Welcome to the

Presentation
On
Frame 9e Gas Turbine
Paradip Refinery Project (PDRP)

A Sunrise Project for a Sunshine Future
COVERAGE

FUNDAMENTALS
FUNCTIONAL DESCRIPTION
SUPPORT SYSTEM
OPERATION
PROTECTIONS
FUNDAMENTALS

Air enters the compressor at ambient conditions
Air is compressed in compressor, temperature of air rises because of
compression
Air leaving the compressor has high Temp & Pressure
Air enters combustion chamber, where fuel is added and
combustion takes place
Combustion mixture leaves the combustion system and enters
Turbine at high temperature
In Turbine energy of hot gases is converted into useful work
T
E
M
P
TURB

ENTROPY
COMP

COMB
COOLING
1
2
3
4
VOLUME
COMB
TURB
COOLING
COMP
1
2
3
4
P
R
E
S
S
U
R
E
Compressed
Air

HSD/
Naphtha /
Natural Gas

Gas
Turbine

Exhaust
Gas
HRSG
Steam
Turbine
GT Generator
Bypass
Stack
ST Generator
Combined Cycle Power Plant
Air
Fuel
Exhaust gas
Steam
Turbine
Steam
G
G
Combined Cycle Power Plant
HRSG
15%
100%
33%
16%
36%
Gas Turbine
Input
Condensor
To
Process
Units
Cooling
Tower
STARTING
MOTOR
Accessory
Gear Box
INPUT GEAR
BOX
& TORQUE
CONVERTER
ATOM
AIR
COMP
FUEL
PUMP

MOP

MHOP

AIR
FILTER
FUEL

COMB

TURB

DIVERTER
DAMPER
HRSG
BY PASS
STACK

GEN

EXC

MAIN COMP

TURNING
GEAR
MOTOR &
CLUTCH
ASSEM.
INLET FILTER
HOUSE
SILENCER
INLET DUCT
ACC. COMP
INLET PLENUM
TUR.COMP
EXHAUT
PLENUM
STACK
HRSG
SILENCER
INLET AND EXHAUST SYSTEM
INLET & EXHAUST SYSTEM
Gas turbine compressor sucks fresh & clean air from inlet
air filter system through inlet plenum.

Hot exhaust gases produced as the result of combustion in
turbine is released to atmosphere through exhaust plenum.

The noise generated during gas turbine operation is
attenuated by means of absorptive silencing material and
devices built in the inlet and exhaust plenum.



Axial flow type with 17
th
stages.

Each stage consist of rotating row of blades that increases
the velocity of incoming air raising it kinetic energy, followed
by a stationary row of blades that act as diffusers
converting K.E to pressure increase.
COMPRESSOR
Compressor air is used for following purposes
Combustion of fuel in the combustion
chamber.
Cooling of various TURBINE Parts.
Sealing of oil in the bearings.
Atomization of liquid fuel
Purging of Turbine hot gas path


The combustion system is the reverse flow type.
The high-pressure air from the compressor reverses its
path in the transition pieces and then moves to the
annular spaces that surround each of the ten combustion
chambers.
The airflow through the combustion chamber has three
functions:
To oxidize the fuel.
To cool the metal parts.
To dilute the extremely hot product of combustion to
the desired turbine inlet temperature.


Combustion Section
Each combustion chamber has the
following main parts:

Nozzle flow sleeve
Liner
Transition piece
Cross fire tube
Spark plugs (2 nos.)
Flame detectors (4nos)


Reaction
zone
Retractable
Spark plug
Fuel nozzle
Cross fire tubes
Air from
compressor
Transition piece
Mixing zone
Cooling air
Dilution zone
Combustion
liners
To Turbine
nozzle
Reverse flow combustion system
i) TRANSITION PIECES
It directs the hot gases from the liners to the turbine
nozzle.

ii) NOZZLES
It disperses and mixes the fuel with proper amount of
combustion air.

iii) CROSS FIRE TUBES
A passage to propagate the flame from one combustion
chamber to another after the initiation of fire by spark
plug.

iv) COOLING OF LINER WALL
A film of main compressor discharge air shields the liner
wall from the hot combustion gases.

v) COMBUSTION CHAMBER

In the combustion chamber, hot gases from the reaction
zone passes to the dilution zone where additional amount of
air is mixed to bring the temperature of hot gases to the
desired level.



vi) SPARK PLUG
Combustion is initiated by the spark plugs provided in the
two combustion chambers where the firing command is
given by mark-VIe. the spark plug operates at the voltage of
11 kV and this high voltage is supplied by ignition
transformer. Spark plugs are installed in combustion
chamber no-13 and 14 only. At the time of firing, spark plug
ignites the fuel in the combustion chamber and fire in the
remaining chambers is ignited through crossfire tubes. The
spark plug are spring injected and pressure retracted type.
As the rotor speed increases, chamber pressure causes the
spark plugs to retract and the electrodes are removed from
combustion zone. As the rotor speed increases, chambers
are ignited through crossfire tubes only.
vii) ULTRA VIOLET FLAME DETECTORS
During the starting sequence, it is essential that indication
of the presence or absence of flame in the combustion
chambers be transmitted to the mark-V. The four nos. flame
detectors are provided in combustion chamber 4,5,10 and
11 to meet the purpose.


viii) FUEL NOZZLES
Each combustion chamber has one nozzle and each nozzle
has four inlets for Natural Gas, Liquid Fuel, Purge Air, and
Atomizing air. The liquid fuel is atomized by means of
atomizing air. The swirl tip in the nozzle imparts a swirl in
the combustion air for complete combustion and resulting in
the smoke free operation of the unit.


GAS TURBINE SUPPORT SYSTEM
Lube Oil System
Trip Oil System
Hydraulic Supply System
Liquid Fuel System
Atomizing Air System
Cooling and Sealing Air System
Starting System
Cooling Water System
Heating and Ventilation System
Fire Protection System
Inlet Air Filtration System


LUBRICATION SYSTEM
The lube oil system meets the lubrication requirements
of the gas turbine and performs cooling of various parts
by absorption of heat load. The lube oil is circulated
through the following turbