez” regular grade lubricant.
Cycle Damper
Pg 3F-18 Rev 1
06/26/2011
Table 4G.1, Equipment Maintenance Schedule (Cont)

Turbine Fan: 3 Months or 2000 ☺Check for cleanliness and
Enclosure TCF Aerovent, Hours freedom from foreign matter.
Ventilation Fan C-31403 (66” dia) Verify belt status. Check
- 66" Diameter GE Motor: tightness of all screws and bolts
Centaxial Fan  Motor Dual Rating and tighten if necessary.
 125/104 hp, 60/50 hz,
Assembly and 460/380 vac
6 months or 4500 ☺Lubricate fan and motor
Motor  3 Phase, 1780/1475 rpm
 444T Frame, explosion Hours assembly
proof
Generator Fan: 3 Months or 2000 ☺Check for cleanliness and

Enclosure TCF Aerovent, Hours freedom from foreign matter.
Ventilation Fan C-31399-00 Verify belt status. Check
(63 3/4" dia.) GE Motor: tightness of all screws and bolts
Vaneaxial Fan  Motor Dual Rating and tighten if necessary.
 100/83 hp, 60/50 hz,
Assembly and 460/380 vac
6 months or 4500 ☺Lubricate fan and motor
Motor  3 Phase, 1800/1500 rpm
 405T Frame, explosion Hours assembly
proof
Generator AWV INC., 3 Months or 2000 Check for cleanliness and

Ventilation Hours freedom from foreign matter that
Back Draft would impede normal movement,
Damper and seating of blades and seals
on a scheduled basis.
6 months Sleeve bearing, S.S. pins w/ OIB
(Recommended) bushings in linkage to be coated
with “never-seez” regular grade
lubricant. Cycle damper assy.
Air Filter - GEPPLP, 3 Months or 2000 Check to ensure that the
Combustion (Legged Air Filter) Hours operational and structural
and Ventilation (733200) members are maintaining their
function. Look at the internal
surfaces of the clean air sections
and its ductwork while the
turbine is shutdown and no air
flows through the system. Check
for leakage. Dust streaks indicate
a leak at one of the seams. Locate
the leak and caulk as necessary to
reseal any openings. Check
pneumatic system thoroughly.
Rev 1 Pg 3F-19
06/26/2011
Table 4G.1, Equipment Maintenance Schedule (Cont)

Generator AWV, 3 Months or 2000 Check for cleanliness and
Exhaust 24475 Hours freedom from foreign matter
Damper that would impede normal
movement, and seating of
blades and seals on a
scheduled basis.
6 months Sleeve bearing, S.S. pins w/
(Recommended) OIB bushings in linkage and
kiddie trip pin arm to be
coated with “never-seez”
regular grade lubricant. Cycle
Damper
VBV Drain GEPPLP, 3 Months or 2000 Check and clean when
Strainer - 40 (J05017) Hours necessary.
Mesh 1"-150#
Flat
Inlet Volute GEPPLP, 3 Months or 2000 Check and clean when
Drain Strainer - (J05021) Hours necessary.
40 Mesh 1"-
150# Flat
Combustion GEPPLP 6 Months or 4000 Conduct Inlet Inspection IAW
Air Inlet Hours IAD Service Letter No. 6000-
Inspection 02-05
Generator GEPPLP, Continuous Refer to GE AEP vendor
Intake TBD Weekly Maintenance manual for all
Expansion Monthly maintenance and check point
Joint Upon Turbine instructions.
Shutdown
Pg 3F-20 Rev 1
06/26/2011
COMPRESSOR WATER WASH SYSTEM
Rev 1 Pg 3G-1
Water Wash System
06/26/2011
Pg 3G-2 Rev 1
Water Wash System
06/26/2011
COMPRESSOR WATER WASH SYSTEM
COMPRESSOR WATER WASH SYSTEM THEORY OF OPERATION

The water wash system provides a mechanism for cleaning engine compressor blades to
increase compressor efficiency and improve engine power output versus fuel burned.
There are many types of compressor fouling. The type and rate of fouling depend on the
environment in which the gas turbine operates and the type of inlet filtration.
Among the most common types of contaminants are:
 Dirt or soil  Insects
 Sand  Salt (Corrosion)
 Seashells  Oil
 Coal dust  Turbine exhaust gas
Salt, aside from being a contaminant by itself, also causes corrosion of blading and ductwork
and subsequent ingestion of rust and scale. Oil increases the ability of contaminants to cling
to compressor passages and airfoils. The type of material that is deposited on the compressor
blading influences the method of its removal. In other words, some material will respond to
one cleaning media, others to another.
Rev 1 Pg 3G-3
Water Wash System
06/26/2011
Keeping the compressor internals clean can alleviate a number of problems before they ever
come apparent. Besides the obvious benefits of enhanced efficiency (increased power output,
lower T-3 temperatures, etc.) keeping the HPC clean will help blades survive longer. If the
compressor is dirty, additional weight is added to the airfoil and this increases the cyclic
stress. Also, dirt in the dovetail slots will add to the existing friction loading at the
dovetail/slot interface and between the two mechanisms a blade dovetail failure becomes
more likely. Performing thorough water washes with high quality ingredients on a regular
basis with help combat these conditions.
METHOD OF DETECTION
There are two basic methods for determining the cleanliness of the compressor. Visual
inspect and performance monitoring.
Visual Inspection:
The best method for detecting a fouled compressor is visual inspection. This involves
shutting the unit down, removing inlet plenum inspection hatch, and visually inspect
compressor inlet, bellmouth, inlet guide vanes, and early stage blading. If any deposits,
including dust or firmly deposits can be wiped or scraped off these areas, the compressor is
fouled sufficiently to affect performance. The initial inspection also reveals whether the
deposits are oily or dry. For oily deposits, a water-detergent wash is required followed by a
clean water rinses. Location of the source of the oil and correction should be accomplished
before cleaning to prevent recurrence of the fouling.
Performance Monitoring:
A second method for detecting a fouled compressor is performance monitoring. Performance
monitoring involves obtaining gas turbine data on a routine basis, which in turn is compared
to baseline data to monitor trends in the performance of the gas turbine.
The performance data is obtained by running the unit at steady on base load and recording
output, exhaust temperatures, inlet air temperatures, barometric pressure, compressor
discharge pressure and temperature, and fuel consumption. The data should be taken
carefully with the unit warmed up. If performance analysis indicates compressor fouling, it
should be verified by a visual inspection.
Washing and rinsing solutions are mixed in a holding reservoir and pumped into nozzle rings
in the engine air inlet under controlled pressure and flow rates for optimum cleaning.
Operators are responsible for charging the reservoir and initiating the washing and rinsing
cycles. Software logic then operates the pump and valve controls, based upon operator mode
selections and engine safety permissives.
Following the release of washing and rinsing solutions into the engine, an air purge of the
nozzles prevents contamination or blockages in the feed nozzles.
Pg 3G-4 Rev 1
Water Wash System
06/26/2011
On-Line and Off-Line Water Wash Manifolds
Two washing and rinsing modes are provided: (1) on-line when the engine is running and
under load, and (2) off-line when the engine is not running and the compressor is rotated by
the hydraulic starting system. Off-line cleaning is more effective than on-line, but requires
engine shutdown with loss of revenue during the cleaning activity. On-line cleaning, although
less effective, can extend the off-line wash interval.
The flow and instrument diagram illustrates separate nozzle rings in the engine inlet for on-
line and off-line cleaning. Droplet size is larger in the off-line ring, allowing greater flow
volume than is permissible when the engine is running. Smaller droplets are necessary in on-
line operation to avoid blocking compressor blades at speeds above core idle. Cold weather
operations require the addition of anti-freeze. Be sure to check manufacturer’s information
for mixing of soap solution and antifreeze to ensure compatibility.
The following is a list of acceptable liquid detergent for crank/soak compressor cleaning:
o B&B 3100 (Crank/Soak clean only).
o Ardrox 6322.
o RMC Turbine/Engine Cleaner (Rivenaes).
o Rochem Fyrewash.
o ZOK 271.A.
NOTE: ALL WASTE WATER FROM WATER WASHING IS TO BE DISPOSED OF

IN ACCORDANCE WITH THE LOCAL ENVIRONMENTAL STANDARDS.
In freezing weather, mix one of the agents below with cleaning solution mixtures.
 Isopropyl Alcohol.
 Acetone.
Note: During water wash approximately 10 percent of water and cleaning solution will leak
through the engine casing and openings to the exterior of the engine.
Rev 1 Pg 3G-5
Water Wash System
06/26/2011
MAJOR COMONENTS
Water Wash Skid
The water wash equipment is located on the
auxiliary skid and consists of the tank, pump,
filter and associated instrumentation. The tank
assembly has a level transmitter for local and
remote monitoring.
Wash Pump
The water wash pump motor is a 2 HP, 460
VAC, 3 PH, 60 Hz vertically mounted motor
driving a 7 stage pump. The pump assembly is
rated at:
 3-22 gpm (11-83 lpm)
 60-140 psig (414-965 kPaG)
WATER WASH TANK AND PUMP
Inline Instrument Air Filter
The 3 micron filter element is, rated at 100

SCFM @ 100 psig.
A differential pressure transmitter monitors

blockage of the filter element and will
provide an alarm at 10 PSID (69kPaD).
A filter bypass is set to open at 15 psig (103

kPaG)
Water Wash Tank Level Transmitter
The level transmitter LT-5042 monitors tank

level and activates an alarm if the solution
level falls to 7½ inches (199 mm) from the
bottom of the tank. In addition, at 7½ inches
(199 mm) an interlock will deenergize both
the tank heater and the water wash pump.
The transmitter has a meter type integral

display.
Level gauge LG-5027 allows the operator to

view the tank solution level.
Pg 3G-6 Rev 1
Water Wash System
06/26/2011
WATER WASH DIAGRAM
WATER WASH PROCEDURES
NOTE: Conduct all Water Wash procedures IAW WP 4014.
Operators initiate washing by closing the tank drain and water fill lines. After introducing the
proper amount of recommended detergent and antifreeze (if applicable), the chemical inlet
valve is closed and the water fill valve is opened. The engine manufacturer recommends
150-180° F (66-82 C) water temperature. For units without the tank heating option, water
preheating is recommended. A sight gage is provided to avoid overfilling. An overflow line
back to drain is provided should an incident happen.
Note: Prior to offline water wash sequence, remove the following sensor lines on the engine
as close to the sensing point as possible. Tape off, with non-residue tape or cap, the
sensor side of the line.
 P2 Low Pressure Compressor Inlet Pressure
 P2.5 High Pressure Compressor Inlet Pressure
 P3 High Pressure Compressor Discharge Pressure
 P4.8 Low Pressure Turbine Inlet Pressure
After charging the reservoir, WASH mode is selected on the turbine control panel (TCP). If
the engine is not running, an off-line sequence is enabled. The START pushbutton on the
water wash skid activates the sequence as follows:
OFFLINE WATER WASH SEQUENCE

1. Select OFFLINE WATER WASH mode.
2. Permissives:
 All stops are cleared
Rev 1 Pg 3G-7
Water Wash System
06/26/2011
 Not in 4-hour lockout

 Generator lube oil tank temp OK
 Generator lube oil tank level OK
 Hydraulic starter tank temp OK
 Hydraulic starter tank level OK
 Turbine lube oil tank OK
 Turbine lube oil tank level OK
 Offline water wash mode selected
 Engine control start permissive
 N25 < 300 rpm
3. Solution Wash Cycle:
 Select START from HMI menu to initiate offline water wash sequence.
 Verify lube oil pressures are OK, wait for rundown tank to fill.
 Before crank initiates, generator stator temperature, generator bearing
temperature and generator lube oil supply temperature must be met. VIGVs open
and VBVs close.
 Hydraulic pump motor energizes and 10-second timer starts.
 After 10-second timer has expired, hydraulic pump solenoid valve angles starter
swash plate to 100% (20ma) output and jacking lube pump motor energizes.
 When N25 > 1700 rpm and T48 < 200 °F and tank level is OK, push START
button on water wash skid.
 Water pump motor energizes and offline water supply valve opens.
 Upon injection of total amount of wash solution into turbine engine, VIGVs
close and VBVs remain closed
 Water pump motor de-energizes and hydraulic pump solenoid valve destrokes
the starter swash plate to 0% (4ma).
 Air purge valve opens and jacking lube pump motor de-energizes.
 Hydraulic pump motor de-energizes after 10-second delay. Both water supply
valve and air purge valve close after 30-seconds delay
 10-minute timer starts allowing the engine to soak.
 AC lube oil pump motor de-energizes after post lube timer has expired.
4. Rinse Cycle:
 After soak timer has expired, rinse twice-using procedures above.
 AC lube oil pump motor de-energizes after post lube timer has expired.
Pg 3G-8 Rev 1
Water Wash System
06/26/2011
Online Water Wash Sequence
Refer to the following sequence when performing an online water wash:
1. Permissives:
 N25 > 8000 rpm
 MW > 1.5
 Transfer completed (dual fuel application)
 Water tank level is OK
 Sprint not enabled (Sprint option)
2. Select ONLINE WATER WASH from HMI menu.
3. Push START button on water wash skid.
4. Water pump motor energizes and online water supply valve opens.
5. Once level transmitter detects low tank level, water pump motor de-energizes and air
purge valve opens.
6. After 30-second delay, air purge valve closes and online water supply valve closes.
Water Wash System
Rev 1 Pg 3G-9
Water Wash System
06/26/2011
DETAILED SYSTEM DESCRIPTION - WATER WASH

Water Wash System Operation
Note: Off-line water washing may not be initiated until engine surface
temperature is ≤ 200 F.
Refer to Water Wash System illustrated above. Purge air, pre-filtered to 3 , absolute, flows
through the system from customer connection [12] at 100 cfm at pressures of 100–120 psig
(689 – 827 kPaG) at 100 F (38 °C).
Customer-supplied, chemical concentrate (solvent) is added to the system through a quick-

disconnect coupling at customer connection [77]. Water enters the system through customer
connection [15] at 20 gpm (76 lpm) at temperatures of 50–180 F (10-82 °C). The normal
recommended chemical to water mixture is 1:4 (based on manufacturer directions).
Antifreeze is added, if necessary, to provide engine protection during cold weather washing.
Water flows through a check valve that prevents backflow and mixes with the solvent while
entering the 100-gallon (379 lpm) water wash tank (1). A temperature indicator measures
tank solution temperature. Heater elements, if equipped, warm the wash solution. A level
gauge allows the operator to view the tank solution level while level switch monitors tank
solution level and activates an alarm if the solution level falls to 7½ inches (199 mm) from the
bottom of the tank. The tank drain and overflow line terminate at customer connection [54].
After permissives have been met, the pump/motor assembly (2) supplies wash solution to the
water wash nozzles. On the main skid, the air-water solution is filtered to 50  before it flows
through solenoid operated valves, which control the water wash solution to the nozzles. One
of the two manifolds service the turbine engine during water washing. The off-line manifold
has 8 nozzles that spray the water solution at 5–8 gpm (19-30 lpm) at 80–120 psig (552-827
kPaG). The on-line manifold has 14 nozzles that spray the water solution at 4–5 gpm (15-19
lpm) at 80–120 psig 552-827 kPaG). A pressure indicator monitors line pressure.
Note: After an off-line water wash, the operator should drain and clean the tank prior
to the next water wash.
A local control box, hand switch, is mounted near the water wash tank on the auxiliary skid
that allows the operator to start or stop the wash cycle. During an off-line water wash, the
start switch is pressed after Water Wash has been selected at the TCP to initiate steps to
satisfy the start permissives. Wash cycles last 10 minutes and afterwards a purge cycle occurs
automatically. The purge cycle uses instrument or compressed air for 3 minutes.
Purge air flows through a solenoid operated valve and a check valve that prevents backflow.
A pressure indicator monitors line pressure.
After a wash or rinse cycle the purge air solenoid valve SOV-5039 automatically opens for
three minutes. In addition, both water wash manifold solenoid valves (3 & 4) open to purge
any remaining water out through the manifold nozzles.
Pg 3G-10 Rev 1
Water Wash System
06/26/2011
Refer to Table 4H.1, Equipment Maintenance Schedule, for the recommended inspection
and vendors manual for the specific corrective actions and additional maintenance details.
Table 4H.1, Equipment Maintenance Schedule

Water 2 years Check for blockage and clean

Nozzles
Compressor As Required by Conduct On-line/Off-line water
Cleaning Engine Performance wash (Refer to procedures in
Section 5.)
Strainer Yearly Visual check for fouling
Solenoid 24 Months Check for fouling and set
operating valve pressure
Water Wash Chromalox, 6 Months or 4000 ☺Check heaters for coatings and
Tank Heater - 156-500509-025 Hours corrosion. Clean if necessary.
2 1/2" NPT (382A5598P0001) Check tank for sediment around
480V 9KW the heater and remove as
(If equipped) necessary. Check heater and tank
for accumulated sludge deposits
and remove if necessary. Inspect
for loose or corroded terminal
connections/ends and tighten and
clean as necessary. If corrosion is
found, check box gasket and
replace as necessary. Check
conduit layout to correct
conditions that allow corrosion to
enter terminal housing.
Water Wash GEPPLP, Annually (more often Open, Inspect and clean reservoir.
Tank FAB 724981A if repeated problems Check reservoir for leakage.
DTL occur)
Open and inspect in
conjunction with heater
maintenance.
In-Line Filter Parker, Annually (more often ☺Replace filter on a regular basis
12A-F16L-50-BN- if repeated problems and replace filter once a year.
SS occur)
(377A6552P0001)
Rev 1 Pg 3G-11
Water Wash System
06/26/2011
Table 4H.1, Equipment Maintenance Schedule (Cont)

Pump/Motor Goulds, Annually (more often Protect pump from freezing
Assembly - 1SVDK7-GE if repeated problems temperatures. Ensure motor is
3600 RPM (382A5578P0001) occur) lubricated.
22GPM
Motor GE Motors, Annually ☺Lubricate Motor.
Supplied With (more often if Keep both interior and exterior of
Pump repeated problems the motor free from dirt, water,
occur) oil, and grease. Motors operating
in dirty places should be
periodically disassembled and
thoroughly cleaned. Check to see
that the bearings are in good
condition and operating properly.
Check to see that there is no
mechanical obstruction to prevent
rotation in the motor or in the
driven load. Check to see that all
bolts and nuts are tightened
securely. Check to see that there
is a proper connection to the drive
made.
Instrument Air Hankison, Annually (more often ☺Replace filter on a regular basis
Filter HF9-24-8-G if repeated problems and replace filter once a year
occur) regardless of visual indicator
indication.. Replace moisture
drain
Pg 3G-12 Rev 1
Water Wash System
06/26/2011
VIBRATION SYSTEM
3500
Rev 1 Pg 3H-1
LM6000 Engine Maintenance
06/26/2011
Pg 3H-2 Rev 1
06/26/2011
Bently Nevada 3500
VIBRATION MONITORING SYSTEM FUNCTION DIAGRAM
PRIMARY PURPOSE OF THE 3500 IS TO PROVIDE:

1. Machinery protection by continuously comparing monitored parameters against
configured alarm set points to drive alarms.
2. Essential machine management information for both operations and maintenance
personnel.
Rev 1 Pg 3H-3
06/26/2011
VIBRATION MONITORING SYSTEM THEORY OF OPERATION

The vibration monitoring system produces vibration magnitude data with adjustable alarm and
shutdown set points for engine and generator safety.
The figure on the previous page illustrates the LM6000 engine and generator vibration sensors
and electronic components. Aft and forward engine accelerometers are installed on the
turbine rear frame (TRF) and compressor rear frame (CRF). These sensors produce complex
electrical waveforms, resulting from the frequency and amplitude of engine vibration.
Interface modules, installed in relative close proximity to the sensors, integrate 10-mV/g
acceleration signals to obtain 100-mV/sec velocity signals for processing in modules that plug
into the control rack. The rack is mounted in the turbine control panel.
Tracking filters receive low-pressure turbine (LPT) and high-pressure turbine (HPT) velocity
and speed signals. The tracking filters present the velocity components associated with the
two turbine speeds on front panel displays.
In summary, four velocity signals are produced: one from each accelerometer, filtered at
XN25 and at XNSD speeds. They are noted as follows:
 Engine (FWD) vibration velocity at (HPC) speed
 Engine (AFT) vibration velocity at (HPC) speed
 Engine (FWD) vibration velocity at power turbine (LPT/LPC) speed
 Engine (AFT) vibration velocity at power turbine (LPT/LPC) speed
Pg 3H-4 Rev 1
06/26/2011
GENERATOR BEARING PROXIMITORS
GENERATOR BEARING PROXIMITORS

Proximitors are installed on the drive and non-drive ends of the generator drive shaft bearing
housings, to measure displacement between the bearing housings and the generator shaft.
Two proximitors are mounted on each bearing housing perpendicular to the shaft axis and
displaced 90 radially. The proximitors are referred to as x and y and mounted on both drive
and non-drive ends of the generator.
Displacement measurements from the four proximitors are displayed on modules installed in
rack slots 7 and 8 as follows:
 Drive end x
 Drive end y
 Non-drive end x
 Non-drive end y
Rev 1 Pg 3H-5
06/26/2011
ACCELEROMETER
Theory of Operation - In the study of physical
systems, it is often desirable to observe the
motion of a system and, in particular, its
acceleration.
An accelerometer can be described as a

combination of the two transducers – the
primary transducer, typically a single degree
of freedom vibrating mass, or seismic mass,
which converts the acceleration into
displacement, and a secondary transducer
which converts the displacement of the
seismic mass into an electric signal.
As the accelerometer reacts to motion, it places the piezoelectric crystal into compression or
tension, which causes a surface charge to develop on the crystal. The charge is proportional
to the displacement of the crystal. As the large body moves, the mass of the accelerometer
will move with an inertial response. The piezoelectric crystal acts as the spring to provide a
resisting force and damping. As the seismic mass moves, it places a piezoelectric crystal into
compression or tension, which causes a surface charge to develop on the crystal, which is
proportional to the motion.
ACCELEROMETER RESPONDING
Pg 3H-6 Rev 1
06/26/2011
VIBRATION HMI SCREEN
Rev 1 Pg 3H-7
06/26/2011
VIBRATION MONITORING SYSTEM
Vibration Monitoring System
1. Low Voltage DC Power Supply / Future Expansion: Operates under fully loaded
conditions with a single power supply. When two power supplies are installed in a
rack, the supply in the lower slot acts as the primary supply and the supply in the
upper slot acts as the backup supply. If the primary supply fails, the backup supply
will provide power to the rack without interrupting rack operation.
2. Rack Interface Module: Primary interface that supports Bently-Nevada proprietary

protocol used to configure the rack and retrieve machinery information. The rack
interface module provides the connections needed to support current Bently-Nevada
Communications Processors and Dynamic Data Interface External.
3. Communications Gateway Module: Provides serial communications between the

3500 Monitor System and a plant information system such as a distributed control
system (DCS) or a programmable logic controller (PLC). Collects data from the
modules in the rack over a high-speed internal network and sends this data to the
information system upon request. The module is able to establish communications
with up to six hosts over Ethernet.
4. Aero GT Vibration Monitor: 4-channel monitor that accepts input from four
Velocity Transducers and uses these inputs to drive alarms. The monitor can be
programmed using the 3500 Rack Configuration Software to execute any filter
options.
Pg 3H-8 Rev 1
06/26/2011
5. Keyphasor Module: 2-channel module used to provide Keyphasor signals to the

monitor modules. The module receives input signals from proximity probes or
magnetic pickups and converts the signals to digital Keyphasor signals that indicate
when the Keyphasor mark on the shaft is under the Keyphasor Probe. A Keyphasor
signal is a digital timing signal that is used by monitor modules and external
diagnostic equipment to measure vector parameters like 1x amplitude and phase.
6. Proximitor Monitor: 4-channel module that accepts input from proximity

transducers, linear variable differential transformers (DC & AC LVDTs), and rotary
potentiometers and uses this input to drive alarms. It is programmed by using the
3500 Rack Configuration Software to perform any of the following functions: Thrust
Position, Differential Expansion, Ramp Differential Expansion, Complementary Input
Differential Expansion, Case Expansion, and Valve Position.
7. Future Expansion
8. 4 Channel Relay Module: Contains four relay outputs. Each relay output is fully
programmable using AND and OR voting. The Alarm Drive Logic for each relay
channel can use alarming inputs (alerts and dangers) from any monitor channel in the
rack. The Alarm Drive Logic is programmed using the Rack Configuration Software.
9. Dynamic Pressure Monitor: Single slot, 4- channel monitor that accepts input from
various high temperature pressure transducers and uses this input to drive alarms. The
monitor has one proportional value per channel, bandpass dynamic pressure. The
bandpass corner frequencies are configured using the 3500 Rack Configuration
Software along with an additional notch filter.
10. - 16. Future Expansion
Note: In gear-driven generator units, gearbox vibration is measured with additional

dual-vibration modules installed in a second chassis
Rev 1 Pg 3H-9
06/26/2011
VIBRATION AND SPEED SENSING INSTRUMENTATION
VIBRATION AND SPEED SENSING INSTRUMENTATION

The auxiliary systems instrumentation diagram illustrates the location and operating
parameters of the vibration and speed monitoring sensors associated with the gas turbine
package.
MAINTENANCE INSPECTION/CHECK SCHEDULE
Inspection Check Inspection Maintenance Remarks

Required Frequency Level
Vibration Signatures Weekly I Check Bently Nevada gauges for
measuring vibration.
Instrumentation 12 Months or I Check calibration of the Bently
8000 Hours Nevada gauges, pressure and
temperature switches.
Pg 3H-10 Rev 1
06/26/2011
INSTRUMENTATION
Vibration System
GE AEP Tag Drawing Device Description
Number Item Number
XE-8076/8077 16, 17 VIBRATION ELEMENT COMPRESSOR/TURBINE REAR
XQT-8076/8077 FRAME
Gives remote indication of vibration to the TCP. Also
sends an alarm & shutdown signal to the TCP under the
following conditions:
Alarms:
 If LPC/LPT
 If HPC/HPT shaft vibration reaches 2.0 in/sec
(35 mm/sec).
 Wideband- shaft vibration reaches 3.0 in/sec
(78mm/sec).
SDTI Shutdown:
 If LPC/LPT shaft vibration reaches 2.0 in/sec
(35mm/sec).
 If HPC/HPT shaft vibration reaches 3.0 in/sec
(35 mm/sec).
 Wideband - shaft vibration reaches 4.0 in/sec
(102 mm/sec).
XE-8007X/8007Y 11, 12 VIBRATION ELEMENT GENERATOR
XT-8007X/8007Y Gives remote indication of generator vibration to the
TCP. Also sends an alarm & shutdown signal to the
TCP under the following conditions:
Alarms:
 If shaft vibration reaches 3 mil.
Shutdown:
 If shaft vibration reaches 4 mil.
Rev 1 Pg 3H-11
06/26/2011
Pg 3H-12 Rev 1
06/26/2011
SPRINT SYSTEM
Sprint DWG XXX268
Rev 1 Pg 3I-1
SPRINT System
06/26/2011
Pg 3I-2 Rev 1
SPRINT System
06/26/2011
SPRINT SYSTEM
The term “SPRINT” (SPRay INTercooling) is a technological advancement that has been
developed by GE Industrial AeroDerivative Gas Turbines (GE-IAD) to enhance the output
performance of the LM6000 Gas Turbine. The addition of GE’s proprietary Sprint technology
increases the output by 9% at ISO and by more than 20% on 90 F (32C) days. The
effectiveness of the system becomes more pronounced as ambient temperatures rise.
SPRINT System Screen
The SPRINT system begins a mist injection process once the turbine reaches full load
operation; no enhancement benefits are achieved at part load for either power augmentation or
decreased heat rate.
The SPRINT cooling technology lowers the high-pressure compressor (HPC) inlet
temperature (T2.5), which in turn effectively lowers the HPC compressor discharge
temperature (T3).
Rev 1 Pg 3I-3
SPRINT System
06/26/2011
ISO-International Organization for Standardization

 Ambient temperature 59° F (15° C)
 Barometric pressure 14.6% (101.4 kPa)
 Relative humidity 60%
 Elevation sea level
 Inlet and exhaust losses-none
 Emission controls-none
LPC SPRINT MANIFOLD HPC SPRINT Manifold
The system consists of two multi-nozzle interstage mist injection systems.

 The low-pressure compressor (LPC) mist injection system consists of a single row of
23 nozzles located in the inlet of the LPC.
 The high-pressure compressor (HPC) manifold is split into two (2) separate manifolds
(inner / outer) consisting of two rows of 12 nozzles each for a combined total of 24
nozzles. The HPC manifolds are located in the compressor front frame support
housing between the LPC and HPC.
Only one manifold will be operational at a given time. Which manifold is energized is
dependent on the inlet air temperature. Inlet air temperatures of ≥ 48 F (8.8 C) enables the
LPC SOV valve to be opened when the system is enabled. When temperature drop below
48 F (8.8 C), the LPC manifold will be de-energized and HPC manifold energized. If the
temperature continues to drop, at 41F (5 C) both HPC and LPC will be de-energized. As
temperatures increase from below 41 F (5 C) the HPC manifold will be reenergized at 43F
(6.1 C) increasing and at 50F (10 C) increasing the LPC manifold will be reenergized and
HPC manifold de-energized.
Pg 3I-4 Rev 1
SPRINT System
06/26/2011
Air extracted from the engines 8th stage HPC Bleed-Air Extraction port, is utilized to atomize
and pressurize the system. Water is then injected through the nozzles into the airflow path in
front of the LPC and in front of HPC. To prevent engine component erosion the nozzles
produce fine mist particle droplets that are less than 20 microns in diameter. By using the
SPRINT spray inter-cooling system, the compressor pressure ratio can be increased and
additional air can be directed through the compressor to increase the gas turbine
characteristics.
SPRINT Skid Layout
Rev 1 Pg 3I-5
SPRINT System
06/26/2011
Demineralized Water Flow
Skid Mounted Equipment

Customer-supplied demineralized water is supplied to the SPRINT system at customer
interface connection. It is supplied at a rate of 10-gpm minimum to 30 gpm (114 lpm)
maximum and at pressures 0-65 psig (0-448 kPa). After interface connection, it flows
through a Y-type strainer, a normally open ball valve to a centrifugal pump . The
centrifugal pump is driven by motor rated at 10 HP. After the pump, the demineralized
water pressure is monitored by pressure switch LOW PSL-62227 which activates pressure
alarm LOW PAL-62227 in the event the water pressure falls below 75 psig (517 kPa).
Pressure gauge PI-62229 scaled 0-400 psig (0-2757 kPa) displays pump discharge
pressure.
Pressure unloading valve (H) set at 225 psig (1551 kPa) protects the pump from excessive
pressure build-up. Temperature indicator TI-62228 displays the water temperature at flow
control valve.
A Flow control valve determines the amount of water supplied to the system based on
engine control schedules. This valve is electronically operated, pneumatically actuated
from customer plant air that has been reduced to 70 psi (483 kPa).
The demineralized water then flows through a flow meter, solenoid actuated block valve,
and enters a duplex filter that filters the water to 20 microns absolute. Pressure differential
switch HIGH PDSH-62233 monitors the differential pressure across the filters and
activates an alarm should the differential pressure increase to 10 psid (69 kPad). Pressure
differential indicator PDI-62232 provides a visual display of the differential pressure
across the filter.
Pg 3I-6 Rev 1
SPRINT System
06/26/2011
Turbine Enclosure Mounted Equipment
Demineralized water is supplied to the turbine mounted equipment from the SPRINT skid.
Temperature element TE-62235 monitors the water temperature and initiates SPRINT
system shutdown in the event the water temperature increases to 250 F (121 C).
Temperature indicator provides a visual display of the water temperature. Pressure
transmitter PT-62234 monitors the water pressure and initiates a shutdown signal at 10
gpm and 50 psig decreasing or 6 gpm and 25 psig decreasing.
Demineralized water is then divided into two separate flows, one for LPC SPRINT and
the other for HPC SPRINT. Each flow piping has a solenoid-operated valve and check
valve mounted to isolate flow to their respective systems (Items D, E, and G shown
above).
SPRINT Water Injection Illustration
Rev 1 Pg 3I-7
SPRINT System
06/26/2011
In each flow, demineralized water then flows through a check valve, a 100-mesh Y
strainer, a manually operated isolation valve, and to the water manifold. From the
manifold the water is distributed to 23 nozzles on the LPC SPRINT or 24 nozzles on the
HPC SPRINT where it is mixed with 8th stage HPC air before being injected into the air
flow path of the engine. The HPC SPRINT is split into two flows coming off the water
manifold. One manifold is for the inner ring of nozzles and the other for the outer ring.
Water flow is to the nozzles is typically as follows:
 LPC SPRINT – 17 gpm (64 L/Min)
 HPC SPRINT – 13 gpm (50 L/Min), 6.5 gpm (25 L/Min)per manifold
System Pressurization Air

Air for atomizing and pressurizing the SPRINT system is extracted from the 8th stage HPC
at engine. The air is supplied at 630 scfm (18 SCMM) and 150 psia (1034 KPaG) through
an orifice. The air flow is divided into two separate flow one for LP SPRINT and the other
for HP SPRINT.
High Pressure SPRINT

From the orifice plate, the 8th stage air is distributed to the HP air manifold. Pressure
indicator PT-62241 is mounted on the air manifold and monitors LP SPRINT air
pressure. An alarm is sounded if pressure drops to the calculated pressure of P3 x 0.25
decreasing for >1.0 seconds. From the manifold, the air flow is split into two separate
flows going to the 24 LPC SPRINT nozzles, 12 nozzles per manifold.
Low Pressure SPRINT

From the Orifice plate, the 8th stage air flows through an additional orifice plate and a
manually operated isolation valve before being distributed to the LHP air manifold.
Prior to the manifold is temperature element TE-62243 which monitors the 8th stage
air temperature and Pressure Indicator PT-62241 which monitors LP SPRINT air
pressure. An alarm is sounded if pressure drops to the calculated pressure of P3 x 0.25
Pg 3I-8 Rev 1
SPRINT System
06/26/2011
decreasing for >1.0 seconds. From the manifold, the air is distributed to the 23 LPC
SPRINT nozzles.
System Purge Air Supply
System purge air is used to purge demineralized water from the system for approximately
two minutes immediately after SPRINT shutdown. This is conducted to prevent corrosion
and the possibility of ice formation. System purge air is provided from the customer’s
connection at 80-120 psig (552-690 kPa), dry filtered to 5 microns absolute.
During shutdown of the SPRINT the system the following actions take place:
 The solenoid valve on the SPRINT skid is opened to purge any remaining water
out of the skid unit and the piping to the turbine enclosure. In the illustraion above,
valves labeled C,E, and F are opened allowing the water to drain to the customer’s
drain tank.
 Purge air is also supplied to the enclosure connection to clear the SPRINT
manifolds located on the turbine. Purge Valves labeled A and B open to allow air to
the engine manifolds and blow any remaining water into the engine through the
nozzles.
Rev 1 Pg 3I-9
SPRINT System
06/26/2011
SPRINT SKID
Pg 3I-10 Rev 1
SPRINT System
06/26/2011
Rev 1 Pg 3I-11
SPRINT System
06/26/2011
SPRINT EQUIPMENT MAINTENANCE SCHEDULE

Refer to Table 4I.1, Equipment Maintenance Schedule, for the recommended inspection
and vendors manuals for the specific corrective actions and additional maintenance details.
Table 4I.1, Equipment Maintenance Schedule

Skid Mounted Mueller Steam, 3 Months or 2000 Check for pressure loss across
Y-Strainer - 761-SS(2") Hours strainer. If pressure loss or
2"-150#RF clogging is observed, remove
access cover and clean strainer.
Replace o-ring if necessary and
re-install strainer and access
cover.
Electric Motor GE Motors, Annually ☺Lubricate Motor.
Supplied by Pump (more often if Keep both interior and exterior of
Manufacturer repeated problems the motor free from dirt, water,
occur) oil, and grease. Motors operating
in dirty places should be
periodically disassembled and
thoroughly cleaned. Check to see
that the bearings are in good
condition and operating properly.
Check to see that there is no
mechanical obstruction to prevent
rotation in the motor or in the
driven load. Check to see that all
bolts and nuts are tightened
securely. Check to see that there
is a proper connection to the drive
made.
Pump Goulds, Annually (more often Protect pump from freezing
3SVD-10STG-GE if repeated problems temperatures. Ensure motor is
(382A5652P0001) occur) lubricated.
Pg 3I-12 Rev 1
SPRINT System
06/26/2011
Table 4I.1, Equipment Maintenance Schedule (Cont)

Filter Indufil, Annually (more often Replace filter on a regular basis
TSGH-2-200-1 1/2" if repeated problems and replace filter one a year
ANSI-150# occur) regardless of visual indicator
(382A1201P0001) indication.
FCV-2104 AWC, Annually (more often Check valve stem for leakage. If
Flow Control 1CPT4466TSEA.12 if repeated problems valve stem is damaged or fails,
Valve - 1" 5/10DFP17424D/20 occur) replace valve.
B754Z24DV53
(382A5526P0001)
Equipment Location Set Point Maintenance Work

Package
GT Assy Stage 1 HPC blade 16,000 hrs of HP SPRINT WP 2413 00
replacement operation or 25,000 hrs of
total SPRINT operation,
whichever comes first
GT Assy Stage 2,3 and 4 At same time as stage 1 WP 2413 00

HPC blade cord HPC blade replacement
length check (sys
with E-SPRINT)
Rev 1 Pg 3I-13
SPRINT System
06/26/2011
Pg 3I-14 Rev 1
SPRINT System
06/26/2011
FIRE PROTECTION SYSTEM
Rev 1 Pg 3J-1
Fire Protection System
06/26/2011
Pg 3J-2 Rev 1
06/26/2011
FIRE PROTECTION SYSTEM THEORY OF OPERATION

The Fire and Gas Detection System is an independently powered, stand-alone system. A
controller at the turbine control panel (TCP) provides audible and visual alarm signals. The
panel referred to as the Fire Protection Panel (FPP), interfaces with the turbine-control system
to initiate operator alarms and cause turbine-engine shutdowns when conditions warrant.
Ventilation fan controls are also directed through the turbine-control system interface when
fire or fire-causing conditions are detected.
The fire protection system utilizes flame, thermal, and gas detectors in the generator and
turbine enclosures to detect fire or fire-causing conditions. The system activates precautionary
alarms or engine shutdown commands under specific conditions. Fire-extinguishing CO2 is
released into the enclosures if flames are detected or temperatures rise above set limits.
Pressure from CO2 in the release lines activates pneumatic actuators, pulling pins that allow
weights to fall, thus closing louvers (fire dampers) in the ventilation ducts. These fire dampers
reduce the supply of oxygen and confine CO2 within the enclosures for maximum effect.
The following paragraphs will give a brief description of the many components in the fire
detection and suppression system.
Rev 1 Pg 3J-3
06/26/2011
SYSTEM DESCRIPTION
Because of its importance to the system while running, and in Standby or Static state, the
Allestec Fire Protection system performs a routine “system check” every 36 hours. At
time of initial power-up, the FPP sets an internal watchdog timer that initiates a status
check at 36-hour intervals. During this period the system looks at each circuit run to the
manual switches, heat sensors, flame detectors, gas detectors, pressure switches and
battery charger system to verify proper operating parameters of the external components.
If a device is not functioning properly, or if the system detects a loss of circuit continuity,
an alarm will be annunciated and displayed on the Operator’s Alarm and Shutdown screen
on the HMI.
Flame Detectors
FLAME DETECTOR
A total of four dual-element infrared flame detectors signal the fire control modules when
flames are present. Three of these detectors are located in the turbine enclosure and one is
located in the generator enclosure. The detectors are filtered for different wavelengths in
the infrared spectrum, and are activated by the spectral characteristics of light emitted
from hydrocarbon flames. In the gas turbine enclosure, 2 of 3 sensors need to detect the
fire for 2.5 seconds before initiating fire alarm/shutdown. The single generator sensor
needs to detect flames for 2.5 seconds prior to initiating alarm/shutdown.
Thermal Spot Detectors
Four thermal spot detectors, two each located in the generator and turbine enclosures,
monitor temperatures and signal the fire control modules when high temperatures are
present.
Pg 3J-4 Rev 1
06/26/2011
THERMAL SPOT DETECTOR
Combustible Gas Detectors
Combustible gas is detected by three dual- element sensors, two for the turbine enclosure and
one for the generator enclosure. The dual elements, one of which is exposed to the local
atmosphere and one of which is sealed, are balanced to cancel the effects of temperature,
aging, and humidity. An unbalance occurs when gas affects the electrical conductivity of the
exposed element.
COMBUSTIBLE GAS DETECTOR
Alarm Horns
Alarm horns, located in the turbine and generator enclosures and outside the package, will
sound if fire or gas is detected. CO2 is released 30 seconds after the alarm horns sound. A
manual key-switch is provided as a “Horn Acknowledge” mute switch.
Rev 1 Pg 3J-5
06/26/2011
Manual CO2 Release Stations
Manual release stations permit manual activation of the fire suppression system. Once
activated, the station is reset by pulling the button out, reinserting the pin and installing a
new a new wire seal.
NOTE: Except during an actual response to a fire Alarm/Shutdown condition,

if the system initiates a 36-hour status check, any condition such as a manual
INHIBIT mode will be reset. Operators should utilize the use of the manual
shutoff valve ZS-6364 located in the CO 2 enclosure when doing a quick
internal package inspection. Situation could arise while in an INHIBIT-only
mode to perform an inspection, system could initiate the 36-hour check and
reset INHIBIT status. System does not indicate that the FPP panel is
performing this diagnostic function.
CO2 Purge Switch
The CO2 Purge Switch is a key-lock switch that is actuated in order to open fire dampers,
enable ventilation fan operation and turn off strobe lights. After the Fire Protection Panel has
sensed a fire condition and operated, the CO2 Purge Switch which is a key-lock switch, is
actuated in order to open fire dampers, enable ventilation fan operation and turn off strobe
light.
CO2 PURGE SWITCH
Pg 3J-6 Rev 1
06/26/2011
NOTE: Strobe lights activate with the initialization of the FPP panel. The
strobe latch-in relay is armed when a shutdown condition occurs and the
fan latched-out relays are armed (CO 2 discharged). In the condition where
high LEL initiates a shutdown, the strobe latch-in relays are armed. The
strobes cannot be turned off until the key-operated CO 2 purge switch is
activated and fan logic reset.
Strobe Lights
Strobe lights emit a bright, flashing red light whenever the fire suppression system has
been activated.
STROBE LIGHT
Rev 1 Pg 3J-7
06/26/2011
Gas Turbine Enclosure Ventilation Fan Fire Dampers (2)
Each gas turbine ventilation fan has a fire damper on the inlet side of the fan. During a
“Fire Stop” the fire dampers are closed by CO2 pressure to stop all airflow from the
enclosure. Compressed air is used to reset fire dampers.
FIRE DAMPERS
Located outside the turbine enclosure is an instrument air fitting that is used for resetting
fire dampers. Under normal operation the supply air valve is closed and the discharge
valve is open, vented to atmosphere. To reset dampers, close the discharge valve and
open the air supply to dampers. After reset, close the air supply valve and open the
discharge valve to atmosphere.
FIRE DAMPER ACTUATOR
Pg 3J-8 Rev 1
06/26/2011
FIRE PROTECTION PANEL
The Fire Protection Panel illustrated above is comprised of plug-in modules that link to flame,
thermal, and gas detection sensors inside the turbine and generator enclosures. The FPP also
contains Alarm, Release, Manual Pull, and Fault modules that provide activation of CO2
release solenoids and annunciation of operating conditions. The function of the individual
modules is as described on the following pages.
NOTE: Unlike most modular control systems, the “slots” within the Fire
Protection System cardframe are numbered from right to left. Thus, for
reference, the module in slot number 1 is located at the far right hand end of
the cardframe, when viewed from the front of the control panel.
FIRE PROTECTION PANEL
Rev 1 Pg 3J-9
06/26/2011
FAULT MODULE
The Fault module assists operators in identifying fault
categories and provides a mechanism for resetting the
audible fault horn. The Power LED indicates low battery
supply voltage. The AUX LED is not used in the system as
presently configured. Faults are also displayed locally on
each plug-in module type.
1. System – Amber indicator illuminates when a fault

in any module in the system is present.
2. Battery Voltage – Green indicator illuminates

should the battery power rise to approximately 30V
or fall to approximately 18V.
3. Aux – (Not Used) Amber indicator illuminates

when normally closed circuit is open.
4. Power LED – Green indicator illuminates when

power is applied to the module.
5. Reset Switch – Toggle switch used to reset module

and alarm conditions.
FAULT MODULE
Pg 3J-10 Rev 1
06/26/2011
Inhibit is not visually indicated on operator’s HMI screen or

manual pull module.
MANUAL PULL MODULE

The Manual Pull module accepts inputs from
manual pull switches located strategically around
the GTG package and sets a latch, which
activates the Alarm and Release modules.
Operation of any of the manual pull switches
also causes the Fire LED on the module front
panel to energize.
1. Fire – Upon activation of a manual pull

station, this LED will illuminate and
audio and visual alarms will be activated.
The release module will also be
activated.
2. Fault – Amber indicator will illuminate

when a circuit is open in the manual
release input wiring and the alarm will be
activated.
3. Power LED – Green indicator

illuminates when power is applied to the
module.
4. Inhibit/Reset – Toggle switch allows

testing of the detectors while disabling
the main and reserve banks of the release
module.
MANUAL PULL MODULE
Rev 1 Pg 3J-11
06/26/2011
Inhibit is not visually indicated on operators hmi screen or manual

pull module.
RELEASE MODULE
The release module activates CO2 release solenoids

after pre-set time delays. Manual pull switches, high
temperature detection, or flame detection will
activate a 30-second timer in the Release module.
Following the 30-second warning delay, the primary
bank of CO2 bottles is released. At the time of
release, 10-second and 90-second timers are
initiated. If CO2 pressure is not sensed in the release
lines when the 10-second timer elapses, the backup
bottle bank is released. If flames continue to be
detected when the 90-second timer elapses, the
backup bottle bank is also released.
1. Main – Red indicator illuminates when CO2

is released from CO2 cylinders.
2. Reserve – Red indicator illuminates when

CO2 is released from reserve CO2 cylinders.
3. Main – Amber indicator illuminates when an

open conductor in the Main Release circuit is
detected. RELEASE MODULE
4. Reserve – Amber indicator illuminates when an open conductor in the Reserve

Release circuit is detected.
5. PSW – Amber indicator illuminates when an open conductor in the Pressure Switch
(PSW) line is detected.
6. Abort – Amber indicator will illuminate when an open conductor in the abort line is
detected.
7. Power LED – Green indicator illuminates when power is applied to the module.
8. Inhibit/Reset Switch – Inhibit position inhibits release of CO2 while testing Input
Module Alarms. Manual Pulls may still be used in normal manner while Inhibit
function is selected. Reset position allows user to reset the fault circuit provided the
condition causing the fault has been cleared.
Pg 3J-12 Rev 1
06/26/2011
INPUT MODULE (TURBINE OPTICS)
The input module for the turbine optics accepts inputs from
the three optical flame detectors in the turbine enclosure.
Once activated by a detector the Input Module will initiate
the Alarm Module and the Release Module. When reset
with the spring-loaded Reset switch, the LEDs extinguish.
Fault LEDs do not blink.
To prevent nuisance alarms, adjustable time delays on the

input module printed circuit cards determine the length of
time sensor contacts must remain closed before being
“captured” and presented as a valid signal.
1. Fire 1 – Red indicator illuminates as long as the

detector remains in alarm. When the alarm clears,
the LED will blink to indicate there has been a relay
closure. The module can be reset when all alarms on
this module have been cleared.

this module have been cleared.

this module have been cleared. INPUT MODULE
(TURBINE OPTICS)
4. Fault 1 – Amber indicator illuminates when there is a sensor contact open in No. 1
Fault Input circuit.
8. Reset Switch – Allows resetting the input module.
Rev 1 Pg 3J-13
06/26/2011
INPUT MODULE (GENERATOR OPTICS)

The input module for the generator optical accepts inputs
from the single optical flame detector in the generator
enclosure and four thermal sensor inputs. Two thermal
inputs are wired in parallel from the turbine enclosure and
two from the generator enclosure. Once activated by a
detector the Input Module will initiate the Alarm Module
and the Release Module. When reset with the spring-
loaded Reset switch, the LEDs extinguish. Fault LEDs do
not blink.
To prevent nuisance alarms, adjustable time delays on the

input module printed circuit cards determine the length of
time sensor contacts must remain closed before being
“captured” and presented as a valid signal.

the LED will blink to indicate there has been a
relay closure. The module can be reset when all
alarms on this module have been cleared.

the LED will blink to indicate there has been a
relay closure. The module can be reset when all
alarms on this module have been cleared. INPUT MODULE
(GENERATOR OPTICS)
3. Fire 3 – Red indicator illuminates as long as the detector remains in alarm. When the
alarm clears, the LED will blink to indicate there has been a relay closure. The module
can be reset when all alarms on this module have been cleared.
8. Reset Switch – Allows resetting the input module.
Pg 3J-14 Rev 1
06/26/2011
ALARM MODULE
Note: The horn, strobe, and bell circuits are fused. Open fuses or continuity loss to the end
devices will activate the associated Fault LEDs on the module front panel.
The Input or Manual Pull modules activate the alarm

module. When activated the Alarm Module will sound the
annunciation devices and turn on the strobe light.
1. Bell – Red indicator illuminates when the Manual

Pull via Release Module activates the Bell upon an
alarm input from the Input Module. The LED will
blink once the alarm has been silenced to indicate
that it has been silenced.
2. Horn – Red indicator illuminates when the Manual

Pull via Release Module activates the Horn upon an
alarm input from the Input Module. The LED will
blink once the alarm has been silenced to indicate
that it has been silenced.
3. Strobe – Red indicator illuminates when the

Manual Pull via Release Module activates the
Strobe upon an alarm input from the Input Module.
The LED will blink once the alarm has been
silenced to indicate that it has been silenced.
4. Fault 1 – Amber indicator illuminates when there is

a fault in the Bell circuit, and it flashes when the
Silence switch has been operated. ALARM MODULE
5. Fault 2 – Amber indicator illuminates when there is a fault in the Horn circuit, and it
flashes when the Silence switch has been operated.
6. Fault 3 – Amber indicator when there is a fault in the strobe light circuit.
8. Silence/Reset Switch – The Silence function will silence the horn after which the
Horn LED blinks until Reset is activated. The reset function extinguishes the Horn and
Strobe LEDs. The Reset function is only permitted if the event causing the alarm is
cleared.
Rev 1 Pg 3J-15
06/26/2011
GAS MODULE TURBINE ENCLOSURE
Gas modules accept 4–20 mA analog signals

from gas detectors in the turbine enclosure and
display the values calibrated as a percentage of
the lower explosion limit (LEL) of the gas-air
mixture. To initiate programming, both the Step
and Set Reset pushbuttons are pressed
simultaneously.
In normal operation, gas levels will be well

below the Lo Alarm limit. Should the level
increase to a value greater than the Lo or Hi
Alarm limits, the respective LEDs will
illuminate. The HiHi Alarm LED indicates a
100% LEL.
1. Display – Two seven-segment LEDs

display the real-time concentration of gas
level between 5 and 100% LEL, PPM, or
percent of analog current loop. Displays
also indicate “or” or “ur” for over or
under range sensor inputs and
programming information for setting
alarm parameters.
2. Step – Switch used to increment program

steps, and the selected values are stored
in the memory with this switch.
3. Step/Reset – Switch used to enter and

store values into the program mode. Also
allows the operator to reset fault circuit.
GAS MODULE
TURBINE ENCLOSURE
4. Hi-Hi Alarm – Red LED illuminates when pre-set limit is exceeded.
5. Hi Alarm – Red LED illuminates when pre-set limit is exceeded.
6. Lo-Alarm – Amber LED illuminates when pre-set limit is exceeded.
7. Fail – Red LED illuminates when the module detects a sensor failure.
Pg 3J-16 Rev 1
06/26/2011
GAS MODULE GENERATOR ENCLOSURE

Gas modules accept 4–20 mA analog signals from
gas detectors in the turbine enclosure and display
the values calibrated as a percentage of the lower
explosion limit (LEL) of the gas-air mixture. To
initiate programming, both the Step and Set Reset
pushbuttons are pressed simultaneously.
In normal operation, gas levels will be well below

the Lo Alarm limit. Should the level increase to a
value greater than the Lo or Hi Alarm limits, the
respective LEDs will illuminate. The Hi Hi Alarm
LED indicates a 100% LEL.
1. Display – Two seven-segment LEDs

display the real-time concentration of gas
level between 5 and 100% LEL, PPM, or
percent of analog current loop. Displays
also indicate “or” or “ur” for over or under
range sensor inputs and programming
information for setting alarm parameters.
2. Step – Switch used to increment program

steps, and the selected values are stored in
the memory with this switch.
3. Step/Reset – Switch used to enter and store

values into the program mode. Also allows
the operator to reset fault circuit.
GAS MODULE
GENERATOR ENCLOSURE
4. Hi-Hi Alarm – Red LED illuminates when pre-set limit is exceeded.
5. Hi Alarm – Red LED illuminates when pre-set limit is exceeded.
6. Lo-Alarm – Amber LED illuminates when pre-set limit is exceeded.
7. Fail – Red LED illuminates when the module detects a sensor failure.
Rev 1 Pg 3J-17
06/26/2011
FIRE SENSOR ALARM, SHUTDOWN, AND ACTION SUMMARY

The table summarizes conditions and programmed actions when fire or fire-causing
conditions are sensed through the FPP.
Sensor Alarm Shutdown Ventilation CO2 Release

Fans
Temperature YES YES @ >225 F OFF (1) YES (2,3)
Gen. Encl.
YES YES @ >450 F OFF (1) YES (2,3)
Turbine Encl.
Gas Detection YES @ NO B/U fans in NO
>20% appropriate
LEL (4) encl. ON
YES @ YES B/U fans in NO
>60% appropriate
LEL (4) encl. ON
Flame Detection YES YES (5) All fans OFF (1) YES (2,3,6)
(1)
Notes: Fire dampers are closed by CO2 pressure in release lines.
(2)
Alarm horns and beacon lights are activated 30 seconds before CO2 is released to allow personnel to clear fire area.
(3)
Backup bottles are released if pressure from first release is not detected within 10 seconds.
(4)
Lower Explosion Limit (LEL) of gas-air mixture.
(5)
Two of the three flame detectors in the turbine enclosure must detect flame for release of CO2. The single flame
detector in the generator enclosure, when activated, will cause release of CO2.
(6)
If flames continue to be detected 90 seconds after primary CO2 bottle bank is released, backup bottles are also
released.
FIRE SENSOR ALARM, SHUTDOWN, AND ACTION SUMMARY
Pg 3J-18 Rev 1
06/26/2011
TURBINE CONTROL SYSTEM / FPP INTERFACE SIGNALS

The table above lists the alarm and shutdown signals that are transmitted to the turbine control
system from the FPP.
Turbine Control System Shutdown/Alarm

Operator Messages
GTG ROOM HI GAS LEVEL FSLO
GTG TURBINE ROOM HI GAS LEVEL FSLO
GTG ROOM AIR HI TEMP FSLO
GENERATOR ROOM AIR HI TEMP FSLO
GTG CO2 RELEASE FSLO
24-VDC BATTERY LOW VOLTAGE CDLO
GTG BATTERY CHARGER FAILURE AC (ALARM ONLY)
GTG BATTERY CHARGER GROUND FAULT (ALARM ONLY)
*Fire protection panel (FPP) internal diagnostic fault.
NOTE: FSLO, CDLO, and SML shutdown mode definitions are given in the Turbine Control System description.
TURBINE CONTROL SYSTEM / FPP INTERFACE SIGNALS
Rev 1 Pg 3J-19
06/26/2011

The fire protection F&ID illustrates the CO2 bottle arrangement and the approximate location
of horns, beacons, sensors, and hand switches in and near the GTG package.
Dual solenoid valves are operated separately from the FPP to release two bottles in the Main
and two bottles in the Reserve CO2 bottle banks. Pressure in the feed lines causes pilot valves
to actuate in each bottle. Check valves prevent pressure from one bottle bank triggering the
other bank. A lockout valve and a position switch prevent release of CO2 when personnel are
working within the enclosures. A pressure switch in the feed line signals the FPP when CO2
has actually been released.
Pg 3J-20 Rev 1
06/26/2011
Rev 1 Pg 3J-21
06/26/2011

Refer to Table 4J.1, Equipment Maintenance Schedule, for the recommended inspection
and vendors manual for the specific corrective actions and additional maintenance details.
Table 4J.1, Equipment Maintenance Schedule

Flexible Hose Kidde, Monthly Check for loose fittings, damaged
251821 threads, rust, dirt, and frayed wire
(377A2245P0002) braid.
(Dry Line) Wilson Fire, Monthly Check for deformation, cracks, dirt,
Discharge WFPS/108 or other damage. Replace switch if
Pressure (382A6241P0001) damaged.
Switch
Electronic Kidde, 1 month Check for physical damage,
Discharge 872450 deterioration, corrosion, and dirt.
Kiddie Heads (377A2233P0001)
6 months Test electronic control heads
System Various 1 month Inspect hazard area components

Components
Combustible Wilson Fire, 3 months ☺Calibrate sensor and DCU.
Gas Detector WFDCUEX-1
(382A6223P0001) 48 Months Replace clock batteries.
Cylinder Kidde, Monthly Check for leakage and physical

870269 damage.
(377A1188P0002)
6 months Check CO2 cylinder weight
5 Years Inspect and/or hydrostatically test
CO2 cylinders and flexible
discharge and actuation hoses
Optical Flame Det-Tronics, Weekly Visually verify proper operation via
Detector X9800EQP (Recommend) LED
(382A4669P0001)
6 Months Calibrate sensor.
7 Years Replace Clock Battery
Pg 3J-22 Rev 1
06/26/2011
Table 4J.1, Equipment Maintenance Schedule (Cont)

Fire/Gas Alarm Wilson Fire, 6 Months Inspect for loose fittings, damaged
Horn and FSASHH24SMRW threads, rust, dirt, and frayed wire
Strobe /TCWL braid. Check for deformation,
(J00169) cracks, dirt, or other damage.
Replace component if damaged.
Distribution Various 2 years Blow out distribution piping
Piping
Rev 1 Pg 3J-23
06/26/2011
Pg 3J-24 Rev 1
06/26/2011
ELECTRICAL SYSTEMS
Rev 1 Pg 4-1
Electrical Basics & Power Generation
06/26/2011
Pg 4-2 Rev 1
06/26/2011
OBJECTIVE
Upon completion of this section the student will
Understand the relationship between electricity and magnetism.
GENERATOR OPERATION AND CONTROL
This section describes how the generator should be monitored, controlled, and maintained
within the safe boundaries of its capability. Essential concepts are developed that will enable
operators to respond intelligently to load changes or other contingencies within the
interconnected power system.
ESSENTIAL CONCEPTS
FIELD AROUND A CURRENT-CARRYING CONDUCTOR
Electricity and Magnetism
The relationship between electricity and magnetism was discovered in the early 19th
century in an experiment similar to the one in the illustration. The compass aligns itself
with the magnetic field surrounding the conductor carrying electric current.
This phenomenon led to an important question: “If an electrical current can produce a
magnetic field, can a magnetic field produce an electric current?”
Rev 1 Pg 4-3
06/26/2011
GENERATING CURRENT FLOW USING A MAGNET
By the year 1820, the question was answered and quantified by an experiment similar to
that illustrated in (A) above. Relative motion between a magnet and an electrical
conductor produced electric current flow. The demonstration also proved the rate of
motion and the strength of the magnetic field relate to the amount of current induced into
the conductor.
A mechanical analogy, illustrated in (B) shows a pump in a liquid circuit with a valve
blocking flow when closed and allowing flow when open. In the electrical circuit of (A),
the switch prevents electric current flow when open and allows flow when closed.
Mechanical energy is required to rotate the pump shaft; just as moving the magnet, the
conductor or both also require mechanical energy in the production of electric current.
Pg 4-4 Rev 1
06/26/2011
Generating Alternating Current
Generating Alternating Current
This theory of relative motion leads to the operation of the conceptual generator illustrated
above. As the permanent magnet is rotated by the hand-crank, its poles alternate in
approaching the conductor; i.e., south followed by north, followed by south, etc. The
concentration of magnetic flux lines at the poles of the rotating magnet induce maximum
current as they pass the conductor, diminish to minimum, and then reverse and become
maximum in the opposite direction each half-cycle. The induced current flow through the
load, then, also reverses each half-cycle, and if the crank is rotated at a constant speed, the
generated waveform is sinusoidal.
Rev 1 Pg 4-5
06/26/2011
Generating Three-Phase Alternating Current
GENERATING THREE-PHASE CURRENT
We can expand on this concept of single-phase current by introducing two additional

conductors, and space each one 120 mechanical degrees apart. Illustration A shows how
three independent circuits can be generated for each revolution of the magnet to produce
three sinusoidal waveforms as shown in (B). This concept is called three-phase generation
and is commonly used throughout the electric generation industry.
Coils And Magnetic Flux Density
Practical application of the single- and three-phase generation of electrical current,

however, means addressing two additional requirements: (1) a method of controlling its
output voltage and (2) a means of generating more power than can be produced using a
rotating permanent magnet and single conductors as stators. The idea of the conductors
wound into coils provides the solution.
Pg 4-6 Rev 1
06/26/2011
Predicting the direction of the magnetic field, or of the direction of current flow, using can
be accomplished using the right-hand rule. When pointing the right-hand thumb in the
direction of current flow, the fingers will curl in the direction of magnetic flux. And, of
course, if the fingers of the right-hand are curled in the direction of the magnetic flux, the
thumb will point in the direction of current flow.
RIGHT HAND RULE
Using the right-hand rule and the direction of current flow, the flux lines around each turn
of the coil below will be in the clockwise direction as they pass over the top of each turn
and counter-clockwise as they pass under the bottom of each turn. Each turn adds its flux
to the previous turns, such that the field strength of the overall coil is multiplied by the
number of coil turns. The field strength of the coil becomes the product of the number of
turns (N) and the current (I) flowing in the conductor. The coil, then, has magnetic
properties with north and south poles, whose field strength can be controlled by regulating
the current flowing through a fixed number of turns. Using a coil to replace the permanent
magnet on the generator rotor allows control of the voltage induced into the stators by
regulating the current flowing through the rotating coil. When used on generator stators,
coils provide more induced voltage than a single conductor because the induced current is
also multiplied by the number of turns on each stator winding.
COILS
Rev 1 Pg 4-7
06/26/2011
TWO-POLE GENERATORS
The figure below illustrates brush and brushless-type generators that allow control of rotor
field strength and, therefore, control of the current that is induced into the three stator
windings installed at 120 mechanical degree intervals around the rotor.
Brush-Type Generators
A brush-type generator uses a battery and brushes in contact with slip rings to supply
magnetizing current for the rotor windings. The magnetizing current is referred to as
excitation current. A variable resistor in the stationary battery circuit provides regulation
of the excitation current flow through the rotating coil, thus allowing control of the
magnitude of the rotating magnetic field of the rotor. It should be noted that, because the
polarity of the brush contacts remains the same regardless of the angle of rotation of the
rotor, the assignment of north and south poles on the rotor also do not change. The
arrangement, therefore, provides a rotating north and south pole magnet with controllable
field strength to allow control of the voltage induced into the stator windings.
Pg 4-8 Rev 1
06/26/2011
Brushless-Type Generators
A brushless excitation scheme provides magnetic linking of the stationary and rotating
parts of the machine without using brushes. A permanent magnet of high permeability is
driven by the prime mover (or engine) as it drives the rotor. Coils having low permeability
in close proximity to the rotating permanent magnet are induced with a current that
alternates as the permanent magnetic poles rotate. The AC current is allowed to flow in
only one direction through stationary diodes. The diodes then convert the AC current
generated by the rotating permanent magnet into DC current that is applied through a
variable resistor to a set of stationary coils called exciter field windings.
The field strength of the exciter field windings is therefore controllable by adjustment of
the variable resistor. A set of three windings, each spaced at 120 mechanical degree
intervals on the rotor of the machine called the exciter rotor, are induced with a current
with an amplitude proportional to the adjustable current flow through the stationary
exciter field windings. The output of the three windings on the exciter rotor is a three-
phase alternating current. This adjustable current is applied to a set of diodes attached to
the rotor to produce a DC current that is applied to the main rotor.
EXCITER DIODE WHEEL
Typically, the rotating diodes are mounted on a wheel. The electrical schematic below
diagrams the wiring of the three-phase rectifier assembly. The positive and negative outputs
from the rectifier are connected to the main rotor windings through a bore in the generator
shaft. As the A, B, and C phases from the exciter rotor alternate through positive and
negative cycles, the positive half cycles are conducted from each diode’s anode to cathode
and appear on the positive output side of the rectifier. The negative half cycles conduct from
each diode’s cathode to anode and appear on the negative output side of the rectifier.
Rev 1 Pg 4-9
06/26/2011
EXCITER DIODE WIRING
The rotating permanent magnets and the windings that surround them in the brushless
exciter configuration are referred-to as components of the permanent magnetic alternator
(PMA) or permanent magnet generator (PMG). The PMA/PMG alternating current output
is applied to an off-generator unit that provides the rectification and regulation functions
indicated by the stationary diodes and variable resistor in the (B) illustration above. The
off-engine package is referred-to as the Micro Automatic Voltage Regulator or MAVR.
Pg 4-10 Rev 1
06/26/2011
REAL POWER, VARS, AND POWER FACTOR
Electric power is the product of volts and amperes or VA. However, this expression is true
only when voltage and current occur at the same time. Current can be delayed after voltage is
applied or voltage can be delayed following current, depending upon the inductive or
capacitive characteristics of the circuit to which a generator is connected.
Inductance
It has been demonstrated that a finite time is required for the magnetic field to reach its
maximum strength after voltage is first applied to a coil or conductor. Likewise, when the
applied voltage is removed, a finite time is required for the magnetic field to collapse.
Current flow is therefore delayed and follows the applied voltage. This property of
magnetic retention is called inductance. The current flow delay through a coil will be
greater than the delay through a single conductor because the coil has a larger field that
must build and collapse. Coils, therefore, have greater inductance than single conductors.
Capacitance
In the earliest studies of electricity, scientists were concerned with what is known as
“static (or stored) electricity.” The device in which static electricity is stored is called a
condenser or a capacitor. A simple capacitor consists of two metallic plates separated by a
dielectric. In ordinary engineering practice, a capacitor takes the form of sheets of metal
separated by insulating material. When voltage is applied across the plates of a capacitor
the plate attached to the positive voltage terminal immediately acquires a positive charge
and the plate attached to the negative terminal immediately acquires a negative charge.
The instant current flow thus created appears as a short, dropping the voltage applied
across the plates to zero until the plates are charged to equal the applied voltage. The
voltage across capacitors is delayed by the instant current flow, creating the opposite
effect of inductance.
Rev 1 Pg 4-11
06/26/2011
Real Power Inductance Model
The following graphs illustrate how real power is affected by inductance when current
lags the applied voltage. Although capacitance has the same effect, because current leads
the applied voltage, the inductance case is illustrated because most commercial and
residential loads are inductive. Real power waveforms are shown in red, voltage is shown
in green, and current in yellow.
The 0-degree case, current and voltage occur at

the same time. This happens in circuits that are
resistive only. In these cases every
instantaneous voltage value multiplied by every
instantaneous current value produces the
“power” waveform shown in red.
With a 30-degree lag, the “power” waveform

generated by multiplying every instantaneous
value of voltage times every instantaneous
value of current has a lower average value than
in the 0-degree case.
In the 45 and 60-degree lag cases the average

power level is even lower.
When the current delay shifts to 90 degrees, the

average power decreases to zero.
The conclusion of the graphic illustrations is

that real power is equal to VA only when
current and voltage happen at the same time, or
are in phase. When they do not happen at the
same time, real power is less.
A mathematical model has been created to

simplify and allow immediate power
calculations from measured data. Measured
values of current and voltage are immediately
available from potential transformers (PTs) that
measure voltage, and current transformers
(CTs) that measure current. Furthermore, PTs
and CTs can provide voltage and current
angular displacement information in real time.
Pg 4-12 Rev 1
06/26/2011
Real Power Mathematical Model
THE POWER TRIANGLE
In the above figure, the product of the measured values of V and A is shown as a
vector placed at an angle (θ) equal to the measured angle between current and voltage.
To complete the model, a vertical line is generated between the terminus of the VA
vector and the x-axis. The quantity OX is then defined as real power. It should be
observed that as the current-voltage angle increases, real power will decrease and as
the current voltage angle approaches zero degrees, real power approaches the value of
VA. Since the cosine of the voltage current angle is real power/VA, real power is then
VA (Cos θ) as follows:
COS = REAL POWER/VA  VA(COS) = REAL POWER
The COS of the voltage-current angle θ is the Power Factor and the imaginary side of
the triangle opposite θ is the volt-amperes-reactive or VARS. VARS, then, equals
VA(Sin θ).
When connected loads are capacitive rather than inductive, current leads the applied
voltage causing the angle θ to fall below the horizontal axis (x). Real power will
remain positive but VARS will become negative. VARS, therefore, are positive for
inductive loads and negative for capacitive loads. Although VARS are an imaginary
quantity, when VARS are positive, the generating system is said to be making VARS
and when VARS are negative, the generating system is said to be absorbing VARS.
Rev 1 Pg 4-13
06/26/2011
GENERATOR EXCITATION CURRENT CONTROL
TYPICAL GENERATOR CAPABILITIES DIAGRAM
Generator Capabilities
The shaded area in the above diagram defines the safe operating zone for the generator’s
operating point. The operating point is defined as the terminus of the VA vector in the
Power Triangle. By superimposing the Power Triangle on the above diagram, the power
factor, VARS, and real power relationships with respect to the safe operating limits of the
generator are apparent.
Varying the generator rotor excitation current increases or decreases generator magnetism
and therefore adds-to or lowers the inductance of the generator. Since the generator’s
inductance is in series with the loads it is supplying, increasing the generator excitation
current will move the VA vector in the clockwise direction; decreasing the excitation
current will move the VA vector in the counter-clockwise direction.
If load characteristics and the generator’s excitation current cause the operating point to
move outside the right-hand boundary of the capabilities curve, the machine is said to be
over-excited and excitation current should therefore be lowered to bring the operating
point back within the safe limit boundary.
If load characteristics and the generator’s excitation current cause the operating point to
move outside the left-hand boundary of the capabilities curve, the machine is said to be
under-excited and excitation current should therefore be increased to bring the operating
point back within the safe limit boundary.
Pg 4-14 Rev 1
06/26/2011
Over-excitation causes heating of the exciter components. Under-excitation risks

insufficient magnetization current on the rotor to produce real power. When real power is
reduced because of insufficient excitation current, the prime mover tends to speed-up as
its mechanical loading is reduced causing a “pole slip” condition.
Real power is represented on the vertical axis, consequently, if real power exceeds the
upper boundary of the curve, the machine is producing more power than design limits
allow. The real power boundary is limited by the current carrying capability of the
machine’s stator windings. As excessive current heats the windings their internal
resistance is increased generating more heat by the I2R rule.
Micro Automatic Voltage Regulator
MAVR FUNCTIONAL BLOCK DIAGRAM
The Micro Automatic Voltage Regulator (MAVR) controls and monitors generator
excitation current. It also protects the generator with visual and audible alarms, automatic
mode switching, and with the automatic trip of the generator output circuit breaker when
necessary. The MAVR is a microprocessor controlled and digitally implemented unit that
is housed in a 19-inch-wide electronics rack mounted in the turbine control panel. The
diagram illustrates its safety features and interconnection with controls mounted on the
turbine control panel.
The AC output of the generator-driven permanent magnet alternator (PMA) or permanent

magnet generator (PMG) is shown on the right-hand side of the diagram. This output is
Rev 1 Pg 4-15
06/26/2011
applied to a silicon-controlled rectifier (SCR) that performs both rectification and

regulation of the PMA/PMG output. The output of the SCR becomes the driving current
for the generator exciter. Six (6) front panel controls, mounted on the turbine control
panel, interface with the MAVR circuitry and allow control of the SCR.
THYRISTOR RECTIFIER
Silicon Controlled Rectifier (SCR)
Silicon-Controlled Rectifiers (SCRs) are similar to diodes but provide a third terminal
called a gate in addition to an anode and cathode. When the gate is open, current flow is
stopped but when closed continually, the unit performs as a diode indicated in (2) above.
By controlling the gate open and closed time during each AC cycle, the DC output of the
SCR can be controlled as in (3) and (4) above.
SCR gating pulses are generated by automatic and manual firing pulse generators as
indicated in the MAVR functional block diagram. The automatic/manual selector is a
spring-loaded, momentary, center-off, control switch. It latches in either the automatic or
manual position and thereby connects the automatic or manual gating pulse generator to
the SCR gate. The pulse generators are interlinked to track each other such that switching
between them produces a bumpless transfer. A null meter between the manual and
automatic channels allows operators to detect a difference in the outputs should a
Pg 4-16 Rev 1
06/26/2011
difference occur. When operating normally, the meter will indicate zero difference
between the two channel outputs.
When the unit is operated in the manual mode, raise/lower contacts on the turbine control
panel labeled, Manual Raise/Lower, adjust the excitation current.
When operated in the automatic mode, voltage, power factor or VAR control selections
are available.
In voltage mode, the operator selects a voltage setpoint value through the motor operated
potentiometer control labeled Voltage Raise/Lower on the turbine control panel. In this
mode, the generator output voltage from a potential transformer (PT) is compared with an
operator adjustable setpoint resulting in an error voltage that is applied to the automatic
gating pulse generator. The control loop, thus formed, acts to drive the measured value of
voltage to equal the setpoint.
In power factor mode, the operator selects a power factor setpoint value through the motor
operated potentiometer control labeled Power Factor (VAR) Raise/Lower on the turbine
control panel. In this mode, the measured Power Factor from the Power Factor/VAR
calculator is compared with an operator adjustable setpoint, resulting in an error voltage
that is applied to the automatic gating pulse generator. The control loop, thus formed, acts
to drive the measured value of power factor to equal the setpoint.
In VAR mode, the operator selects a VAR setpoint value through the motor operated
potentiometer control labeled Power Factor/VAR Raise Lower on the turbine control
panel. In this mode, the measured VAR output from the Power Factor/VAR calculator is
compared with an operator adjustable setpoint, resulting in an error voltage that is applied
to the automatic gating pulse generator. The control loop, thus formed, acts to drive the
measured value of VAR to equal the setpoint.
The excitation limiter senses excitation current. When safe boundary conditions are
violated, it attempts to lower the excitation current through a summing junction at the
input to the automatic SCR firing pulse generator and provides an alarm indication on the
front panel of the MAVR. If, after a time delay, the excitation current remains outside safe
limits, the excitation limiter signals the excitation monitor to switch to the manual SCR
firing pulse generator channel and initiates a second time delay. Following the second
time delay, the excitation monitor signals the Digital Generator Protection system to open
the 52G circuit breaker.
It should be noted that operators are alerted and allowed a time to react to over or under-
excitation current conditions before the 52G breaker open signal occurs. To avoid
marginal conditions, operators should monitor the generator operating point on the
generator capabilities diagram.
Rev 1 Pg 4-17
06/26/2011
MAVR Operator Control Procedures
At startup, the REGULATOR ON/OFF switch (ES, Generator Excitation) should be in the
ON position and the EXCITATION MODE SELECT switch should be in either the
AUTO-VOLTAGE OR MANUAL position. At the end of the START-UP sequence, if
the operator has chosen MANUAL SYNCH mode, the sequencing system will generate an
operator message “Start-up sequence complete. Ready for manual synchronization and
loading.” If the operator has chosen AUTOMATIC SYNCH mode, the sequencing system
will adjust the MAVR controls and the engine throttle controls, and close the 52G
generator output circuit breaker. At this time the operator can adjust the engine throttle to
achieve the desired loading.
As indicated in the MAVR Functional Block Diagram, the operator can select MANUAL
or AUTOMATIC modes of operation without switchover transients because the
AUTOMATIC and MANUAL channels track one another. It should be noted, however,
that the MANUAL Raise/Lower control is active only when the MANUAL mode has
been selected. In the AUTOMATIC mode, VOLTAGE, POWER FACTOR, or VAR
selections have their respective Raise/Lower controls.
Pg 4-18 Rev 1
06/26/2011
MAVR Module Functions
MICROPROCESSOR AUTOMATIC VOLTAGE REGULATOR FRONT PANEL
The MAVR front panel includes several plug-in modules as illustrated above. LEDs on
the individual modules indicate alarm and operational conditions. A diagram in the center
of the panel provides a “map” of the LED locations and their respective indications. Each
plug-in module is discussed in the following paragraphs.
Rev 1 Pg 4-19
06/26/2011
STANDBY MODULE
The standby control module provides a completely independent means of controlling
excitation. The standby excitation system can be selected to function as an AVR, requiring
minimum adjustment, or, if preferred, as a conventional manual regulator, providing a wide
range of exciter field control. This is especially useful during commissioning or generator
testing. As with the main control channel, control is provided by a single-phase, full-wave,
half-controlled, bridge rectifier for the AVR. Manual control uses the same bridge rectifier
and shares the standby digital reference affected by the raise/lower logic.
Other features include an automatic follower which keeps the standby regulator tracking the
main control channel; low-frequency cutoff; and a field voltage
limiter and null balance indicator which uses local LED's or a
remote balance meter.
Standby Module LED Indications
LED 1 Standby Low – Indicates that the standby is firing

later than the main AVR. When both LEDs are
extinguished, this indicates a balance between the
main AVR and the standby AVR.
LED 2 Standby High – Indicates that the standby is firing

earlier than the main AVR. When both LEDs are
extinguished, this indicates a balance between the
main AVR and the standby AVR.
LED 3 Standby Power Supply Healthy – Indicates the

state of the standby power supply.
LED 4 Control Power Supply Failed – Indicates that the

main control card power supply has failed. The
AVR will transfer to standby.
LED 5 Standby At Minimum.
LED 6 Main Control Operating – Indicates that the main

AVR is operational.
Button Standby Raise – Increases MicroAVR voltage

output.
Button Standby Lower – Decreases MicroAVR voltage output.
Button Auto Channel Supply – Main power switch for the MicroAVR.
Pg 4-20 Rev 1
06/26/2011
UTILITIES MODULE
The utilities module provides separate regulated power supplies (derived from the permanent
magnet pilot exciter) for the main auto control module, monitor module and the hand-held
terminal. It also provides generator diode failure circuitry, which is functional in main or
standby control. The voltage sensing transformers for the main control module are also
located in the utilities module.
Utilities Module LED Indications
LED 1 Control ±15V Healthy – Shows that the control module

power supply is energized.
LED 2 Monitor ±15V Supply Healthy – Shows that the monitor

module power supply is energized.
LED 3 Monitor 5V Healthy – Shows that the monitor module

power supply is energized.
LED 4 Control 5V Healthy – Shows that the control module power

supply is energized.
LED 5 General Alarm – Shows that one of the following fault

indications has occurred:
 Loss of monitor power supply
 Loss of standby regulator power supply
 Monitor card microprocessor fault
LED 6 Monitor Tripped – Shows that one of the following

conditions has occurred:
 Main control card RAM battery backup low
 Over voltage
 Under voltage
 Over excitation
 Under excitation
 Over flux
 Main control card microprocessor fault
LED 7 Diode Failure–Shows that a diode has failed. A diode failure relay detects
exciter field current ripple and when this exceeds a preset limit, the LED lights.
LED 8 Spare
Button DFI is a means of testing the diode failure circuit. Roughly two seconds after
pressed, local signal is given and a failure alarm relay is energized.
Rev 1 Pg 4-21
06/26/2011
CONTROL MODULE
This card contains the control microprocessor and its software, and the associated hardware
interfaces.
The control program resides in read-only memory (ROM), and the control settings, which are
specific to the contact, are programmed into battery backup random access memory (RAM)
using the hand-held terminal. These settings are made during factory testing and are later
checked during commissioning.
This card measures line voltage (three phase) and current signals (single phase) and provides
firing pulses to control the thyristor rectifiers located in the main frame. The firing pulses are
adjusted to maintain the excitation at the required level.
Control Module LED Indications
LED 1 Memory Battery Low – Indicates state of battery which

backs up contact data programmed into memory. Battery life
is 5–10 years.
LED 2 Watchdog Dropout – Indicates that the program has failed to

cycle.
LED 3 Over excitation Limiter – Indicates that the MicroAVR has

reached its over excitation limit.
LED 4 Under excitation Limiter – Indicates that the MicroAVR has

reached its under excitation limit.
LED 5 Power Factor Control – Indicates that power factor control

has been selected.
LED 6 Overflux Limiter – Limits the voltage/frequency ratio to a

level adjustable between 1.08 and 1.20 per unit.
LED 7 VAR Shed – Sheds VARs based on predetermined

increments.
LED 8 VAR Control – Indicates that VAR control has been selected.
Micro Reset Resets the microprocessor timing, which is controlled by a 16-MHz crystal.
Serial Communication Port - Provides transmitting and receiving information to and

from a remote terminal or a hand-held terminal for commissioning and
maintenance.
MONITOR MODULE
Pg 4-22 Rev 1
06/26/2011
The monitor module is similar to the main control module and contains the control
microprocessor and its software, and the associated hardware interfaces. The monitor
program resides in ROM and the project-specific monitor settings are programmed into
battery backup RAM using the hand-held terminal. These settings are made during factory
testing and are later checked during commissioning.
The MicroAVR enables transfers from the main control channel to the standby control
channel. A monitor latch/reset facility is provided, which allows resetting by pushbutton when
the fault has been removed. A monitor inhibit feature is available for control by an external
switch signal.
A monitor fault alarm is provided to energize the general alarm relay on the utilities module
and prevent automatic selection of standby control in the event that one of the following
occurs:
 Monitor power supply failure
 Standby module power supply failure
 Monitor watchdog dropout alarm
 Monitor battery low alarm
Rev 1 Pg 4-23
06/26/2011
Monitor Module LED Indications
LED 1 Memory Battery Low - Indicates state of battery which

backs up contract data programmed into memory. Battery
life is 5–10 years.
LED 2 Watchdog Dropout – Indicates that the program has failed

to cycle.
LED 3 Over Excitation Monitor – Indicates that an over excitation

condition has occurred (AVR trips to standby after 5
seconds).
LED 4 Under Excitation Monitor – Indicates that an under

excitation condition has occurred (AVR trips to standby
after 5 seconds).
LED 5 Over Voltage Monitor – Indicates that an over voltage

seconds)
LED 6 Under Voltage Monitor - Indicates that an under voltage

seconds).
LED 7 Over Flux Monitor – Monitors the voltage/frequency ratio

to ensure that it is within limits.
LED 8 Spare
LED 9 Control Failed Button Mon Reset -- Indicates that a

watchdog dropout alarm has occurred.
LED 10 Spare
Micro Reset Resets the microprocessor timing that is controlled by a 16-

MHz crystal. When any of the monitor functions trip, they
remain latched until the fault has been corrected and this
button is pressed.
Serial Communication Port - Provides transmitting and receiving information to and

from a remote terminal or a hand-held terminal for commissioning and
maintenance.
Pg 4-24 Rev 1
06/26/2011
GENERATING POWER IN PARALLEL OR ISOCHRONOUS

“ISLAND MODE”
Note: An infinite bus is generally considered one in which the power

contributed by a single generator is not greater than 1/20 t h the total power
supplied to the bus.
Generating Power in Parallel Mode
Operation in parallel mode, sometimes called “droop” mode, is the most common
generator operational mode. In parallel mode, many generators contribute power to
interconnected loads in a so-called grid. An infinite grid is generally considered one in
which the power contributed by a single generator is not greater than 1/20th the total
power supplied to the network. It can be demonstrated that regardless of the complexity of
interconnected generators and loads, such networks can be reduced to an equivalent
circuit as shown below, i.e., generators producing current flow through series
transmission lines into parallel loads.
EQUIVALENT CIRCUIT OF GENERATORS CONNECTED IN PARALLEL
Considering the equivalent circuit above, if the voltage V2 at L1 is compared to the

voltage V1 at G1, and power is flowing into L1 from G1 it is because at each instant in
time, V1 is larger than V2 even though their respective amplitudes are the same. The
instantaneous voltage differences are illustrated below.
Rev 1 Pg 4-25
06/26/2011
From this illustration it should be observed that because current flows from higher to
lower voltages, the amount of current, and consequently power, flowing between points,
will depend upon the phase angle difference between various points throughout the
system.
VOLTAGE PHASE RELATIONSHIPs
The amount of power flowing between any two points can be expresses as follows:
Pf = VXVY (Sin X Y)/ ZL
where,
Pf = power flow
ZL = line impedance between the two points X and Y
X  Y = phase angle difference between the two points.
Assigning practical values, it is important to notice how small phase angle differences can
produce substantial amounts of power flow. Two points on a 225 kV transmission line
through a line impedance of 100 ohms with a 3 degree phase angle difference will produce
a power flow of 26.47 MW, i.e.:
(225 x 103)2 (0.0523)/100 = 26.47 MW
where, 0.0523 = Sin of 3˚
When torque is increased on the generator shaft, the phase angle of the voltage output is
driven further “ahead” of other generators producing power into the grid resulting in an
increase in power output.
Pg 4-26 Rev 1
06/26/2011
The table below summarizes the effects of engine throttle and excitation current changes
when the generator output circuit breaker is open and closed in parallel mode.
GENERATOR CONTROL EFFECTS vs OUTPUT CIRCUIT BREAKER

STATUS
OPERATOR CIRCUIT BREAKER CIRCUIT BREAKER
CONTROL INPUTS OPEN CLOSED
Increase/Decrease Increase/Decrease Increase/Decrease
Engine Throttle Generator Output Generator Power
Position Frequency Output
Increase/Decrease Increase/Decrease Increase/Decrease
Gen. Excitation Generator Output Generator Power
Current Voltage Factor/VAR Levels
As stated earlier, varying the generator rotor excitation current increases or lowers
generator magnetism and therefore increases or lowers the inductance of the generator.
Since the generator’s inductance is in series with the loads it is supplying, varying the
generator’s excitation current will change power factor and VAR once the unit is
connected to external loads.
Generating Power in Isochronous “Island” Mode
In isochronous mode, increasing and decreasing generator excitation current increases and
decreases the magnitude of generator output voltage. It is also apparent that increasing or
decreasing generator speed, increases or decreases the frequency of the generated voltage.
When a single generator is feeding a load or series of loads, its speed must be controlled
to fix the power frequency and its excitation current must be adjusted to stabilize the line
voltage applied to the connected load(s). As load increases, additional torque and
horsepower must be applied from the engine driving the generator to maintain the power
frequency. If generator loading exceeds the capability of maintaining the desired speed,
operators must reduce load as the only option, because reducing torque or horsepower will
lower power frequency. Should load characteristics demand excitation current values
outside the generator’s capability curve, controlling load characteristics may be necessary,
such as adding capacitor banks to reduce excitation current demand because changing
excitation current will change the generator’s output voltage.
Rev 1 Pg 4-27
06/26/2011
GENERATOR SYNCHRONIZATION
SYNCHRONIZING OUTLINE
Synchronization Circuitry
Synchronization circuitry is implemented in the GE Energy control system to allow

operators to match the voltage, frequency, and phase of the generator voltage to the
voltage on the opposite side of the 52G generator circuit breaker. Options are available to
connect the synchronizing circuitry across breakers in power systems other than the 52G
breaker. Regardless of the circuit breaker across which synchronization occurs, the
requirements are the same (i.e., the voltage, frequency and phase on each side of the
respective breaker must be the same for safe breaker closure).
The functional diagram above illustrates the synchronizing circuitry. Potential

transformers (PTs) provide voltage sense inputs from both sides of the circuit breaker that
are to be closed. The sense voltages are applied to two Veri-Sync relays and a digital
speed-matching (DSM) module. The Veri-Sync relays are connected to different phases
(B-C and A-B), and the DSM is connected between the A and the C phases. The
arrangement assures that all three-phase voltages met synchronizing requirements.
Contacts within each module close when matching conditions are met and are wired in
series to enable circuit breaker closure.
Pg 4-28 Rev 1
06/26/2011
The SYNCHRONIZE switch (SI) is a three-position switch on the turbine control panel
(TCP).
 In the OFF position, power to the Veri-Sync relays is interrupted and the DSM module
is disabled. It is good practice to place the switch in the OFF position when the
synchronizing circuitry is not in use.
 In the AUTO position, the DSM module drives the turbine raise/lower speed controller
to match the generator frequency to the generator bus frequency and drives the
microprocessor automatic voltage regulator (MicroAVR) to match the generator and
bus voltages. In the AUTO position, contacts in the Veri-Sync and DSM modules
directly connect to the circuit breaker close contacts.
 In the MAN position, automatic engine and voltage raise/lower outputs are disabled
and operators must manually operate engine and voltage raise/lower controls to
achieve synchronizing conditions. The TRIP/CLOSE switch (S2) must also be
operated by hand to achieve circuit breaker closure. Veri-Sync and DSM modules
continue to monitor synchronizing conditions and prevent closure of the circuit
breaker under unsafe conditions. It should be noted that circuit breaker trip contacts
can be operated at any time through S2, regardless of loading conditions.
Lamps connected between phases B and C are provided on the control panel for operator
monitoring. When the two voltages are at minimum phase-angle difference, the voltage
difference will also be at minimum, causing minimum current flow through the lamps.
The synchornoscope, connected between phases A and B, has a 360° pointer that rotates at
a speed proportional to the phase-angle difference between the voltages. Its direction of
rotation is determined by which voltage is faster or slower. When the generator frequency
is higher than the generator bus frequency, rotation is clockwise and, conversely,
counterclockwise when the generator frequency is lower than the generator bus frequency.
SYNCHRONIZATION PROCEDURES
Before starting the synchronization procedure, ensure that the turbine engine has reached
sync-idle speed.
Manual Synchronization
The procedure for Manual synchronization is as follows:
 Position the SYNCHRONIZE switch (S1) to the MAN position.

 Using the appropriate MicroAVR AUTO R/L control handle, match the generator
and bus voltages displayed on the synchronization cubicle front-panel meters.
 Operate the Power Turbine Raise/Lower speed control until the synchroscope
rotates slowly in the slow-to-fast (clockwise) direction. Observe the synchroscope
Rev 1 Pg 4-29
06/26/2011
lamps are at minimum illumination as the synchroscope nears the 12 o’clock

position.
 Position the CIRCUIT BREAKER TRIP/CLOSE switch (S2) to the CLOSE
position when the synchroscope reaches the 11 o’clock position during its slow
(clockwise) rotation.
Synchronization is indicated by the synchroscope stopping at the 12 o’clock position and

the red CIRCUIT BREAKER CLOSED lamp illuminating.
Automatic Synchronization
The procedure for Automatic synchronization is as follows:
 Position the SYNCHRONIZE switch to the AUTO position.

 Observe the SYNC LIGHTS and SYNCHROSCOPE for synchronization lock.
Observe that the red CIRCUIT BREAKER CLOSED indicator illuminates.
Pg 4-30 Rev 1
06/26/2011
DIGITAL GENERATOR PROTCTION SYSTEM
M-3420 GENERATOR PROTECTION SYSTEM FRONT PANEL
The M-3420 generator protection system front panel, illustrated above, is installed in the
Turbine Control Panel. It is a microprocessor-based unit that uses digital signal processing
technology to provide as many as 26 protective relaying functions for generator protection.
Rev 1 Pg 4-31
06/26/2011
M3420 Panel Controls And Indications
M-3420 PANEL (UPPER LEFT-HAND CORNER)
The function of the numbered controls and indications located on the upper left-hand
corner of the DGP system front panel are:
Pg 4-32 Rev 1
06/26/2011
1. Com 1 – Standard 9-pin RS-232C DTE-configured communications port. This port is

used to locally set and interrogate the M-3425 via a portable computer.
The communications port, when used with the WindowsTM-compatibleM-3820A

IPScom® Communications Software package…provides:
 Interrogation and modification of setpoints

 Time-stamped trip target information for the 24 most recent events
 Real-time metering of all quantities measured
 Downloading of recorded oscillographic data.
 The oscillograph information captures up to 170 cycles of data at 16 times the
50 or 60 Hz power frequency.
2. Relay OK – Green LED that is under control of the M-3425 microprocessor. A flashing OK
LED indicates proper program cycling. The LED can also be programmed to stay lit
continuously.
3. Time Sync – Green LED will light to indicate that the IRIQ B time signal is received
and validated. This IRIQ B signal is used to correct the hour, minute, seconds and
millisecond information. When the IRIQ B signal is synchronized, the real time clock
will be corrected every hour.
4. BRKR Closed – Red LED will light to indicate when the breaker status input (52b) is
open.
5. Osc. Trig – Red LED will light to indicate that the oscillograph data has been
recorded in the unit’s memory.
6. Target – This LED will illuminate when any of the relay functions operate.
7. Diagnostic – Red LED will flash should an internal failure occur.
8. PS1/PS2 – Green LED’s will remain ON for the appropriate power supply as long as
power is applied to the unit and the power supply is operating properly.
9. Target Reset – This pushbutton resets the target LED if the conditions causing the
operation have been removed. Holding the TARGET RESET pushbutton displays the
present pickup status of the M-3425 functions.
Rev 1 Pg 4-33
06/26/2011
M-3931 Human-Machine Interface Module
M-3931 HUMAN-MACHINE INTERFACE MODULE
The M-3931 HMI module, illustrated above, is located in the center of the DGP front
panel. It provides local access for: (1) interrogation and modification of set points, (2)
time-stamped trip target information for the 24 most recent events, and (3) real-time
metering of all quantities measured. A 2-line by 24-character alphanumeric LED display
allows menu-driven access to all functions via the six (6) pushbutton controls on the HMI
panel.
The LCD display (1 in the panel illustration) provides menus that guide the operator to M-
3425 function or set point values. Menus consist of two lines. The top line provides a
description of the current menu selection. The bottom line lists lower case abbreviations
of each menu selection with the current menu selection highlighted (by being in
uppercase).
When not in use, the user logo lines are displayed until ENTER is pressed, at which time
the first-level menu is displayed. Once activated, the LCD cycles through a sequence of
screens, summarizing the operation status conditions (targets) until ENTER is pressed.
The left- and right-arrow pushbuttons (2 in the panel illustration) are used to choose
among menu selections displayed on the LCD. When entering values, the left and right
arrow pushbuttons are used (by moving the cursor) to select the digit of the displayed set
point that will be increased or decreased by the use of the up and down pushbuttons.
Pg 4-34 Rev 1
06/26/2011
The up and down arrow pushbuttons only increase or decrease input values or change
between upper and lower case inputs. Upper case inputs are active, whereas lower case
inputs are inactive. If the up or down button is held when adjusting numerical values, the
speed of increment or decrement is increased.
The EXIT pushbutton (3 in the panel illustration) is used to EXIT from a displayed screen
to the immediately preceding menu. Any change set point will not be saved if the
selection is aborted via the EXIT pushbutton.
The ENTER pushbutton (4 in the panel illustration) is used to choose a highlighted menu
selection, to replace a set point or other programmable value with the currently displayed
value, or to select one of several displayed options such as to ENABLE or DISABLE a
function.
To prevent unauthorized access, the M-3425 has three levels of access codes. Each access
code is a user defined one- to four-digit number.
Level 1 Access – Read set points, monitor status, view target history.
Level 2 Access – Read and change set points, monitor status, view target history.
Level 3 Access – Access to all M-3425 configuration functions and settings.
Rev 1 Pg 4-35
06/26/2011
M-3925 Target Module
Operators should NOT press the RESET pushbutton and

reset targets prior to contacting cognizant personnel for
consultation and/or approval.
M-3925 TARGET MODULE
Target Indicators – Individual target LEDS illuminate when their respective relay
functions are activated. Once activated, they remain illuminated until the indicated fault
condition is cleared and the RESET pushbutton on the 3420 front panel is depressed.
Pressing and releasing the TARGET RESET pushbutton will momentarily light all LEDS
as a self-test feature.
The mechanically latched 86 relay cannot be reset until its interconnected target/s are
reset. Protective relay types have been assigned numbers that identify their functions in
accordance with conventions and standards established by the American Institute of
Electronics and Electrical Engineers (AIEEE). The following table lists the most common
protective relay types, their numbers, and a brief description of their respective functions.
Pg 4-36 Rev 1
06/26/2011
Typical Protective Relay Numbers And Functions
24 Alarms on over-excitation and trips on instantaneous or extended over-

excitation conditions. Includes adjustable, instantaneous, delayed, and reset
functions.
27 Alarms on excessive voltage drop caused by over-loads. Prevents fault
propagation.
32 Trips on reverse current flow into, rather than out of, the generator. Includes
time delay to avoid transient trips.
40 Detects loss of generator excitation and prevents over-speeding at reduced
power.
46 Detects unbalanced load currents and generates an alarm. Reset is inhibited by a
delay proportional to the unbalanced duration.
51V Senses phase voltages and currents. At lower voltages, less current is required
to trip the 86 lock-out relay; at higher voltages, trip occurs at higher current
values. Time delay allows lower-level breakers to operate, preventing fault
propagation.
51GN Operation is identical to 51V, except application is in stator ground fault
detection.
59 Detects over-voltage conditions with adjustable trip time delays for
instantaneous and delayed conditions.
81 Trips on over or under-frequency conditions. Under-frequency causes generator
heating; over-frequency damages connected loads.
86 Trips output circuit breaker of other interconnected relays detect unsafe
conditions. Fault conditions must be corrected before reset is permitted.
87 Input/output differential current sensing relays, provided in each stator winding,
force 86 trips to protect the generator from stator shorts or ground leakage
paths.
The protective relay types furnished for each project and their interconnections are given
on One Line Diagram XXX031 in the drawing section of this manual.
Detailed information about the cause of the last 32 relay operations are retained in the
unit’s memory for access through the LCD display via the VIEW TARGET HISTORY
menu.
Output Indicators – Eight programmable output contacts are provided to enable external
functions such as alarms, lockout commands, status indications, etc. Individual LED
indicators are provided at the bottom of the target module to inform operators of the status
of these contacts.
For information that is outside the scope of basic operational use, operators should consult
the manufacturers instruction manual, Beckwith Electric Co., Inc., M-3425 Generator
Protection Instruction Book.
Rev 1 Pg 4-37
06/26/2011
MOTOR CONTROL CENTER
TYPICAL MOTOR CONTROL CENTER
Pg 4-38 Rev 1
06/26/2011
The motor control center (MCC) is a power distribution circuit breaker array that provides
overload protection and switching of power to devices such as motors and heaters. The
assembly also provides circuit breaker protection for lighting and distribution circuits. Each
circuit breaker is labeled on the front panel.
Primary 3-phase power enters through cables at the upper-left corner panel. Busbar
connections are routed from the primary 3-phase input cable connection lugs throughout the
cabinet. Individual circuit breaker assemblies plug into the busbars. Voltage outputs to loads
are carried through cables from each unit.
CIRCUIT BREAKER UNIT FRONT PANEL
CIRCUIT BREAKER TAGGED IN THE OFF POSITION
Rev 1 Pg 4-39
06/26/2011
CIRCUIT BREAKER
The individual high-current breaker panels contain a “starter,” in addition to a breaker. The
starter is a set of high-current–capacity contacts, capable of withstanding multiple ON/OFF
cycles without significant degradation. The starter contacts may be remotely or locally
controlled.
The individual circuit breaker panels also contain an overload sensor, which opens the starter
contacts to prevent overload conditions from damaging connected equipment.
The overload sensor opens the starter at approximately 80% of the circuit breaker trip point,
to avoid opening the circuit breaker except under the most severe overloads.
Selection of remote or local starter control is provided through the HAND-OFF-AUTO

control switch. The red lamp is on when the starter is closed. The green lamp is on when the
starter is open or off. These lamps have built-in pushbuttons for lamp test.
Pressing the reset pushbutton resets the starter after a circuit overload has been corrected.
Pg 4-40 Rev 1
06/26/2011
TYPICAL CIRCUIT BREAKER SCHEMATIC
The schematic illustrates a typical circuit breaker unit controlling a 7.5-hp motor with an
enclosed heater. The heater prevents moisture condensation in the motor when it is not
operating. Three-phase power is applied through 30-A breaker (1). A coil (8), when
energized, closes the starter contacts (2).
CIRCUIT BREAKER SCHEMATIC
HAND-OFF-AUTO switch (10) receives 120-VAC through the transformer (5) when the
circuit breaker (1) is closed. In the OFF position, the HAND-OFF-AUTO switch prevents
energizing coil (8). In the HAND position, the coil (8) is energized, closing starter contacts
(2) and energizing the load (4) through overload contacts (3). In the AUTO position, the coil
(8) is energized through remote contacts (11).
The load motor heater is energized through normally closed contacts (6) when the circuit
breaker (1) is closed. When coil (8) energizes, closing the starter (2), contacts (6) transfer,
opening the heater circuit.
Should any one of the 3-phase overload contacts (3) open, overload contacts (9) are also
opened to deenergize the starter coil (8). The overload contacts are reset by a front panel
pushbutton.
Rev 1 Pg 4-41
06/26/2011
Fuses F1, F2, F3, and F4 protect the transformer and internal components.
BATTERIES AND CHARGER SYSTEMS

Batteries and charger systems are furnished as uninterruptible power supplies for the
computer control system, its HMI, and the Fire Protection System. Safety requires these
systems to remain in operation if primary power is lost.
Typical system configurations require 24 VDC and 125 VDC for the computer control system
and a separate 24 VDC power supply for the Fire Protection System. If a DC lube oil pump is
provided, the 125-VDC batteries are sized to accommodate both the pump and the turbine
control system. Battery configurations and interconnections can be confirmed on the system
one-line drawing -XXX031.
Temperature Compensation
Battery chargers manufactured by SENS Stored Energy Systems include in their part
number the designation DCT for chargers supplied with battery temperature compensation
(TC). All batteries for maximum performance and life require temperature compensation.
The TC feature automatically reduces the chargers output voltage at high temperatures,
and raises the output voltage for low temperatures. The unit is configured at the factory
for local sensing of battery temperature (i.e. at the cooling air intake of the charger). The
charger unit also includes, as standard, a provision for remote temperature sensing at the
battery location. If this is the case, the optional SENS remote temperature sensor (RTS)
should be obtained from the manufacturer’s factory. When the optional remote sensor is
attached correctly to the charger control board, the charger unit automatically selects the
remote sensor. If the remote sensor becomes damaged or disconnected, temperature
sensing automatically reverts to local sensor.
Start-up Procedures
1. Assure both input and output breakers are OFF.

2. Check that the connected battery voltage is correct (e.g. 120 volts for a 120-volt
charger). It is OK if the battery voltage is different from the nominal value by a
few percent. If the battery voltage is more than 10% different from the rated
voltage of the charger, recheck the connections before turning on either breaker.
3. Close the AC input breaker. Check that the voltage comes up to approximately
15% above nominal. (Some voltages overshoot on initial start-up is normal).
4. Close the DC output breaker. The charger will immediately begin to supply
current if required by the battery or load.
5. In chargers with alarms code “6”, the front panel AC FAIL and CHARGER FAIL
lights will extinguish and the green AC ON light will illuminate.
6. The charger will automatically supply power to the load and maintain the battery
without further attention. If the charger does not start as described, or appears to
have failed, check the following:
Pg 4-42 Rev 1
06/26/2011
 Verify AC power is available

 Verify no external circuit breakers are tripped
 Verify contractor-installed AC, DC and alarm connections are correct
 Disconnect AC and DC power sources. Open the charger and verify no
components (e.g. main DC output fuse, if fitted) or harness connections are
loose or damaged
Front Panel Controls
Three modes of charger operation are selectable using a three-position front panel selector
switch. The modes are Float, Boost, or Auto.
When Float mode is selected the battery charging current is set to the proper level to
maintain the battery in the fully charged state. Under normal conditions Float is the
recommended mode for battery maintenance.
Boost mode selection places a higher voltage across the battery terminals, increasing the
charging current to equalize the voltage on all the connected batteries. Continued
operation in boost mode is not recommended because the high charging current can cause
the battery electrolyte to boil away.
The Auto mode selection enables the charger to determine the state of charge by
measuring battery charging current. If fast charging is required, the unit operates in Boost
mode until the batteries are fully charged and the charging current drops below about 50%
of the charger’s rated current. When battery load demand increases to about 70% of the
charger’s rated output, the charger will resume operation in the Boost mode.
Alarm Indications
Chargers are equipped with a “dead-front” panel. Alarm LEDs are behind the dead-front
panel and will be visible when they illuminate due to an alarm condition, or when the test
button is pressed. Chargers with no alarms have no LEDs or test buttons.
The alarm/display circuit monitors battery voltage and charger performance. The alarm
circuitry consists of eight separate circuits: AC Fail, Charge Fail, High DC, Low DC,
Low Voltage, Load Disconnect, Ground Fault, Option, and Summary. Some of the alarm
relays utilize time delays of approximately 25 seconds to eliminate the incidence of
spurious alarm indications.
Rev 1 Pg 4-43
06/26/2011
TYPICAL TURBINE CONTROL SYSTEM BATTERY BACK-UP
BATTERY CHARGER FRONT PANEL
Pg 4-44 Rev 1
06/26/2011
TYPICAL FIRE PROTECTION BATTERY BACK-UP SYSTEM
TYPICAL BATTERY BANK

Rev 1 Pg 4-45
06/26/2011
Pg 4-46 Rev 1
06/26/2011
SECTION 5A
TURBINE CONTROL SYSTEM
Rev 0 Pg 5A-1
Turbine Control System
06/26/2011
Pg 5A-2 Rev 1
06/26/2011
LM6000 Turbine Control System

(Woodward Control)
Rev 0 Pg 5A-3
06/26/2011
Turbine Control Panel

The Turbine-Generator Control Panel (TCP) and Generator Control Panel are the focal point
for operating the gas turbine generator system. The panels use solid-state electronics and is
suitable for installation in a non-hazardous local control room near the gas turbine generator.
The TCP and GCP include the following:
 Woodward MicroNet microprocessor based digital fuel controller and sequencer

 Digital vibration monitor
 M-3425 digital multi-function generator protective relay system
 Digital auto/manual voltage regulator
 Auto and manual synchronization
 Multi-function digital meter for electrical power values
 Human-Machine Interface that provides graphic “screens”
 Operator control switches and push buttons
 Serial output and Ethernet data port for customer's DCS
 Parallel printer port
Woodward MicroNet Unit
Pg 5A-4 Rev 1
06/26/2011
The turbine-generator control system detects turbine engine and generator parameters;
responds to operator directions; and performs fuel management, startup, shutdown
sequencing, and electric power generator synchronization. The unit also senses unsafe
conditions, generates operator alarms, and shuts down the engine when necessary to avoid
danger to personnel or equipment.
Starting and stopping the gas turbine engine or changing its modes of operation must be
accomplished in a sequence that considers engine reliability and personnel safety. Prior to
startup, ventilation fans and lube oil pumps must be in operation, engine and starting
subsystem status must be verified, and operator mode selections and start authorization must
be given. After startup has been initiated, fuel system initialization must proceed ignition and
warm-up intervals must be satisfied before the engine is permitted to accelerate.
Synchronism to the electric utility feed bus must then be established and the generator output
circuit breaker closed. These sequential operations are all controlled by the turbine-generator
control system.
The MicroNet control system implements Woodward’s real time operating system. The
control is based on a 5 millisecond interrupt (the Minor Frame Timer or MFT). The operating
system schedules application tasks and control algorithms at the beginning of each MFT. In
the application program each part or function of the application is executed in a scheduled
multiple of the MFT called a rate group, or RG. In this manner, all tasks or control functions
are implemented exactly at a scheduled time, which allows for accurate and consistent control
dynamics. The tool used to develop this program is the Graphical Application Program
(GAP). GAP is a Woodward developed Windows based program that uses standard blocks to
develop an application.
Rev 0 Pg 5A-5
06/26/2011
Typical I/O LinkNet Modules
Bentley 3500 Rack & Fire Protection Panel
Pg 5A-6 Rev 1
06/26/2011
Typical Turbine Control Panel Layout
1. N/A
2. Synchronizing Lamp: Display phase relationship between generator voltage and bus
voltage. When generator and bus are matched in frequency, phase, and voltage, the
lamp will illuminate at minimum intensity. When generator and bus are out of phase,
the lamp will illuminate at maximum intensity.
3. Synchronizing Lamp: Display phase relationship between generator voltage and bus
voltage. When generator and bus are matched in frequency, phase, and voltage, the
lamp will illuminate at minimum intensity. When generator and bus are out of phase,
the lamp will illuminate at maximum intensity.
4. Synchroscope: Displays frequency relationship between generator and bus voltage.
When in the 12 o’clock position, it indicates that the generator and bus are in phase.
Rev 0 Pg 5A-7
06/26/2011
5. Digital Multifunction Meter: Micro-based instrument that allows selection of

generator electrical conditions, such as bus and generator voltages, power factor,
VARs, and megawatts.
6. Switch, Synchronize: Three-position switch selects synchronizing mode. Auto –
Allows automatic synchronizer unit to synchronize and parallel generator set with bus.
Off – Turns Synchroscope and synchronizer off. Man – Allows generator set to be
manually synchronized and paralleled with bus.
7. Ammeter, Null Balance: Compares automatic and manual voltage regulator outputs
and allows operators to visualize the difference. Used to transfer from manual to
automatic voltage regulation.
8. 86 Relay Lockout (Generator): Allows operator reset of the 86G protective relay.
9. Blower & Vent for Control Cubicle: Louvered vent provides airflow through cabinet.
10. N/A
11. 52G Circuit Breaker Control & Status: Permits energizing and de-energizing of the
circuit breaker 52G. Lights indicate status of the 52G breaker.
12. Switch, PF/VARs Adjust: Two-position switch. Allows operator to adjust PF or VAR
levels.
13. Switch, PF/VARs Enable: Two-position switch. Allows operator to select PF or VAR
control.
14. Switch, Manual Voltage Adjust: Three-position selector switch with spring-loaded
return to NORM position. Used to RAISE or LOWER output voltage of generator in
manual excitation mode.
15. Switch, Voltage Regulator “On/Off” (Inside Panel): Two-position selector switch that
controls power to automatic voltage regulator.
16. Switch, Exciter Mode: Three-position selector switch with spring-loaded return to
NORM position. Switches generator excitation control between automatic (AUTO)
and manual (MAN) modes.
17. Switch, Automatic voltage Regulator Adjust: Three-position selector switch that is
spring-loaded to return to the Norm position. Allows operator to raise or lower the
operational setpoint of the voltage regulator.
18. Regulator, Auto/Manual Voltage: Selector switch with spring-loaded return to NORM
position. Switches generator voltage control between automatic (AUTO) and manual
(MAN) modes.
19. N/A
20. N/A
21. N/A
22. Switch, Speed Adjust: Three-position selector switch that is spring-loaded to return to
the Norm position. Used to Lower or Raise speed adjustment signals to the turbine
control system.
23. Integrated Generator Protection System: Provides protective relay functions
implemented digitally for the generator and its associated equipment. (See Generator
Protective Relay System section.
24. N/A
25. N/A
26. N/A
27. Access Door: Doors allowing access to cubicle.
Pg 5A-8 Rev 1
06/26/2011
28. Switches, Test, Bus Voltage

29. Switches, Test, Generator Voltage
30. Switches, Test, Generator Current Metering
31. Switches, Test, Bus Current Protection
32. Switches, Test, Generator Current Protection
33. Switches, Test, Bus Voltage (52U)
34. Switches, Test, Utility Voltage (52U)
35. Switches, Test, Generator Lockout Relay (86G)
36. Digital Synchronizer Module
37. Filter, Control Cubicle: Louvered vent provides airflow through the cabinet
38. N/A
39. Nameplate: Nameplate identifying the control cubicle
40. Switch, Circuit Breaker Control and Status (52U) - Permits energizing and de-
energizing of the circuit breaker 52G
MicroNet Chassis
Rev 0 Pg 5A-9
06/26/2011
The MicroNet Chassis is designed around a modular six slot chassis (block). Each block
consists of a pre-molded cage with a fan for cooling and a temperature switch for high
temperature detection. A forced air-cools the chassis, and either a module or module blank
must be installed in every slot to maintain correct airflow. The fans run whenever power is
applied to the system.
The Simplex twelve slot MicroNet control utilized in this system, is composed of three blocks
with a motherboard inserted in the back of the assembly to make connections between the
fans, switches, power supplies, and control modules.
CPU MODULE
Pg 5A-10 Rev 1
06/26/2011
WINDOWS NT CPU MODULE
Every Simplex MicroNet control contains one CPU module located in the first slot of the
MicroNet chassis. The description of the CPU module contained in this chapter is the
Windows® NT™ CPU.
The NT CPU module runs the application program. This module is a standard PC on a VME
card. It supports Windows NT with real-time extensions to maintain a rigorous real-time
environment. NT functions are not re-documented in this manual.
There is a solid state Hard-Drive on the module which uses the standard Windows file system.
The hard-drive has Windows NT Operating System with the real-time extensions and the
Application program. It has a standard interface to the VME bus to read and write to I/O
modules.
INPUT FLOW
OUTPUT FLOW
Rev 0 Pg 5A-11
06/26/2011
INPUTS AND OUTPUTS
The MicroNet platform is developed around the VME chassis and the CPU module that goes
into the first active slot of the VME chassis. All I/O modules plug into the remaining slots of
the VME chassis. Expansion chassis can be used to allow additional I/O modules. Each I/O
module has connectors on the faceplate. For analog and discrete I/O, cables connect to the
module to a Field Terminal module (FTM). The FTM is used to connect to the field wiring.
For communication modules, FTMs are not used. Cables are connected directly to the
faceplate of the communications module. The following diagram shows the flow of analog
and discrete inputs from the field to the application.
MICRONET SIMPLEX POWER SUPPLIES
The MicroNet Simplex control may use either single or redundant power supplies. A
motherboard located on the back of the chassis allows the two power supplies to form a
redundant power system providing:
 Two separately regulated, 24 Vdc, 12 A outputs,

 Two separately regulated, 5 Vdc, 20 A outputs
 Two separately regulated, 5 Vdc precharge outputs to the control.
Power output regulation, including line, load, and temperature effects, is less than ± 5%.
When redundant power supplies are running, current sharing circuitry balances the load to
reduce heat and improve the reliability of the power supplies. In the event that one supply
needs replacement, this feature also ensures hot replacement of the power supplies without
disrupting the operation of the control.
Each main power supply has four LEDs to indicate power supply health
 OK
 Input Fault
 Overtemperature
 Power Supply Fault
Pg 5A-12 Rev 1
06/26/2011
OPERATOR SCREENS
Main Menu
Rev 0 Pg 5A-13
06/26/2011
Main Turbine Overview
Pg 5A-14 Rev 1
06/26/2011
Generator Screen
Rev 0 Pg 5A-15
06/26/2011
Sequence Screen #1
Pg 5A-16 Rev 1
06/26/2011
Sequence Screen #2
Rev 0 Pg 5A-17
06/26/2011
Turbine Start Permissive Screen
Pg 5A-18 Rev 1
06/26/2011
Crank and Water Wash Permissive Screen
Rev 0 Pg 5A-19
06/26/2011
Generator Lube Oil Screen #1
Pg 5A-20 Rev 1
06/26/2011
Generator Lube Oil Screen #2
Rev 0 Pg 5A-21
06/26/2011
Turbine Lube Oil Screen
Pg 5A-22 Rev 1
06/26/2011
Hydraulic Starter Screen
Rev 0 Pg 5A-23
06/26/2011
Turbine Overview Screen
Pg 5A-24 Rev 1
06/26/2011
Water Injection Screen
Rev 0 Pg 5A-25
06/26/2011
Fuel System Screen
Pg 5A-26 Rev 1
06/26/2011
CDP Purge Screen
Rev 0 Pg 5A-27
06/26/2011
Turbine Enclosure Ventilation Screen
Pg 5A-28 Rev 1
06/26/2011
Gearbox Screen
Rev 0 Pg 5A-29
06/26/2011
Generator Enclosure Screen
Pg 5A-30 Rev 1
06/26/2011
Fire Protection Screen
Rev 0 Pg 5A-31
06/26/2011
SPRINT Screen
Pg 5A-32 Rev 1
06/26/2011
Auxiliary Skid Enclosure
Rev 0 Pg 5A-33
06/26/2011
Water Wash Screen
Pg 5A-34 Rev 1
06/26/2011
Control Regulator
Rev 0 Pg 5A-35
06/26/2011
T48 Temp Screen
Pg 5A-36 Rev 1
06/26/2011
Generator Winding Temp
Rev 0 Pg 5A-37
06/26/2011
Vibration Screen
Pg 5A-38 Rev 1
06/26/2011
Operational Data
Rev 0 Pg 5A-39
06/26/2011
MicroNet I/O
Pg 5A-40 Rev 1
06/26/2011
LinkNet I/O
Rev 0 Pg 5A-41
06/26/2011
Utilities Screen
Pg 5A-42 Rev 1
06/26/2011
Turbine Data #1
Rev 0 Pg 5A-43
06/26/2011
Turbine Data #2
Pg 5A-44 Rev 1
06/26/2011
Generator Data #3
Rev 0 Pg 5A-45
06/26/2011
Driver Calibration Screen
Pg 5A-46 Rev 1
06/26/2011
Turbine Trending
Rev 0 Pg 5A-47
06/26/2011
Fuel & Water Trending
Pg 5A-48 Rev 1
06/26/2011
Lube Oil Trending
Rev 0 Pg 5A-49
06/26/2011
A
larm Summary
Pg 5A-50 Rev 1
06/26/2011
Abort Starts #1
Rev 0 Pg 5A-51
06/26/2011
Abort Starts #2
Pg 5A-52 Rev 1
06/26/2011
Emergency Shutdown With Motor
Rev 0 Pg 5A-53
06/26/2011
Emergency Shutdown With No Motor
Pg 5A-54 Rev 1
06/26/2011
Fuel Management
Fuel Control Schematic
FUEL CONTROL SYSTEM SCHEMATIC WALK THROUGH
The fuel valve position is driven by the output of the two low signal select (LSS) buses,
whichever is lowest. For example, if the start limiting signal at LSS (2) is at a lower value
than the output of bus (1) or the deceleration limit or fuel flow limiting signal into bus (2), the
start limiting signal will control the fuel valve. As the start limiting signal increases, one of
the other inputs will control the fuel control valve position.
Typical of the inputs to LSS bus (1) is the XN25 control signal. The XN25 speed and
reference signals are illustrated as inputs to an operational amplifier configured as a
comparator. The comparator output will remain positive unless the XN25 speed signal
increases above the reference value.
System sequencing logic, under operator direction, establishes the start limiting and the XN25
and XNSD reference signals as biased by safety conditions. Limiting inputs from T48, PS3,
and T3 control fuel to prevent engine damage, compressor stalls, or flameout conditions. The
limiting inputs are derived from transfer functions based upon engine operational design
parameters.
Rev 0 Pg 5A-55
06/26/2011
XN25 Speed Reference Logic Diagram
XN25 SPEED REFERENCE LOGIC DIAGRAM
Voltage from the XN25 reference ramp is raised or lowered under software control.
High-pressure compressor discharge temperature is compensated for standard
temperature variations (T2 = 59° F [15° C]) and applied as a bias to the reference
ramp output, to obtain the XN25 reference input value.
Pg 5A-56 Rev 1
06/26/2011
XNSD Speed Reference Logic Diagram
XNSD SPEED REFERENCE LOGIC DIAGRAM
Two modes of control are provided: isochronous or parallel mode. In the isochronous mode,
XNSD speed is maintained at 3600 rpm, with allowance for droop as load increases. In the
parallel mode, powerobtained from load current and voltage is summed with the output of an
XNSD reference ramp. The resulting XNSD reference is stabilized when loading is driven to
equal the set point reference. Set point control is established manually or automatically from
operator-loading selections. (See Sequencing Logic section.)
Rev 0 Pg 5A-57
06/26/2011
PS3 Limit Control Logic
PS3 LIMITING CONTROL LOGIC
The higher of the two PS3 sensors (A or B) is compared with the PS3 set point as biased by
LPC inlet temperature T3. The influence of the T2 bias at values below 48° F (9° C) is
negative, whereas at temperatures above 48° F, the T2 bias is positive. The bias is
implemented to prevent engine damage caused by high PS3 values and to improve
performance at higher HPC inlet temperatures.
Pg 5A-58 Rev 1
06/26/2011
T3 Limit Control Logic
T3 LIMITING CONTROL LOGIC
The higher of the two T3 sensors (A or B) is compared with the T3 set point, as biased by the
LPC inlet temperature T2. The influence of the T2 bias prevents T3 from exceeding values
that would affect engine reliability. As T2 decreases, T3 is limited to lower values because of
the air mass increase at lower temperatures.
Rev 0 Pg 5A-59
06/26/2011
Start Limiting Control Logic
STARTUP LIMITING CONTROL LOGIC
At startup, fuel demand is limited by airflow to avoid over fueling the engine as it accelerates.
Airflow is proportional to HPC discharge temperature T3 and XN25 speed. The fuel rate is
also limited by HPC discharge pressure, PS3, to avoid compressor stall.
Pg 5A-60 Rev 1
06/26/2011
Deceleration Limiting Control Logic
DECELERATION LIMITING CONTROL LOGIC
During deceleration, reduction of fuel is limited to avoid flameout. The rate of fuel limiting is
proportional to airflow, T2 (LPC inlet temperature), and XN25 speed.
Rev 0 Pg 5A-61
06/26/2011
Fuel Flow Limiting Control Logic
FUEL FLOW LIMITING CONTROL LOGIC
Fuel flow limiting is initiated in the event engine speed does not increase with fuel flow. This
is a backup function that assumes that regardless of ambient temperature and pressure
conditions, fuel flow should not exceed a predictable quantity versus HPC speed.
Pg 5A-62 Rev 1
06/26/2011
SECTION 5
SEQUENCES, FAULT ALARMS &
SHUTDOWNS
Rev 1 Pg 5-1
SEQUENCES, FAULTS & ALARMS
06/26/2011
SECTION 5A
START PERMISSIVES
Pg 5-2 Rev 1
06/26/2011
UNIT START PERMISSIVES

Before a unit will go into a start cycle the unit start permissives must be meet. The following
is a list of the unit start permissives and what must be meet to accomplish each one.
START PERMISSIVE SCREEN
UNIT START PERMISSIVE

PERMISSIVE REASON
Unit in Run Mode The unit is in the right mode for running.
XN25 Reference At Lower Limit XN25 reference must be at the low select
set point for a unit start.
XNSD Reference At Lower Limit XNSD reference must be at the low select
set point for a unit start.
Rev 1 Pg 5-3
06/26/2011

PERMISSIVE REASON
Customer OK to start This prevents any start attempt if any
customer input is not ready for a start
attempt.
Flame Detectors This is to ensure that the flame detectors do

not create a false “flame out”/shutdown
before the gas turbine has started. The
flame detector logic should be “false”
indication.
Detectors: BE-6822, BE-6823
Turbine Lube Oil Reservoir Temperature The oil temperature in the reservoir is
Ok at least 70F (21.1C) – TSL-6113.
This is to prevent damage to the gas
turbine using cold oil.
Generator Lube Oil Reservoir Temperature That the oil temperature in the reservoir is at
Ok least 70F (21.1C) – TSL-6020. . This is
to prevent damage to the generator using
cold oil.
Fuel Supply Pressure Ready to Start This ensures that there is sufficient gas
pressure to start the gas turbine.
Fuel Control Ready to Start This indicates the fuel control is ready to
work.
Unit in Start / Run Sequence Indicates the unit is already running.
Stop Sequence In Progress If the unit is in a shutdown sequence and the

unit is needed back on online, press the
reset pushbutton.
XN25<300RPM The hp rotor speed is below 300 rpm.

Indicated by seed elements: SE-6800, SE-
6801

PERMISSIVE REASON
Crank Cycle Not In Progress If the unit is in a crank sequence, the
hydraulic start system is set for that
sequence. The crank sequence must be
Pg 5-4 Rev 1
06/26/2011
ended before a start is attempted.
Water Wash Not Enabled The unit must not start if the unit is in a
water wash cycle.
Calibrate Mode Indicates the unit is being calibrated.
Unit Shutdown Indicates the unit is not running and is not

in the right mode (Run Mode).
Four-Hour Lockout In Progress Indicates the unit is in a 4-hour lock and

will not be ready to run until the 4-hour is
completed.
Generator Stator Temps Ok. Generator temperatures under temperatures

limits.
After all the above condition has been met the unit will now progress to a start sequence.
UNIT CRANK PERMISSIVE

PERMISSIVE REASON
Unit in Crank Mode The unit is in the right mode for cranking.
Ok at least 70F (21.1C) – TSL-6113.
Turbine Lube Oil Reservoir Level Ok The oil level in the reservoir is within
12” (30.48 cm) of the bottom of the
level switch -LSL-6102.
Generator Bearing Temperature > 68 F Indicates the generator bearings are above
68 F (20 C) (TE-6021, TE-6023)
Rev 1 Pg 5-5
06/26/2011
UNIT CRANK PERMISSIVE

PERMISSIVE REASON
Start Skid Hydraulic Tank Temperature OK The oil temperature in the reservoir is
at least 70F (21.1C) – TSL-1603.
turbine starter.
Start Skid Hydraulic Tank Level Ok The oil level in the reservoir is within
6” (15.24 cm) of the bottom of the level
switch -LSL-1601.
Pg 5-6 Rev 1
06/26/2011
SECTION 5B
NORMAL START SEQUENCE
Rev 1 Pg 5-7
06/26/2011
SEQUENCE LOGIC
The normal start sequence is illustrated on the following 10 pages (sheets) using Boolean
logic. Sheet 1 gives the two basic requirements for startup of the gas turbine engine: (1) start
permissives that must be satisfied, and (2) operator selection of an operational mode. The
sequence illustrations show system requirements, status and current conditions (or Mode of
Operation). The Boolean logic helps to show how the different system interrelates with one
another throughout the “Normal Start” and “Normal Stop” process. Not to fear the sequence
can be followed without prior understanding of the logic symbols, and by referencing the
following descriptions and illustration of each logic symbol.
All logic circuits may be described in terms of three fundamental elements, shown graphically
in the illustration. Along with the symbols are Truth Tables, which relate to the
input/output signal state. All signals are interpreted to be of only two values, denoted as 0 and
1. For our purposes, the 0 will always represent a FALSE logic state, as an example where a
pump or motor is not operating or has not been turned on. The 1 will represent a TRUE logic
state; in this case the pump or motor is operating or has been turned on.
LOGIC ELEMENTS
The NOT element has one input and one output; as its name suggests, the output generated is
the opposite of the input in binary. In other words, a 0 (FALSE) input value causes a 1
(TRUE) to appear at the output.
Pg 5-8 Rev 1
06/26/2011
The AND/OR logic state are shown with only two inputs, and one output, when in fact they
both can have an arbitrary amount of inputs. As you will see navigating through the sequence
logic illustrations many times more than three or four inputs are required for the sequence to
continue.
In the AND logic state, the output becomes 1(TRUE) if and only if, all of the inputs are
1(TRUE), otherwise, the output is 0(FALSE).
The third logic state, the OR element, its output is 1 (TRUE) as long as 1 or more of its
inputs are 1(TRUE).
The illustration also showed two other states that are possible, the NAND and NOR logic
states. A NAND may be described as an AND element driving a NOT element. Similarly, a
NOR is equivalent to an OR element driving a NOT element. If we compare the Truth
Tables of a AND element and a NAND element we see that for the output (C), the results are
opposite. The same is the case for an OR and NOR logic state.
NORMAL START SEQUENCE
Assuming that RUN mode is selected and that all of the start permissives have been met,
the operator receives a READY TO START message. To continue the start sequence, the
operator must select START. Immediately following operator selection of START, the
generator alternating-current (AC) lube oil pump is energized and a number of
simultaneous operations occur, such as:
 A 5-second timer is initiated;

 Turbine and generator enclosure ventilation fans are energized;
 A 3-minute timer is initiated;
 The engine starter electric motor is energized;
 A 10-second timer is started; and
 Several generator lube oil checks are enabled.
When the 5-second timer elapses, CUSTOMER OK TO START and FUEL VALVE
AT MINIMUM start permissive signals are checked a second time, and a START
INITIATED message is given. When the 10-second timer elapses as indicated on sheet
3, engine starter parameters are verified as OK. Should any of the start system checks
fail, appropriate alarm or shutdown signals are activated with a corresponding operator
message. If the start system checks do not produce alarm or shutdown conditions, the
starter swashplate is positioned to drive XN25 speed to 2300 rpm.
Generator lube oil checks and actions include the following:
 Energizing the jacking lube oil pump when supply pressure reaches 10 psig;
Rev 1 Pg 5-9
06/26/2011
 Providing an alarm output when jacking lube oil supply pressure is less than 10
psig;
 Providing a fast-stop lockout (FSLO) shutdown if pressure at the AC lube oil

pump discharge is less than 30 psig;
 Providing an alarm if downstream generator supply pressure is less than 20

psig;
 Providing an FSLO shutdown if lube oil pressure is less than 12 psig; and
 Providing an FSLO shutdown if jacking lube oil pressure is less than 5 psig.
When the AC lube oil pump is energized, the system rundown tanks begin to fill.
When switch closures indicate the rundown tanks are full, the start sequence can
continue as indicated on sheet 3, provided two other conditions are met.
(1) The gas manifold blow-off valve has been successfully cycled from
closed–to open–to closed.
(2) Compressor discharge pressure (CDP) purge is enabled.
Both of these conditions are necessary only if gas fuel is chosen and if CDP purging
has been implemented on dual-fuel systems.
The start sequence continues with the actions indicated on sheet 4:
 Variable bleed-air door operations are inhibited to provide maximum airflow

through the entire engine during the purge cycle.
 As XN25 speed increases above 2200 rpm, the turning motor on the speed-
reduction gearbox is energized to cause XNSD to rotate at 200 rpm.
 A 1-minute timer is initiated after which XN25 speed is verified above 1700
rpm. If XN25 speed is less than 1700 rpm, an FSLO shutdown is initiated.
As XN25 speed increases above 1200 rpm, and the mode switch is not in the WATER
WASH position, the start sequence continues on sheet 5, initiating the purge timer.
The purge time depends upon whether or not the engine exhaust is applied to a
secondary heat-recovery steam generator (HRSG) boiler. Without boiler purging
requirements, purge time is reduced from 15 to 2 minutes.
At the conclusion of the engine and boiler purge time, enclosure air purge is
examined. Airflow switches in the generator and turbine ventilation air ducts must
indicate airflow, and differential pressure between the two enclosures must exceed 0.1
in-Wg. After the enclosure air purge conditions are satisfied, variable bleed-air door
Pg 5-10 Rev 1
06/26/2011
operation is restored to normal and the starter speed is reduced to minimum. When
XN25 speed is decreased below 1690 rpm for gas fuel or 1190 rpm for liquid fuel, the
starter is energized to 2400 rpm and the start sequence continues on sheet 6.
When XN25 speed is driven above 1700 rpm for gas fuel or 1190 rpm for liquid fuel,
the following actions occur:
 The operator message FUEL INITIALIZATION is activated.

 Fuel manifold drain valves are closed.
 Upstream and downstream fuel shutoff valves are opened.
 The fuel governor START CONTROL logic is activated.
 Fuel igniters are energized and a lite-off timer is initiated.
 A 5-minute fuel valve position timer is activated.
The 5-second fuel valve position timer elapses before the light-off verification timer,
after which the fuel valve position is verified at minimum position. It is critical that
the fuel valve be at minimum before ignition is allowed. If the fuel valve is not at
minimum position, an FSLO shutdown occurs with the operator message FUEL
VALVE NOT AT MINIMUM POSITION.
The lite-off verification timer operates for 10 seconds on gas fuel and 20 seconds on
liquid fuel. If T48 fails to reach 400 F (204 C) when the lite-off timer elapses, an
FSLO shutdown occurs with the operator message FAILED TO IGNITE.
When T48 reaches 400 F, the following activities occur:
 Ultraviolet (UV) flameout sensors are armed.

 The engine Fired Starts counter is incremented.
 Engine run-time meters are activated.
 Low-speed T48 limits and shutdown signals are enabled in the fuel
management system.
On sheet 7, a 2-minute ramp timer is activated. If XN25 speed is not greater than 6050
rpm when the timer interval elapses, an FSLO shutdown occurs with the operator
message XN2 FAILED TO ACCELERATE.
As the engine accelerates, the fuel management system may control the fuel valve in
the controlling modes listed on the left of sheet 7. As XN25 exceeds 4600 rpm, the
operator message RUN is activated and the following activities occur:
 Generator space heaters are deenergized.

 The starter system is deenergized.
 Fuel igniters are deenergized.
 Turbine lube oil pressure is verified above 6 psig. If it is less than 6 psig, an
FSLO shutdown is initiated with the operator message TURBINE LUBE OIL
PRESSURE LOW.
Rev 1 Pg 5-11
06/26/2011
 When XNSD exceeds 1000 rpm, the turning motor on the speed-reduction
gearbox is deenergized.
As XN25 speed exceeds 6050 rpm and the variable bypass valve doors are verified as
open, the start sequence continues on sheet 8.
The turbine vibration monitors are enabled, the XN25 reference is driven to 8400 rpm,
an operator message ACCELERATE TO SYNC IDLE is activated, and a 1-minute
acceleration timer is started. When the 1-minute timer elapses, if XN2 is not greater
than 1250 rpm, an FSLO
Shutdown occurs with the operator message XN2 FAILED TO ACCELERATE.
As XNSD accelerates through 3000 rpm, turbine lube oil pressure is verified as greater
than 15 psig. If not, an FSLO shutdown occurs with the operator message TURBINE
LUBE OIL PRESSURE LOW. Low-speed T48 limits and shutdowns are also
released.
As XNSD accelerates through 3595 rpm, the fuel management system begins to take
control of XNSD speed and a 5-minute warm-up timer starts. When the warm-up time
elapses, the start sequence continues on sheet 9 if turbine lube oil temperature is
greater than 90 F (32 C).
If the operator chooses manual generator synchronization, the start sequence is

complete. From this point, engine speed control is used to bring the generator in phase
with the voltage to which it is being synchronized and the voltage regulator is adjusted
to equalize the voltage magnitude before closing the output circuit breaker.
If the operator chooses automatic generator synchronization, the digital synchronizer

module (DSM) automatically adjusts engine speed and automatically adjusts the
voltage regulator for matching conditions. Following automatic synchronization, the
unit also automatically closes the output circuit breaker as indicated on sheet 10.
On sheet 9, the generator AC lube oil pump pressure is monitored. If the pressure
drops below 20 psig, the backup direct-current (DC) lube oil pump is energized and an
FSLO shutdown is initiated. Logic is also shown on sheet 9, illustrating that
deenergizing the jacking lube oil pump after XNSD speed exceeds 3000 rpm during
the start sequence. When XNSD exceeds 3000 rpm, underspeed shutdown logic is also
enabled. This logic shuts down the engine if XNSD decreases below 3000 rpm once it
has exceeded that speed.
In addition, if generator lube oil pressure drops below 25 psig, while XNSD speed is
greater than 2500 rpm, a Generator Lube Oil Pump Fail alarm will occur. Should
pressure continue to drop below 20 psig, the generator AC, or auxiliary lube oil pump
will be energized. Should this happen, an AC Lube Oil Pump-On Unscheduled alarm
will occur. A system shutdown is recommended should the mechanical generator lube
Pg 5-12 Rev 1
06/26/2011
oil pump fail because subsequent loss of AC to the backup pump would result in
generator bearing damage.
Water wash logic is illustrated on sheet 4 if WATER WASH is selected as an
operational mode on sheet 1. The selection of WATER WASH on sheet 1 when
engine start is initiated disables the logic continuing on sheet 5 and enables the water
washing logic illustrated on sheet 5.
To exercise water wash, the operator presses the WATER WASH pushbutton located
on the water wash skid. The turning gear on the speed-reduction gearbox is energized
and a 25-second timer is initiated. When the 25-second timer elapses, T48 is less than
200 F (93 C), and XN2 is greater than 200 rpm, solenoids are energized to release
water from the skid-mounted water wash tank and the operator message WATER
WASH ACTIVATED is given. At the same time, a 15-minute timer is activated.
When the timer elapses, or if the tank level indicated empty, or if the manual
pushbutton is pressed a second time, purge air is activated to the water wash inlet rings
accompanied by the operator message ACTIVATE PURGE AIR. When this occurs,
both on- and off-line water wash rings’ solenoids are opened. After 2 minutes have
elapsed, the water wash pump is deactivated, the purge air is deactivated, and the
starter is deenergized.
On-line water washing is illustrated on sheet 7. When the operator RUN message is
given, the permissives for on-line washing are listed. Following this time, operators
may activate on-line washing by selecting WASH mode on sheet 1 and pressing the
WATER WASH pushbutton. On-line wash solenoids are then energized and the
operator message, WATER WASH ACTIVATED is given. After a 15-minute timer
elapses, purge air is activated, the on- and off-line wash solenoids are activated, and
the operator message PURGE AIR ACTIVATED is given. Two minutes later, the
wash pump is deenergized and purging air is stopped. (See Compressor Water
Wash System section for a detailed discussion of water washing.)
Rev 1 Pg 5-13
06/26/2011
Pg 5-14 Rev 1
06/26/2011
Rev 1 Pg 5-15
06/26/2011
Pg 5-16 Rev 1
06/26/2011
Rev 1 Pg 5-17
06/26/2011
Pg 5-18 Rev 1
06/26/2011
Rev 1 Pg 5-19
06/26/2011
Pg 5-20 Rev 1
06/26/2011
Rev 1 Pg 5-21
06/26/2011
Pg 5-22 Rev 1
06/26/2011
Rev 1 Pg 5-23
06/26/2011
NORMAL START
PROCEDURE
FROM THE LOCAL
CONTROL PANEL
Pg 5-24 Rev 1
06/26/2011
GETTING READY TO START

Go to the Control Panel Screen and depress the “RUN” Mode Select Switch (upper right hand
side of screen). A conformation screen will appear and depress “YES” on the confirmation
screen. The logic in the control system is now set up for a start, run, and shutdown. But the
unit will not start yet.
CHECK SYSTEM ALIGNMENTS
The following systems need to be checked and / or aligned prior to starting:
1. Engine Lube Oil System
2. Generator Oil System
3. Fuel Gas System
4. Hydraulic Starting System
5. Sprint System
6. Water Injection System

Rev 1 Pg 5-25
06/26/2011
START PERMISSIVES
Go to the Start Permissives Screen and check the Start Permissives (the upper 2/3’s of the
screen. Green is permissive is met, red is permissive is not met.
START PERMISSIVE SCREEN
START PERMISSIVE
PERMISSIVE REASON
Unit in Run Mode The unit is in the right mode for running.
Pg 5-26 Rev 1
06/26/2011
START PERMISSIVE
PERMISSIVE REASON
Customer OK to start This prevents any start attempt if any
customer input is not ready for a start
attempt.
Flame Detectors This is to ensure that the flame detectors do
not create a false “flame out”/shutdown
before the gas turbine has started. The
flame detector logic should be “false”
indication.
Detectors: BE-6822, BE-6823
Ok at least 70F (21.1C) – TSL-6113.
Generator Lube Oil Reservoir Temperature That the oil temperature in the reservoir is at
Ok least 70F (21.1C) – TSL-6020. This is to
prevent damage to the generator using cold
oil.
Fuel Supply Pressure Ready to Start This ensures that there is sufficient gas
pressure at 200 psi – PT-6227 to start the
gas turbine.
Fuel Control Ready to Start This indicates the fuel control (GE Mk VI)
is ready to work.
Unit in Start / Run Sequence Indicates the unit is already running.
Stop Sequence In Progress If the unit is in a shutdown sequence and the
unit is needed to be put back on online,
press the reset pushbutton.
XN25<300RPM The HP rotor speed is below 300 rpm.
Indicated by speed elements: SE-6800, SE-
6801
Rev 1 Pg 5-27
06/26/2011
START PERMISSIVE
PERMISSIVE REASON
Crank Cycle Not In Progress If the unit is in a crank sequence, the
hydraulic start system is set for that
sequence. The crank sequence must be
ended before a start is attempted.
Water Wash Not Enabled The unit must not start if the unit is in a
water wash cycle.
Calibrate Mode Indicates the unit is in a VG calibration
mode.
Unit Shutdown Indicates the unit is not running and is not
in the right mode (Run Mode).
Four-Hour Lockout In Progress Indicates the unit is in a 4-hour lockout and
will not be ready to run until the 4-hour is
completed.
Generator Stator Temps Ok. Generator temperatures under temperature
limits.
Pg 5-28 Rev 1
06/26/2011
STARTING
After all start permissives have been met and all systems aligned unit is ready to start. Go
back to the control panel screen. Depress the “START” button (upper left-hand side of
screen). A conformation screen will appear and depress “YES” on the confirmation screen.
will now begin a start sequence. Alarms are yellow and Shutdowns are red. The following
things will happen:
1. The control system will check that all “Start Permissives are met.
2. The motor driven generator lube oil pump will be ordered on and a 5 second timer
will be started to check that there is generator lube oil pump is on.
3. One vent fan for the engine compartment and one fan for the generator
compartment will be start and a 60-second timer will be started to verify that the
compartment ventilation system is working.
4. The generator motor driven lube oil pump pressure will be checked to see if the
pump discharge pressure is greater then 30 psig. If not the start sequence will stop
Rev 1 Pg 5-29
06/26/2011
and the package will be put into an FSLO shutdown: “Generator Lube Oil Pump
Discharge Pressure Low Low”.
5. The generator lube oil header pressure is checked to see if it is greater then 20
psig. If not there will be an alarm: “Generator Lube Oil Pressure Low”.
6. The generator lube oil header pressure is checked to see if it is greater then 12
psig. If not there will be an FSLO shutdown: “Generator Lube Oil Pressure Low
Low”.
7. Once the generator lube oil pump header pressure is greater then 10 psig the
jacking oil pump will be ordered on.
8. Once the Jacking oil pump is ordered on, if the jacking oil pump suction pressure
falls below 10 psig, there will be an alarm: “Jacking Oil Pump Suction Pressure
Low”.
9. Once the Jacking oil pump is ordered on, if the jacking oil pump suction pressure
falls below 5 psig, there will be an FSLO shutdown: “Jacking Oil Pump Suction
Pressure Low Low”.
10. Once the Generator lube oil permissives have been met and the jacking oil
permissive have been met the Hydraulic Starter System will be ordered on.
11. 10 seconds after the Hydraulic Starter System has been ordered on the following
will be checked:
12. Hydraulic Starter Reservoir Temperature: If the temperature is less then 70 F,
then an alarm is generated.
13. Hydraulic Starter System Temperature: If the temperature is greater then 180 F,
then an alarm is generated.
14. Hydraulic Starter Reservoir Level: If the level is greater then 6” from the top of
the tank, then a FSLO Shutdown is generated.
15. Hydraulic Starter Main Pump Return Pressure: If the return pressure is less then
250 psig, then a FSLO Shutdown is generated.
16. Hydraulic Starter Charge Pump Suction Pressure: If the suction pressure is less
then 6.5” HG, then a FSLO Shutdown is generated.
17. If the above condition has been met the package will wait here until the generator
lube oil rundown tanks are full.
Pg 5-30 Rev 1
06/26/2011
18. After the rundown tanks are full the hydraulic starter system will start the engine
rotating to 2400 rpm XN2.5 and a 60 second timer is started. If the XN2.5 does
not reach 1700 rpm, an FSLO shutdown: “Failed to Crank”.
19. Once the XN2.5 reaches 1700 rpm 15 minute purge cycle starts. The XN2.5 will
reach approximately 2400 rpm
20. Then once the purge is complete the hydraulic starter system disengages and the
XN2.5 will fall off to 1690 rpm.
21. The hydraulic starter system will re-engage and start the engine accelerating.
22. If the XN2.5 does not reach 1700 rpm, an FSLO shutdown: “Engine Failed to
Crank”.
23. Once the engine does reach 1700 rpm the following will happen:
a. The downstream fuel shutoff valve will open.

b. The upstream fuel shutoff valve will open.
c. The fuel control valve will be ordered to minimum start position and a 5
second timer will start. If the fuel control valve does not reach minimum start
position in the 5 seconds an FSLO shutdown: “Fuel Valve not at Minimum”.
d. The igniters will be ordered on.
e. The GE Mk VI will start controlling on “Start Control”.
24. Once the above has happened a 15 second timer to reach 400 F - T4.8. If T4.8 is
not reached an FSLO shutdown: “Fail to Ignite”.
25. XN2.5 will accelerate to 4600rpm. Once XN2.5 has reached 4600 rpm the follow
will happen:
a. The igniters will be deenergized.

b. The hydraulic starter system will be deenergized.
c. The turbine lube oil pressure will be checked to see if it is above 6 psig. . If
turbine lube oil pressure is not greater then 6 psig an FSLO shutdown:
“Turbine Lube Oil Pressure Low Low”.
d. An “RUN” indication on the Control Panel Screen (upper right corner)
26. The XN2.5 will be ordered to 6050 rpm.
27. Once the XN2.5 has reached 6050 rpm the VBV’s will be ordered open.
28. A 60 second timer is started for XNSD to reach 1250 rpm. If XNSD is not
reached an FSLO shutdown: “XNSD fail to Accelerate”.
29. XN2.5 waits at 6050 rpm until XNSD is 3000 rpm.

Rev 1 Pg 5-31
06/26/2011
30. XN2.5 is ordered to 8400 rpm.
31. The generator lube oil motor driven pump is ordered off, the shaft driven pump is
now working.
32. The turbine lube oil pressure will be checked to see if it is above 15 psig. . If
turbine lube oil pressure is not greater then 15 psig an FSLO shutdown: “Turbine
Lube Oil Pressure Low Low”.
33. XN2.5 reaches 8400 rpm and waits until XNSD reaches 3595. Then a 5-minute
“warm-up” timer is started.
34. Once the timer has timed out the engine oil temperature is checked and if turbine
oil temperature is less then 90 F the XN2.5 “holds” at 8400 rpm until the turbine
oil temperature is greater then 90 F.
35. Once all checks are complete the package is ready to be synchronized to the grid.
Pg 5-32 Rev 1
06/26/2011
SECTION 6C
NORMAL STOP SEQUENCE
Rev 1 Pg 5-33
06/26/2011
NORMAL STOP SEQUENCE

Engine shutdown sequence is illustrated using Boolean logic on the three pages following this
section. Shutdown may be initiated manually or automatically.
AUTOMATIC SHUTDOWN
The automatic shutdown sequence is initiated by operator execution through the turbine
control panel. As indicated on sheet 1, the XN25 reference is driven to decrease at a
programmed ramp-down rate and the operator message, RAMP DOWN IN PROGRESS,
is given. A flashing self-explanatory operator message, PRESSING RESET
TERMINATES SHUTDOWN, is also given at the same time. As XN25 continues to
ramp down, the fuel management system will switch to XN25 control and an operator
message XN25 CONTROL will be generated. When CDP decreases below approximately
220 psia, water injection will be deenergized. As CDP decreases to approximately 120
psia, the generator output circuit breaker will be opened and the operator message
GENERATOR CIRCUIT BREAKER OPEN will be generated. As XN25 continues to
decrease to less than the engine idle set point of 6050 rpm, a
5-minute timer is initiated and the operator message COOLDOWN CYCLE IN
PROGRESS will be given.
Following the 5-minute timer, several events occur as indicated on sheet 2:
 Upstream and downstream fuel shutoff valves are closed

 A 10-minute post-lube timer is started, and
 A 1.5-hour timer is started.
At the conclusion of the 10-minute timer, when the generator shaft speed has fallen to less
than 200 rpm and the zero speed switch, driven by the generator permanent magnet
generator has indicated zero speed, generator space heaters are energized,
the AC lube oil pump is deenergized, and the sump cooling air is turned on. Sump cooling
air is stopped when the 1.5-hour timer listed above elapses.
On sheet 3, the starter motor is turned on when XN25 speed falls below 4600 rpm. When
XN25 speed decreases below 1700 rpm, the starter swashplate is positioned for 2400 rpm.
When XN25 speed, under starter drive, exceeds 2300 rpm, a COOL DOWN IN
PROGRESS message is given to the operator and a 15-minute timer is initiated. At the
conclusion of the 15-minute timer, the starter is deenergized and the operator message
READY TO START is given.
When the starter is deenergized, the signal A disables the ENERGIZE STARTER
MOTOR signal at the top left-hand corner of the diagram. This signal enables the starter
motor start signal if the starter is deenergized at A.
At the bottom of sheet 3, any fast-stop lockout (FSLO) energizes a 10-minute timer. If the
lockout condition is not cleared within 10 minutes of its occurrence, a 4-hour lockout is
enforced.
Pg 5-34 Rev 1
06/26/2011
At the same time, the COOLDOWN CRANK operator message is given, self-explanatory
flashing messages are given: START and STOP. These signals inform the operator of
options available at that time.
It should also be noted that on sheet 1, when XNSD decreases below 190 rpm and XN25
decreases below 7790 rpm, the gearbox-turning gear is energized and deenergized again after
a 6-minute timer elapses.
MANUAL SHUTDOWN
Rather than initiate normal shutdown through the operator interface, system operators may
elect to reduce XN25 speed by lowering the engine speed governor.
As XN25 speed continues to decrease, the same events occur as when the system is
automatically shutting down (i.e., water injection is deenergized when CDP falls to less
than 220 psia and the generator circuit breaker will automatically open when CDP is less
than 120 psia). As speed is further reduced to less than the idle set point, the operator must
execute the normal stop command to initiate COOLDOWN CYCLE IN PROGRESS and
continue the remaining shutdown steps automatically.
Rev 1 Pg 5-35
06/26/2011
Pg 5-36 Rev 1
06/26/2011
Rev 1 Pg 5-37
06/26/2011
Pg 5-38 Rev 1
06/26/2011
NORMAL STOP
PROCEDURE
Rev 1 Pg 5-39
06/26/2011
READY TO SHUTDOWN
Reduce generator load to 20 MW. Let unit sit here for at least one (1) minute. This will
reduce “shock load” on the grid.
SHUTTING DOWN
Depress the “STOP” button (upper middle side of screen) on the control screen. A
conformation screen will appear and depress “YES” on the confirmation screen. The
following will happen:
1. Will unload to minimum load (3.5 MW)

2. Will sit at minimum load for two (2) minutes to let pressures and temperatures
stabilize.
3. After the two minute cool down the generator breaker (the 52G breaker) will open and
the unit will go to “core idle”, 6050 rpm XN2.5 for five (5) minutes. This lets the
pressures and temperatures reduce and stabilize.
4. After the five (5) minute cool down the following will happen:
a. The fuel block valves will shut.
b. The vent valve will open.
Pg 5-40 Rev 1
06/26/2011
5. Will coast down to 1700 rpm XN2.5; the hydraulic starter system will start and bring
the engine back to 2400 rpm XN2.5 for 15 minutes.
6. After the 15 minute crank cycle the hydraulic starter system will shutdown unit will
coast down to a stop. Unit will be ready for a restart.
RECOVERING A SHUTDOWN EARLY
IF THE FUEL BLOCK VALVES ARE STILL OPEN

Shift to the “ALM/SD” screen and press “ACK” and “RESET” buttons. If unit is still on
line it will stop and go back to the last load set point. If unit is off line and at core idle unit
will accelerate and go back on line to the last set point.
Rev 1 Pg 5-41
06/26/2011
IF THE FUEL BLOCK VALVES HAVE SHUT
If unit is in the Crank Cycle
Depress the “STOP” button (upper middle side of screen) on the control screen. A
conformation screen will appear and depress “YES” on the confirmation screen.
Pg 5-42 Rev 1
06/26/2011
The crank cycle will end. Check start permissives screen. The only bar that should be “RED”
is XN2.5 < 300 RPM. When XN2.5 falls below 300 rpm depress the “START” button (upper
left side of screen). Go to the Normal Start Procedure .
Rev 1 Pg 5-43
06/26/2011
SECTION 7D
LM6000 PACKAGE TYPICAL
FAULT ALARMS AND SHUTDOWNS
Pg 5-44 Rev 1
06/26/2011
SHUTDOWN STATUS OF UNIT

ABBREVIATIONS
FSLO Fast-Stop Lockout without Motor  Fuel Valves (and water or steam valves,
if applicable) are closed.
 Unit switchgear tripped open
 Variable bleed valve doors are opened
(closed later during coast down
 Ignition and start system are deenergized
 XN2, XN25, XNSD, and oil pressure
alarms are bypassed
FSWM Fast-Stop with Motoring  Automatically initiates an FSLO, and
then the starter is engaged for 25
minutes when XN25 reaches 1700 RPM
CDLO Cooldown Lockout / Normal Stop  Power is reduced to minimum load
 Steam / Water valves are shut,
switchgear is tripped open.
 XN25 (HP rotor speed) is decreased to
approximately 8400 rpm for 5 minutes.
 Fuel shutdown valves are shut.
 Starter engages for 20 minutes when
XN25 drops to 1700 rpm.
 If the reset clears the condition during
cooldown period then CDLO is aborted.
NOTE: If using naphtha fuel, CDLO is
replaced FSWM.
SML Slow Decel to Minimum Load  Deceleration to minimum load (xn25
8400 rpm) in 20 seconds
 If condition is still present after 3
minutes, go into a CDLO
SDTI Step Decel to Idle  Rapid deceleration to core idle
 10 second delay at core idle to allow
various scheduled engine events to reach
a stabilized condition before shutdown
occurs.
 After 10 second delay fuel shutdown
valves close
NOTE: If the unit shutdown on a FSLO or a SDTI and the event is not corrected and the unit
restarted within 10 minutes after fuel shutdown valve closure, the unit cannot be restarted
until the 4-hour cooldown timer times out.
TYPICAL FAULT ALARMS AND SHUTDOWNS
Rev 1 Pg 5-45
06/26/2011
LM6000 GAS TURBINE

CONDITION ALARM SD STATUS REMARKS TAG #
T48 exhaust NO YES SDTI If Tavg >1750F Avg of TE-
temp average FSWM If Tavg >1850F for one (1) 6843 thru
high second. TE-6850
T48 exhaust YES YES If Tmax-Tmin>225F & XN25 TE-6843 thru
differential > 8080 rpm for more then TE-6850
temp high 10 seconds.
SML If Tmax-Tmin>275F & XN25

> 8080 rpm for more then 2
seconds.
Open T/C YES YES Loss of up to 4 T/C’s, no 2 TE-6843 thru
T/C may be next to each TE-6850
other, will cause an alarm
only. The fifth T/C lost will
cause shutdown
T2 turbine YES NO If sensors differ more then TE-6821A &
inlet Temp 18F TE-6821B
sensors
T25 HP YES NO If sensors differ more then TE-6837A &
compressor 18F TE-6837B
Inlet temp
sensors
T3 YES NO If sensors differ more then TE-6838A &
compressor 20F and XN25 is more TE-6838B
discharge then 4600 rpm
temp sensors
PS3 CDP YES NO If sensors differ more then PT-6804 &
Sensors 10 psia for 5 seconds PT-6814
Pg 5-46 Rev 1
06/26/2011
LM6000 GAS TURBINE

Variable YES YES Alarm if difference between ZE-6871A &
bleed valve two position sensors is > ZE-6871B
position 6% of stroke
SML If position error >  10%

for > 0.5 seconds and XN25
> 4600 RPM
Vibration YES YES Alarm at 1.4 in/sec XE-6876A &
high LP rotor (35mm/sec) XE-6877A
FWD and
AFT SDTI 2.0 in/sec (51 mm/sec)
Vibration YES YES Alarm at 2.0 in/sec XE-6876B &
high HP rotor (51mm/sec) XE-6877B
FWD and
AFT SDTI 3.0 in/sec (76 mm/sec)
Thrust YES YES Alarm if difference between ZE-6874A &
balance flow two position sensors is > ZE-6874B
control valve 3% of stroke> 5 seconds
position
SDTI If position error >  10%
for > 1 second and XN25 >
4600 RPM
VSV position YES YES Alarm if difference between ZE-6873A &
two position sensors is > ZE-6873B
3.7% of stroke> 5 seconds
SDTI If position error >  10% for

> 0.5 second and XN25 >
4600 RPM
High YES YES Alarm at 10,700 rpm SE-6800 &
pressure SE-6801
rotor speed FSLO 10,800 rpm, if XN25 < 300
(XN25) rpm for more then 10
minutes after FSLO, a 4
hour lockout occurs.
Rev 1 Pg 5-47
06/26/2011
LM6000 GAS TURBINE

High YES YES FSLO If difference between two SE-6800 &
pressure sensors is > 37.5 rpm. SE-6801
rotor speed
(XN25)
sensors
Low pressure NO YES FSWM 4050 rpm, if XN25 < 300 SE-6812 &
rotor speed rpm for more then 10 SE-6813
(XNSD) minutes after FSLO, a 4
hour lockout occurs.
FSLO 4600 rpm

Low pressure YES YES If difference between two SE-6812 &
rotor speed sensors is > 40 rpm. SE-6813
(XN2) FSLO
sensors
Flame YES YES If XN25 < 9500 rpm and loss BE-6822 &
Sensors of flame indication occurs on BE-6823
both sensors for > 0.3
seconds
FSWM If T48 > 400F (204C) and

fuel on and loss of flame
indication occurs on one
sensor
Pg 5-48 Rev 1
06/26/2011
GENERATOR
Vibration YES YES Alarm at 3 mils (76 m) XE-6807,
high XE-6808,
generator SDTI, 4 mils (102 m) XE-6809,
drive and FSLO XE-6810
non-drive
end
Generator YES YES Alarm set at 270F (132C) TE-6421,
stator temp Increasing TE-6422,
TE-6423,
SML 290F (143C) Increasing TE-6424,
TE-6425,
TE-6426

Turbine lube YES NO Set at 12” below flange LSL-6102
oil reservoir
level
Turbine lube YES NO* Set at 70F decreasing TSL-6113
oil reservoir
temp *Start Permissive
Turbine lube YES YES Alarm set at 20 psid (138 PDAH-6120
oil supply kPaD) increasing
filter P
25 psid (172 kPaD) PDSHH-
CDLO increasing. 6144
Turbine lube NO YES FSLO 6 psig (41.4 kPaG) PSLL-6116
oil supply decreasing if XN25 >
pressure 4500rpm but < 7800 rpm
15 psig (103.4 kPaG) PSLL-6115

decreasing if XN25 > 7800
rpm
Rev 1 Pg 5-49
06/26/2011

Turbine lube YES NO Alarm set at 170F (77C) TE-6128A &
oil supply increasing TE-6128B
temp
Magnetic YES NO If resistance is<75 ohms MCD-6865,
chip decreasing MCD-6866,
detectors MCD-6870
Accessory YES YES Alarm set at 240F (116C) TE-6123A &
gear box increasing TE-6123B
scavenge oil
temp SML 265F (129C) increasing
Transfer gear YES YES Alarm set at 285F (141C) TE-6124A &
box scavenge increasing TE-6124B
oil temp
SML 310F (154C) increasing
Sump “B” YES YES Alarm set at 305F (152C) TE-6125A &
scavenge oil increasing TE-6125B
temp
Sump “C” YES YES Alarm set at 320F (160C) TE-6186A &
temp
Sump “D” YES YES Alarm set at 290F (143C) TE-6141A &
temp
Sump “E” YES YES Alarm set at 290F (143C) TE-6142A &
temp
Pg 5-50 Rev 1
06/26/2011

Lube oil YES NO Alarm set at 100 psig (689 PSH-6117
scavenge kPaG) increasing
discharge
pressure
Turbine lube YES YES Alarm set at 20 psid (138 PDAH-6118
oil scavenge kPaD) increasing
filter P
CDLO 25 psid (172 kPaD) PDSHH-
increasing. 6119
Variable YES NO Alarm set at 20 psid (138 PDSH-6146
geometry oil kPaD) increasing
pump filter
P
Air / oil YES NO Alarm set at 1.75 psid (12.1 PDSH-6148
separator kPaD) increasing
filter P

Hydraulic NO YES Set at 6” from top of tank LSL-1601
start reservoir
level
Hydraulic YES NO* Set at 70F (21C) TSL-1603
start reservoir decreasing
temp
Set at 180F (82C)
decreasing
* Start permissive must be

above 70F (21C)
Charge pump NO YES Shutdown Set at 6.5” Hg (165 mm PDSHH-
suction of start Hg) increasing 1600
pressure system
Rev 1 Pg 5-51
06/26/2011

Main pump NO YES Shutdown Set at 250 psig (1724 PSLL-1605
suction of start kPaG) decreasing
pressure system
Case drain YES NO Set at 180F (82C) TSH-1602
return temp increasing
TURBINE HYDRAULIC OIL SYSTEM

Turbine YES NO Alarm set at 20 psid (138
hydraulic oil kPaD) increasing
filter P
FUEL SYSTEM DUAL

GAS FUEL SYSTEM
Fuel gas YES YES Alarm set at 275F (135C) TE-6232A,
temp increasing TE-6232B
.
FSWM 300F (149C) increasing
Fuel gas YES YES Set at 600 psig (4138 kPaG) PSL-6224
press low decreasing
FSWM 290 psig decreasing

Fuel gas NO Yes FSWM 720 psig (4965 kPaG) PSHH-6226
press high increasing
Gas fuel
control valve
position
Pg 5-52 Rev 1
06/26/2011
FUEL SYSTEM DUAL

LIQUID FUEL SYSTEM
Liquid fuel YES (2) YES Low alarm set at 10 psig PT-6231
boost pump (69 kPaG) decreasing
suction
pressure. FSWM 5 psig (34.5 kPaG)
decreasing
Liquid fuel YES NO Alarm set at 25 psid (172 PDSH-6220
supply filters kPaD) increasing
P
Liquid fuel YES YES Alarm set at 140F (60C) TE-6233A,
temp increasing TE-6233B
FSWM 150F (66C) increasing

Liquid fuel ZE-6202
control valve
position
Primary fuel YES YES Alarm set at 450F (232C) TE-62045
supply temp increasing
SDTI 600F (315C) increasing

Secondary YES YES Alarm set at 450F (232C) TE-62046
fuel supply increasing
temp
SDTI 600F (315C) increasing
Rev 1 Pg 5-53
06/26/2011
WATER INJECTION SYSTEM

NOX Water YES YES Shut Alarm set at 140F (60C) TE-62145
injection down increasing
supply temp water
injection 150F (66C) increasing
system
Water ZE-6238
injection
control valve
position
NOX water YES NO Alarm set point is set to FE-6243

injection site.
flow rate
NOX water YES NO Alarm set at 25 psid (172

injection kPaD) increasing
supply filters
P
VENTILATION & COMBUSTION AIR SYSTEM

Air temp low YES NO Alarm set at 43F (6C) TE-64030,
decreasing TE-64031,
TE-64032,
TE-64033
Combustion YES YES Alarm set at 5” Wg (127 PDSH-6405
Air filters P mm Wg) increasing
CDLO 8” Wg (203 mm Wg) PDSHH-

increasing 6406
Ventilation YES NO Alarm set at 5” Wg (127 PDSH-64060
Air filters P mm Wg) increasing
Generator YES NO Alarm set 20 ft/s (6.1 m/s) FSL-6409,

Ventilation decreasing FSL-6410
Fan Flow
Pg 5-54 Rev 1
06/26/2011

Generator to YES No Alarm set 0.1” (2.54 mm) PDSL-6407
Turbine Wg decreasing
Compartment
P
Generator YES YES Alarm set at 125F (52C) TE-6402
Compartment increasing
temp
SML S/D 150F (66C)

increasing
Generator Alarm set at 200F (93C) TE-6431
exciter air increasing
exhaust
temperature SML S/D 220F (104C)
increasing
Compartment increasing
exhaust temp
SML S/D 220F (104C)
increasing
Turbine YES YES Alarm #1 set at 140F TE-6454
Compartment (60C) increasing
temp
Alarm #2 set at 200F TE-6401
(93C) increasing
SML S/D#1 150F (66C) TE-6454
increasing
Turbine YES NO Alarm set 20 ft/s (6.1 m/s) FSL-6408,
Compartment decreasing FSL-6453
Ventilation
Fan Flow
Rev 1 Pg 5-55
06/26/2011

Bellmouth YES YES Alarm set at 3.5” (89mm) PDSH-64017
inlet screen Wg increasing
P
FSLO 4.5” (114mm) Wg PDSHH-
increasing 64018

CO2 Pressure NO YES FSLO 150 psig (1035 kPaG) PSHH-6348
release plus
switch ventilation
fans
shutdown
Turbine YES YES If one optical flame BE-6300,
enclosure detector senses a fire then BE-6302,
optical flame an alarm signal is set out. BE-6335
detectors
FSLO Two optical flame
plus detectors
ventilation
fans
shutdown
Turbine NO YES FSLO 450F (232C) plus rate TS-6303, TS-
enclosure plus of rise. 6314
temp ventilation
switches (2) fans
shutdown
Generator YES YES FSLO Any sensed fire BE-6311
enclosure plus
optical flame ventilation
detector fans
shutdown
Pg 5-56 Rev 1
06/26/2011

Generator NO YES FSLO 225F (107C) plus rate TS-6307, TS-
enclosure plus of rise. 6310
temp ventilation
switches (2) fans
shutdown
Turbine and YES YES Alarm set at 20% Lower AE-6304,
generator Explosive Level (LEL), AE-6313,
enclosure gas the off line ventilation fan AE-6315
detectors is signaled to run.
FSLO 60% LEL, the off line

ventilation fan is signaled
to run.
SPRINT SYSTEM
Sprint water YES NO Set at 10 psid (69 KPaD) PDSH-62233
filter P increasing.
Sprint water NO YES Sprint S/D #1 at 10 gpm (37.86 PT-62234
pressure system l/m) at 50 psig (345
shutdown kPaG)
S/D 2 at 6 gpm (22.74

l/m) at 25 psig (172.5
kPaG)
Sprint air NO YES Sprint PS3 x 0.25 decreasing for PT-62241,
pressure system one (1) second PT-62269
shutdown
Rev 1 Pg 5-57
06/26/2011
GENERATOR OIL SYSTEM

Generator YES NO 12” from face of flange. LSL-6001
reservoir
level
Generator YES NO* Set at 70F decreasing TSL-6020
lube oil
reservoir *Start permissive
temp
Motor driven YES NO Start Set at 30 psig increasing. PSH-6016

pump Permissive
discharge
pressure
Gear driven YES NO Set at 25 psig decreasing. PSL-6017
pump
Discharge Enabled when XNSD >
pressure 3000 rpm
Generator YES Alarm set at 20 psid (138 PDSH-6015
lube oil kPaD) increasing
supply filter
P
Generator YES YES Alarm set at 20 psig PSL-6018
lube oil decreasing
supply
pressure FSLO 12 psig decreasing PSL-6019
lube oil increasing
supply temp
FSLO 190F (88C) increasing
Rundown YES NO Start Set at 6” from top of tank LS-6041A,
tank level Permissive LS-6041B,
LS-6042A,
LS-6042B
Pg 5-58 Rev 1
06/26/2011
GENERATOR OIL SYSTEM

bearing temp increasing TE-6023

lube oil increasing TE-6036
return temp
Jacking oil YES YES Alarm set at 10 psig PSL-6050

pump suction decreasing
pressure
FSLO 5 psig decreasing PSLL-6051
PACKAGE
Main turbine YES NO 32F Decreasing or 125F TE-68310
terminal box Increasing.
(MTTB)
Main YES NO 32F Decreasing or 125F TE-68311
generator Increasing.
terminal box
(MGTB)
TYPICAL FAULT ALARMS AND SHUTDOWNS
Rev 1 Pg 5-59
06/26/2011
Pg 5-60 Rev 1
06/26/2011
APPENDIX A
ABBREVIATIONS AND ACRONYMS
Rev 1 Pg A-1
Appendix A Abbreviations
06/26/2011
Pg A-2 Rev 1
06/26/2011
A
A Ampere(s)
abs Absolute
AC Alternating Current
acfm Actual Cubic Feet per Minute
acmm Actual Cubic Meter per Minute
AGB Accessory Gearbox
ALF Aft, Looking Forward
Assy Assembly
ASTM American Society for Testing and Materials
atm Atmosphere
AUX Auxiliary
AVRX Auxiliary Voltage Regulator
B
 (Beta) Variable Stator Position
BEM Brush Electrical Machines
bhp Brake Horsepower
BOP Balance of Plant
Btu British Thermal Unit
C
C Degree Celsius (Centigrade)
cc Cubic Centimeter
CCW Counterclockwise
CDLO Cooldown Lockout
CDP Compressor Discharge Pressure
cfm Cubic Feet per Minute
CG Center of Gravity
cid Cubic Inch Displacement
CIT Compressor Inlet Temperature
cm Centimeter
cm2 Square Centimeter
cm3 Cubic Centimeter
Cont Continued
CRF Compressor Rear Frame
CRT Cathode-Ray Tube (Screen)
CT Current Transformer
CW Clockwise
Rev 1 Pg A-3
06/26/2011
D
dB Decibel
dBA Decibel (Absolute)
DC Direct Current
DCS Digital Control System
DF Diesel Fuel
dn/dt Differential Speed/Differential Time (Rate of
Change, Speed vs. Time)
dp Differential Pressure
dp/dt Differential Pressure/Differential
Time
-dPs3/dt Negative Rate of Change of High-Pressure
Compressor Static Pressure
DSM Digital Synchronizing Module
Dwg. Drawing
E
EMU Engine Maintenance Unit
F
F Degree Fahrenheit
FCV Flow Control Valve
F&ID Flow & Instrument Diagram
Fig. Figure
FIR Full Indicator Reading
FMP Fuel Manifold Pressure
FOD Foreign-Object Damage
FLSO Fast Stop Lockout Without Motoring
FSWM Fast Stop With Motoring
ft Foot (Feet)
ft2 Square Feet
ft3 Cubic Feet
ft-lb Foot-Pound
G
GA General Arrangement
gal Gallon(s)
GE General Electric
GG Gas Generator
gpm Gallons per Minute
GT Gas Turbine
GTG Gas Turbine Generator
Pg A-4 Rev 1
06/26/2011
H
H-O-A HAND-OFF-AUTO (Switch)
hp Horsepower
HP High Pressure
HPC High-Pressure Compressor
HPCR High-Pressure Compressor Rotor
HPT High-Pressure Turbine
HPTR High-Pressure Turbine Rotor
h Hour(s)
Hz Hertz (Cycles per Second)
I
ID Inside Diameter
IEEE Institute of Electrical and Electronics
Engineers
IGHP Isentropic Gas Horsepower
IGKW Isentropic Gas Kilowatt
IGV Inlet Guide Vane
in Inch(es)
in2 Square Inch
in3 Cubic Inch
in-Hg Pressure, Inches of Mercury
in-lb Inch-Pound
in-Wg Pressure, Inches of Water
I/O Input/Output
IPB Illustrated Parts Breakdown
ISA Instrument Society of America
K
kg cm Kilogram-Centimeter
kg m Kilogram-Meter
kohm Kilohm
kPa KiloPascal
kPad KiloPascal Differential
kPag KiloPascal Gauge
kV Kilovolt
kVA Kilovolt Ampere
kvar Kilovar
kW Kilowatt
kWh Kilowatthour
kWhm Kilowatthour Meter
Rev 1 Pg A-5
06/26/2011
L
L Liter
lb Pound(s)
LEL Lower Explosive Limit
LFL Lower Flammable Limit
LP Low Pressure
LPC Low-Pressure Compressor
Lpm Liters Per Minute
LPCR Low-Pressure Compressor Rotors
LVDT Linear Variable-Differential Transformer
M
m Meter
m2 Square Meter
m3 Cubic Meter
mA Milliampere
Maint. Maintenance
MAVR Modular Automatic Voltage Regulator
mb Millibar
MCC Motor Control Center
MGTB Main Generator Terminal Box
MHz Megahertz
MIL Military
MIL-SPEC Military Specification
MIL-STD Military Standard
min Minute(s)
mm Millimeter
Mohm Megohm(s)
mph Miles Per Hour
MTTB Main Turbine Terminal Box
Mvar Megavar
MW Megawatt
N
NEMA National Electrical Manufacturers
Association
Nm Newton Meter
NOx Oxides of Nitrogen
O
OAT Outside Air Temperature
OD Outside Diameter
O&M Operation and Maintenance
Pg A-6 Rev 1
06/26/2011
P
P2 Low-Pressure Compressor Inlet Total
Pressure
P25 High-Pressure Compressor Inlet Total
Pressure
P48 Low-Pressure Turbine Inlet Total Pressure
Pamb Ambient Pressure
Para. Paragraph
PCB Printed Circuit Board
PF Power Factor
PMG Permanent Magnet Generator
ppm Parts Per Million
Ps3 High-Pressure Compressor Discharge Static
Pressure
Ps25 High-Pressure Compressor Inlet Static
Pressure
Ps55 Low-Pressure Turbine Discharge Static
Pressure
psia Pounds per Square Inch Absolute
psid Pounds per Square Inch Differential
psig Pounds per Square Inch Gauge
PT Pressure Transmitter
PTO Power Takeoff
R
rms Root Mean Square
rpm Revolutions Per Minute
RTD Resistance Temperature Detector
RTV Room Temperature Vulcanizing
S
scfm Standard Cubic Feet per Minute
scmm Standard Cubic Meters per Minute
SDTI Step Decelerate to Idle
sec Second(s)
SG Specific Gravity
shp Shaft Horsepower
SMEC Spray Mist Evaporator Cooler
SML Slow Decelerate to Minimum Load
S/O Shutoff
SOV Solenoid-operated Valve
S&S Stewart & Stevenson Services, Inc.
STIG Steam Injection
Rev 1 Pg A-7
06/26/2011
T
T2 Low-Pressure Compressor Inlet Total
Temperature
T3 High-Pressure Compressor Discharge
Temperature
T25 High-Pressure Compressor Inlet Temperature
T48 Low-Pressure Turbine Inlet Temperature
Tamb Ambient Temperature
TAN Total Acid Number
TBD To Be Determined
TGB Transfer Gearbox
theta 2 Ratio of Measure Absolute Gas Generator
Inlet Temperature to Standard Day Absolute
Temperature
TIT Turbine Inlet Temperature
TRF Turbine Rear Frame
V
V Volt
VAC Volts, Alternating Current
var Volt-Ampere Reactive
VBV Variable Bypass Valve
VDC Volts, Direct Current
VG Variable Geometry
VIGV Variable Inlet Guide Vane
VSV Variable Stator Vane
W
W Watt
W2 Low Pressure Compressor Physical Airflow
W25 High Pressure Compressor Physical Airflow
Wf Flow, Fuel
Wg Pressure, Water Gauge
Wh Watt-Hour
WHRU Waste Heat Recovery Unit
X
XN2 Low-Pressure Rotor Speed - Physical
XN2R Low-Pressure Rotor Speed - Corrected
XN25 High-Pressure Compressor Speed - Physical
XN36 Acoustic monitor DLE
XN25R High-Pressure Compressor Speed - Corrected
XNSD Low-Pressure Turbine Speed
Pg A-8 Rev 1
06/26/2011
APPENDIX B
GLOSSARY
Rev 1 Pg B-1
Appendix B Glossary
06/26/2011
Pg B-2 Rev 1
Appendix B Glossary
06/26/2011
A
A/D Conversion – Analog-to-Digital A con-version that takes an analog input in the
Conversion form of electrical voltage or current and produces a
digital output.
ABT – Automatic Bus Transfer For critical loads, normal and alternate, power
sources are provided. The power sources are
supplied from separate switchboards through
separate cable runs. Upon loss of the normal power
supply, the transfer switch automatically
disconnects this source and shifts the load to the
alternate source.
AC – Alternating Current Alternating current is an electric current that flows

first in one direction for a given period of time, and
then in the reverse direction for an equal period of
time, constantly changing in magnitude.
A – Ampere A unit of electrical current or rate of flow of

electrons. One volt across one ohm of resistance
causes a current flow of one ampere.
Analog Signal An analog signal is a measurable quantity that is

variable throughout a given range and is
representative of a physical quantity.
Annular In the form of, or forming, a ring.
Anti-Icing A system for preventing the buildup of ice on the

gas turbine intake systems.
APD – Automatic Paralleling Device Automatically parallels any two gas turbine-
generator sets.
Rev 1 Pg B-3
Appendix B Glossary
06/26/2011
B
Babbitt A white alloy of tin, lead, copper, and antimony
which is used for lining bearings.
BAS – Bleed-Air System The BAS uses as its source compressed air
extracted from the compressor stage of each gas
turbine module and gas turbine-generator set. The
BAS can be used for anti-icing, prairie air, masker
air, and low-pressure gas turbine starting for both
the gas turbine module and the gas turbine-
generator set.
Bleed Air Hot, compressed air bled off the compressor stage
of the gas turbine module and gas turbine-generator
set. See BAS – Bleed-Air System.
Blow-in Doors The blow-in doors located on the high-hat assembly

are designed to open by means of solenoid-operated
latch mechanisms if the inlet airflow becomes too
restricted for normal engine operation.
Borescope A small periscope used to visually inspect internal

engine components.
BTB – Buss Tie Breaker A BTB is used to connect one main switchboard to
another main switchboard.
Buffer To electronically isolate and filter an electrical

signal from its source.
Bus The term used to specify an uninsulated power

conductor.
Pg B-4 Rev 1
Appendix B Glossary
06/26/2011
C
CB – Circuit Breaker An automatic protective device that, under
abnormal conditions, will open a current-carrying
circuit.
CIT – Compressor Inlet CIT is the temperature of the air entering the gas
Temperature (T2) turbine compressor as measured at the front frame.
CIT is one of the parameters used for calculating
engine power output (torque) and scheduling fuel
flow and variable stator vane angle.
Coalesce To grow together, unite, or fuse, as uniting small

liquid particles into large droplets. This principle is
used to remove water from fuel in the
filter/separator.
Condensate The product of reducing steam (gas) to a liquid;

(water). For example, as used in the distilling
process.
D
D/A Conversion – Digital-to-Analog A con-version that produces an analog output in the
Conversion form of voltage or current from a digital input.
DC – Direct Current Direct current is an electric current that flows in

one direction. A pure direct current is one that will
continuously flow at a constant rate.
Deaerator A deaerator is a device that removes air from oil as
in the LS&C tank (gas turbine module), which
separates air from scavenged oil.
Delta P – Differential Pressure The pressure drop across a fixed device.
Demisters A moisture-removal device that separates water

from air.
Dessicant A substance having a great affinity for water and

used as a drying agent.
Diffuser A device that reduces the velocity and increases the

static pressure of a fluid passing through a system.
Digital Signal A signal, in the form of a series of discrete

quantities, which has two distinct levels.
Rev 1 Pg B-5
Appendix B Glossary
06/26/2011
E
Eductor The eductor is a mixing tube, which is used in the
gas turbine module exhaust system. It is physically
positioned at the top of the stack so that the gas
flow from the gas turbine module exhaust nozzles
will draw outside air into the exhaust stream as it
enters the mixing tube.
EG – Electronic Governor An electronic governor is a system that uses an

electronic control unit, in conjunction with an
electro hydraulic governor actuator, to control the
position of the liquid fuel valve on the gas turbine-
generator set and regulates engine speed.
F
Fault Alarm This type of alarm is used in the Fuel Oil Control
System and Damage Control Console. It indicates
that a sensor circuit has opened.
FO System – Fuel Oil System The FO system provides a continuous supply of

clean fuel to the gas turbine module and to the gas
turbine-generator set. The gas turbine module and
gas turbine-generator set can operate on DFM, ND,
and JP-5.
FOD – Foreign-Object Damage Damage as a result of entry of foreign objects into a

gas turbine engine.
Pg B-6 Rev 1
Appendix B Glossary
06/26/2011
G
GB – Generator Breaker Circuit breaker used to connect a gas turbine-generator
set to its main switchboard.
GCU – Generator Control Unit A static GCU is supplied for each gas turbine-generator
set consisting of a static exciter/voltage regulator
assembly, field rectifier assembly, motor-driven
rheostat, and a mode select rotary switch. It controls
the output voltage of the generator.
Governor Droop Mode Droop mode is normally used only for paralleling with
shore power. Because shore power is an infinite bus,
droop mode is necessary to control the load carried by
the gas turbine-generator set. If a gas turbine-generator
set is paralleled with shore power, and one attempts to
operate in isochronous mode instead of droop mode,
the gas turbine-generator set governor speed reference
can never be satisfied because the gas turbine-generator
set frequency is being held constant by the infinite bus.
If the gas turbine-generator set governor speed
reference is above the shore power frequency, the load
carried by the gas turbine-generator set will increase
beyond capacity in an effort to raise the shore power
frequency. If the speed reference is below the shore
power frequency, the load will decrease and reverse in
an effort to lower the shore power frequency. The
resulting overload or reverse power will trip the gas
turbine-generator set circuit breaker.
Governor Isochronous Mode The isochronous mode is normally used for gas
turbine-generator set operation. This mode provides a
constant frequency for all load conditions. When
operating two-gas turbine-generator sets in parallel
isochronous mode, it also provides equal load sharing
between the units.
GTG Set – Gas Turbine- The GTG set consists of a gas turbine engine; a
Generator Set reduction gearbox; and a three-phase, alternating-
current generator rated at 2000 kW and 450 VAC.
GTM – Gas Turbine Module The GTM consists of the main propulsion gas turbine
unit, including the gas turbine engine, base, enclosure,
shock-mounting system, fire detection and
extinguishing system, and the enclosure environmental
control components.
H
Header This is a piping manifold that connects several sub-
Rev 1 Pg B-7
Appendix B Glossary
06/26/2011
lines to a major pipeline.
Head Tank A tank located higher than other system

components to provide a positive pressure to a
system by gravity.
Helix A tube or solid material wrapped like threads on a

screw.
High-Hat Assembly A removable housing over the main engine air

intake ducts, which contains the moisture-
separating system, inlet louvers, and blow-in doors.
Hz – Hertz A unit of frequency equal to one cycle per second.
I
I/O – Input/Output The interfacing of incoming and outgoing signals
from the computer to the controlled device.
IGV – Inlet Guide Vanes Vanes ahead of the first stage of compressor blades
of a gas turbine engine whose function is to guide
the inlet air into the gas turbine compressor at the
optimum angle.
Immiscible Incapable of being mixed.
Impinge To strike, hit, or be thrown against, as in the case of

condensate impinging against the tubes or baffles.
Inlet Plenum That section of the gas turbine inlet air passage that
is contained within the engine enclosure.
ISO – Isochronous Governing with steady-state speed regulation of

essentially zero magnitude.
Pg B-8 Rev 1
Appendix B Glossary
06/26/2011
L
Labyrinth/Windback Seals The labyrinth/windback seals combine a rotating
element with a smooth-surface stationary element
to form an oil seal. This type of seal is used in
conjunction with an air seal, with a pressurization
air cavity between the two seals. Pressure in the
pressurization air cavity is always greater than the
sump pressure; therefore, flow across the seal is
toward the sump, thus preventing oil leakage from
the sump. The windback is a course thread on the
rotating element of the oil seal which, by screw
action, forces any oil, which might leak across the
seal back into the sump.
Latent Present, but not visible or apparent.
LED – Light-emitting Diode A solid-state device which, when conducting, emits

light. The LEDs are used for the digital displays
and card fault indicators in the local control panel
and other electronic systems.
Liquid Fuel Valve Meters the required amount of fuel for all engine
operating conditions for the GTG set engine.
Load Shedding Generator overpower protection by automatically

dropping reselected nonvital loads when generator
output reaches 100% for 3 seconds, and additional
dropping of preselected semi vital loads if the
overload condition exists for another 5 seconds.
Local Control Startup and operation of equipment by means of

manual controls attached to the machinery, or by
the electric panel attached to the machinery or
located nearby.
LOCOP – Local Control Panel Electronic enclosure containing operating and

monitoring equipment used to control the turbine
during operation. The control elements of the
system are powered by 28 VDC from the
switchboard or batteries.
Rev 1 Pg B-9
Appendix B Glossary
06/26/2011
M
micron A unit of measure equal to one-millionth of a
meter.
mil A unit of measure equal to one-thousandth of an

inch.
MRG – Main Reduction Gear The reduction gear is a single-reduction, single-

helical (spiral), gear-type speed reducer.
N
Nozzle A small jet (hole) at the end of a pipe.
O
Orifice A restricted opening used primarily in fluid
systems.
P
PCB – Printed Circuit Board An electronic assembly mounted on a card using
etched conductors. Also called Printed Wiring
Board (PWB).
PF – Power Factor The ratio of the average (or active) power to the
apparent power (root-mean-square voltage  rms
current) of an alternating-current circuit.
Pinion A smaller gear designed to mesh with a larger gear.
Pitch A term applied to the distance a propeller will

advance during one revolution.
PMA – Permanent Magnet PMA is mounted on the generator shaft extension

Alternator of each GTG set and supplies speed sensing and
power to the EG. PMA also supplies initial
generator excitation.
Poppet-Type Check Valve A valve that moves into and from its seat to prevent
oil from draining into the GTG set when the engine
is shut down.
ppm – Parts Per Million Unit of measure.
pps – Pulses Per Second Unit of measure.
psi – Pounds per Square Inch Unit of measure (pressure).
Pg B-10 Rev 1
Appendix B Glossary
06/26/2011
psia – Pounds per Square Inch Unit of measure (pressure).

Absolute
psid – Pounds per Square Inch Unit of measure (pressure).

Differential
psig – Pounds per Square Inch Gage Unit of measure (pressure).
PTO – Power Takeoff PTO is the drive shaft between the GTG set, gas
turbine engine, and the reduction gearbox.
Transfers power from the gas turbine to the
reduction gearbox to drive the generator.
Pushbutton Switch Indicators A panel-mounted device that contains both switch

contacts and indicating lights. The contacts are
actuated by depressing the device face. The
indicator lights are labeled and wired for indicating
alarm or status information.
R
Rabbet Fit A groove, depression, or offset in a member into
which the end or edge of another member is fitted,
generally so that the two surfaces are flush. Also
known as register and spigots.
Radio-Frequency Interference An electrical signal capable of being propagated

into, and interfering with, the proper operation of
electrical or electronic equipment.
RTD – Resistance Temperature Same as RTE.
Detector
RTE – Resistance Temperature These temperature sensors work on the principle

Element that as temperature increases, the conductive
materials exposed increase their electrical
resistance.
Rev 1 Pg B-11
Appendix B Glossary
06/26/2011
S
Used to remove oil from a sump and return it to the
Scavenge Pump oil supply tank.
scfm – Standard Cubic Feet per Unit of measure.

Minute
Sensor A device that responds to a physical stimulus and

transmits a result impulse for remote monitoring.
Serial Data Bus The bus is time-shared between the LOCOP and the
end device. Control and status information are
exchanged in the form of serial data words.
Stall An inherent characteristic of all gas turbine

compressors to varying degrees and under certain
operating conditions. It occurs whenever the
relationship between air pressure, velocity, and
compressor rotational speed is altered to such
extent that the effective angle of attack of the
compressor blades becomes excessive, causing the
blades to stall in much the same manner as an
aircraft wing.
Sync – Synchronize The state where connected alternating-current

systems operate at the same frequency and where
the phase-angle displacements between voltages in
them are constant or vary about a steady and stable
average value.
SWBD – SWitchBoarD A large panel assembly, which mounts the control,

switches, circuit breakers, instruments, and fuses
essential to the operation and protection of
electrical distribution systems.
Switch Indicator See Pushbutton Switch Indicator.
T
T2 – Compressor Inlet Temperature Same as CIT.
TIT – Turbine Inlet Temperature TIT is the GTG set’s turbine inlet temperature.
U
Ultraviolet Flame Detectors Ultraviolet flame detectors sense the presence of
fire in the GTM and GTG set and generate an
Pg B-12 Rev 1
Appendix B Glossary
06/26/2011
electrical signal to the alarm panel.
X
XDCR – Transducer The XDCR is a sensor that converts quantities such
as pressure, temperature, and flow rate into
electrical signals.
XFR – Transfer The theoretical relationship between measure and

output values, as determined by inherent principles
of operation.
Rev 1 Pg B-13
Appendix B Glossary
06/26/2011
GAS TURBINE ENGINE THEORY DEFINITIONS

This information sheet has been prepared to aid the student in his understanding of the basic
principles of physics, the gas laws, thermodynamics, and the Brayton cycle, which are
associated with gas turbine engine operation. A thorough knowledge of these principles will
greatly aid the student throughout his career in the Gas Turbine field.
Absolute pressure P The actual pressure applied to a system. Normally found

by adding a value of 14.7 to gauge readings. (Normal units
are expressed as pounds per square inch, absolute (psia).)
Absolute T Temperature that is reckoned form the absolute zero.

temperature (Normal units are expressed as either degrees Rankine or
degrees Kelvin.)
Absolute zero The point at which all molecular activity ceases.

Computed to be a temperature of approximately –460
degrees Fahrenheit (460 F) or –273 degrees Celsius
(273 C).
Acceleration a The rate of change of velocity, in either speed or direction.

(Normal units are expressed as feet per second squared
(ft/sec2).)
Adiabatic As applied to thermodynamics, applies to a process or

cycle that occurs with no net loss or gain of heat.
Ambient pressure Pamb For our uses while studying marine gas turbine engines, the
pressure felt directly outside the ship (atmospheric
pressure).
Ambient Tamb For our uses while studying marine gas turbine engines, the
temperature temperature felt directly outside the ship (atmospheric
temperature).
Bernoulli theorem As a fluid flows through a restricted area such as a nozzle,

the velocity of the fluid will increase with a corresponding
decrease in pressure and a slight decrease in temperature.
The inverse is true for fluid flow through a diffuser.
Boyle’s law If the absolute temperature of a given quantity of gas is

held constant, the absolute pressure of the gas is inversely
proportional to the volume the gas is allowed to occupy.
Pg B-14 Rev 1
Appendix B Glossary
06/26/2011
Brayton cycle The thermodynamic cycle on which all gas turbine engines
operate, considered being a constant pressure cycle
(combustion occurs at a constant pressure).
British thermal Btu Defined as the quantity of heat required raising the
unit temperature of a 1-pound mass of water 1 degree
Fahrenheit (1 F). (Water is to be pure distilled water, and
the temperature change is from 64 degrees Fahrenheit (64
F) to 65 degrees Fahrenheit (65 F).)
Cascade effect As related to compressor stall, cascade effect is where

turbulence created in the forward stages of the compression
section is passed rearward through the compressor, with an
increase in the total amount of turbulence with each
successive stage.
Celsius C Normally used by scientists, a temperature scale in which

(centigrade) the temperature c in degrees Celsius (C) is related to the
temperature Tk in kelvins by the formula: c = Tk  273.15.
Charles’ law If the absolute pressure of a given quantity of gas is held

constant, the volume the gas is allowed to occupy is
directly proportional to the absolute temperature of the gas.
Compound A blending of both reaction and impulse turbine blading

blading such that the actual blades are impulse at the root and
reaction at the tip. It is the most common type of blading
used in the turbine and power turbine sections of modern
gas turbine engines.
Compressor CDP The actual pressure of the air exiting the compressor
discharge pressure section, after having passed through all stages of
compression and the diffuser, and passing on to the
combustion section.
Compressor CDT The temperature of the compressed air that has passed
discharge through all compression stages and the diffuser, and is
temperature being passed to the combustor.
Compressor inlet CIP The pressure of the air at the inlet to the inlet guide vanes
pressure of the compressor. Normally slightly less than
atmospheric pressure.
Compressor inlet CIT The temperature of the air, which actually enters the
Rev 1 Pg B-15
Appendix B Glossary
06/26/2011
temperature compressor. Normally measured at the inlet bellmouth.
Compressor stall When turbulence across the stages of the compressor

becomes severe enough (owing to the cascade effect), the
actual airflow through the compressor is disrupted and
decreases. During compressor stall, it is not common to
see a reduction in the rpm of the compressor section, only a
reduction in the actual airflow through the compressor.
Compressor ratio C/R A ratio of the compressor discharge pressure divided by

the compressor inlet pressure.
Compressor ratio CR / The pressure rises that each individual stage in the
per stage STG compressor can handle. It has been determined that in an
axial-flow compressor, the maximum CR/STG is
approximately 1.2-to-1.
Conduction A method of heat transfer in which one area of a substance

is heated, causing an increase in the molecular vibrations at
that point. These increased vibrations are transmitted from
atom to atom throughout the length of the substance.
Configuration How something is put together.
Conservation of During an elastic collision with no losses owing to heat or

momentum friction, the total momentum of Object 1 must equal the
total momentum of Object 2.
Convection A method of heat transfer in which one area of a fluid is

heated, causing a current to be set up that transfers the heat
throughout the fluid.
Cycle A process that begins with certain conditions and ends at

the original conditions.
Cycle efficiency The output horsepower of the engine divided by the input
energy used. In the case of all gas turbine engines,
efficiency is equal to work rate brake divided by heat rate
of addition (the units for both must be the same). (Normal
units are expressed as percent (%).)
Pg B-16 Rev 1
Appendix B Glossary
06/26/2011
Delta  Pressure correction factor.
Distance d The amount of linear separation between two or more

objects or points.
Diameter D The length of a straight line through the center of an object.

(Normal units are expressed as feet (ft) or inches (in).)
Dovetail A type of blade attachment normally used to attach the

rotating blades in the compressor section of an axial-flow
compressor to the disk.
Elastic collision In physics, a collision in which there are no losses owing to

friction or heat, and no plastic deformation occurs.
Energy E The capacity to do work. (Normal units are expressed as

foot-pounds (ft-lb.).)
Exhaust gas EGT The temperature of the gases that are exhausted from the
temperature engine. (Normal units are expressed as degrees Fahrenheit
(F).)
Exit guide vanes EGV Used in most axial-flow compressors to reduce the total
amount of turbulence that is passed from the compressor
section to the combustion section of the engine.
Fahrenheit F Degrees Fahrenheit. A temperature scale normally used by

engineers (not an absolute temperature scale).
First law of Energy is indestructible and interconvertible. Three main

thermodynamics points: (1) Energy cannot be created or destroyed; (2)
energy can change forms; and (3) energy is conserved for
any system, open or closed.
Fir tree A type of blade attachment normally used to hold the

rotating blades of an axial-flow turbine to the turbine disk
or wheel.
Fluid Any substance, which conforms to the shape of its

container (may be either liquid or gas).
Force F A vector quantity that tends to produce, modifies, or retard

motion. (Normal units are expressed as pounds (lb).)
Rev 1 Pg B-17
Appendix B Glossary
06/26/2011
Fuel flow Wf The amount of fuel an engine is using at any given time.
(Normal units are expressed as gallons per hour (gal/hr).)
Function How something is accomplished.
Gas constant R A number derived for any gas by use of the perfect gas
equation. This constant for atmospheric air is 53.345.
Gas generator G/G The section of a split-shaft engine that is composed of the
compressor, combustor, and turbine.
Gas turbine GTE A form of internal combustion heat engine that operates on
engine the Brayton cycle, and in which all events occur
continuously during normal engine operation.
Gauge pressure psig The actual pressure readings taken from gauges that are
calibrated to read absolute pressure.
General gas law A combination of both Boyle’s law and Charles’ law.
Gravity g The gravitational attraction of the mass of the earth, the

moon, or a planet for bodies at or near its surface. On
earth, the acceleration owing to gravity is 32.174 ft/sec2.
Heat Q The energy associated with the random motion of atoms,

molecules, and smaller structural units of which matter is
composed.
.
Heat rate of Qa The amount of energy (in Btu/min), which is added during
addition the combustion process in the gas turbine engine.
Heat rate of Qr A loss for a gas turbine engine. The amount of energy that
rejection was added during the gas turbine engine cycle, but was not
extracted in the turbine section and was exhausted to the
atmosphere. (Normal units are expressed in British
thermal units per minute (Btu/min).)
Heat transfer The transfer of thermal energy between two or more bodies
or substances.
Height hgt The extent of elevation above a level. (Normal units are
expressed as feet (ft).)
Horsepower hp The unit of power in the British engineering system, equal
Pg B-18 Rev 1
Appendix B Glossary
06/26/2011
to 550 foot-pounds per second, approximately 745.7 watts.
Impulse blading A type of turbine or power turbine blading, which operates

principally by the conservation of momentum.
Inlet guide vanes IGV A set of vanes located in the forward part of the axial-flow
compressor which are used to direct the incoming air at a
predetermined angle toward the direction of rotation of the
first-stage blades.
Kelvin K A temperature scale, which is absolute and is related to the

Celsius temperature scale.
Kinetic energy EK The energy of motion. (Normal units are expressed as

foot-pounds (ft-lb).)
Local sound of CS Speed of sound is directly related to the ambient or local

speed temperature.
Mass m The quantity of fundamental matter of which an object is

composed. Mass of an object does not change with
location.
Matter Anything having weight and occupying space.
Momentum M A property of a moving body that determines the length of

time required bringing it to rest when under the action of a
constant force.
Newton’s laws Three laws which encompass a large amount of classical

physics:
1st Every body or substance will continue in its state of rest or

uniform motion in a straight line, unless acted upon by
some external force.
2nd A force is required to accelerate a body; the magnitude of

this force is directly proportional to the mass of the body
and to the acceleration produced. Mathematically written
as: F = m · a.
3rd For every action, there is an equal and opposite reaction.
Open cycle A cycle in which the operating medium is drawn in at

atmospheric conditions, undergoes some process or
processes, and is then returned to atmospheric conditions.
Rev 1 Pg B-19
Appendix B Glossary
06/26/2011
Potential energy Ep Stored energy.
pi  The ratio of the circumference of any circle to its diameter.

A constant with no units; an approximation is 3.1416.
Power p The time rate of doing work. (Normal units are expressed
as horsepower (hp).)
Power turbine P/T The section of split-shaft engines in which work rate brake
is extracted.
Pound(s) lb A unit of measure used to denote either an amount of

weight or force.
Pound mass lbm A unit of measure used to denote the mass of an object (the
object’s weight).
Pressure The force or thrust exerted over a surface divided by its

area. (Normal units are expressed as pounds per square
inch (psi).)
Primary air The CDP air, which is actually used for combustion in a
GTE; 25% of all CDP air.
Radiation One type of heat transfer in which the thermal energy is

transferred from one body or substance which is not in
physical contact with a second body or substance by
random wave motion.
Rankine R Degrees Rankine. An absolute temperature scale that is

directly related to the Fahrenheit temperature scale.
Reaction blading The type of turbine blading, which operates mainly on the
principle of action and reaction.
Revolutions per rpm A measure of the speed of rotation of a rotating body.

minute
Secondary air The portion of CDP air, which is used to cool and center
the flame of combustion, 75% of all CDP air.
Second law of Heat cannot, on its own accord, be made to flow from a
thermodynamics body or substance of lower temperature to a body or
substance of higher temperature in a continuous, self-
sustaining process. More simply stated, heat transfer is
Pg B-20 Rev 1
Appendix B Glossary
06/26/2011
from hot to cold.
Single-shaft engine One of the simplest forms of GTE, which has only one
shaft and three major components: (1) a compressor, (2) a
combustor, and (3) a turbine.
Specific enthalpy h The total energy content of a mass of gas.
Specific heat c The quantity of heat required raising the temperature of a

1-pound mass of a substance at 1 degree Fahrenheit (1 F).
cv Specific heat at constant volume
cp Specific heat at constant pressure
Speed N Distance traveled per unit time. (Common units are

expressed as feet per second (ft/sec), miles per hour (mph),
and revolutions per minute (rpm).)
Temperature T A measure of the intensity of heat. (Normal units are

expressed as Fahrenheit (F) or Rankine (R) (where an
absolute unit is required).)
Theta  The temperature correction factor.
Thermodynamics The branch of physics, which deals with the mechanical

action or reaction of heat.
Time t A measured or measurable period during which an action,

process, or condition exists or continues.
Tip clang The actual bending of the rotating blades used in an axial-
flow compressor when the pressures across the blades
become excessive because of the turbulence of stall. When
these have enough pressure to cause them to physically
bend, they can actually contact the stationary vanes; when
this occurs, the condition is known as tip clang.
Turbine inlet TIT The temperature of the gases exiting the combustion
temperature section of the engine and entering the turbine section.
Total energy Et The algebraic sum of the potential and kinetic energy of a
body or substance.
Velocity vel Speed in a given direction; a vector quantity. (Normal

units are expressed as feet per second (ft/sec) or
Rev 1 Pg B-21
Appendix B Glossary
06/26/2011
revolutions per minute (rpm).)
Vector quantity A quantity that has both magnitude and direction.
Volume V Cubic capacity. (Normal units are expressed as cubic feet

(ft3) or cubic inches (in3).)
Weight wt A measure of the pull of gravity on a quantity of matter.

(Normal units are expressed as pound(s) (lb).)
Work W Work is equal to the product of the force applied to an

object, multiplied by the distance through which the force
acts.
Work rate brake Wb The actual output horsepower that is produced by an

engine.
Work rate of Wc The calculated value of power required driving the

compression compressor sections of a GTE.
Work rate turbine Wt The amount of work extracted from the hot gases in the
turbine section. This work must be utilized to drive both
the compressor section and the engine’s load in the single-
shaft engine, and the value of work rate turbine is used
only to drive the compressor in the split-shaft engines.
(Normal units are expressed as horsepower (hp).)
REFERENCES
Aircraft Gas Turbine Engine Technology
Sawyer’s Turbomachinery Maintenance Handbook
Modern Marine Engineers Manual
Handbook of Physics and Chemistry
Basic Thermodynamics
Pg B-22 Rev 1
Appendix B Glossary
06/26/2011
APPENDIX C
DRAWINGS
Rev 1 Pg C-1
Appendix C Drawings
06/26/2011
Pg C-2 Rev 1
Appendix C Drawings
06/26/2011

BOC Training

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

BOC Training

Uploaded by

Copyright:

Available Formats

Solidaris LLC

1700 Rockville Pike, #535

LM6000 Gas Turbine

Presented by: S&W Energy Solutions, Inc.

Solidaris LLC advises that plant personnel read

This manual is not a replacement for experience

THIS PAGE INTENTIONALLY LEFT BLANK

THIS PAGE INTENTIONALLY LEFT BLANK

SYSTEM PACKAGE OVERVIEW

PURPOSE OF THE COURSE

This course will cover the following:

 Gas turbine fundamentals, theory of operation, and details of construction

This course should be considered a mandatory prerequisite to maintenance training, which is a

PROGRESSIVE/FINAL EXAMINATIONS AND COMPLETION

Compressed Air Hazards

Gas Turbine Operational Hazards

 The fire extinguishing system will be made inactive.

 Hearing protection (double) will be worn if the gas turbine is operating.

Domestic Object Damage (DOD) To Air Foils

Cleanliness And FOD/DOD

 Empty pockets of all lose objects.

GAS TURBINE BASICS

This page intentionally left blank.

GAS TURBINE BASIC PRINCIPLES

GAS TURBINE BASIC PRINCIPLES

NOTE: Turbine – (təŕ – bĭn) A rotary engine actuated by the

GAS TURBINE VS RECIPROCATING ENGINE

Engine Cycle Design

CONVERGENT AND DIVERGENT DUCTS

CONVERGENT AND DIVERGENT DUCTS

GAS TURBINE ENGINE STATIONS

Complete list of LM6000 stations:

AXIAL FLOW COMPRESSOR

Illustrated above is an axial-flow compressor. It compresses a large volume of low-pressure

INLET GUIDE VANES

INLET GUIDE VANES

FLAME STABILIZING AND GENERAL-FLOW PATTERNS

CAN TYPE COMBUSTOR ANNULAR TYPE COMBUSTOR

 Dilute the products of combustion to an acceptable temperature before they impinge

 In modern turbines--Provisions to ensure low NOx Emissions.

 Water or steam injection

Reduction efficiencies of 70 to 85+ percent can be achieved with properly controlled

The major type of post-combustion control used in gas turbines is Selective

IMPULSE REACTION TYPE TURBINE DRIVE

IMPULSE REACTION TYPE TURBINE DRIVE

COMPARISON BETWEEN A PURE IMPULSE TURBINE AND AN IMPULSE/REACTION TURBINE

TURBINE TEMPERATURE DISTRIBUTION AND MONITORING

COMBUSTION ZONE MONITORING

COMBUSTION ZONES AT START UP

COMBUSTION ZONE DURING ACCELERATION

COMBUSTION ZONE DURING FULL POWER

INDUSTRIAL SINGLE SHAFT INDUSTRIAL TWIN SHAFT

Single Shaft Vs Two Shaft Engine Configuration

TWIN SHAFT WITH POWER TURBINE TWIN SHAFT

THIS PAGE INTENTIONALLY LEFT BLANK

Upon completion of this section the student will:

ENGINE OVERVIEW & MODEL DESCRIPTION

TYPICAL LM6000 GAS TURBINE

 Front fan removed and inlet guide vanes added

LM6000 MODELS (PA, PB, PC, AND PD)

DLE COMBUSTION CHAMBER

BEARINGS AND SUMPS

BEARINGS AND SUMPS

LABYRINTH OIL SEAL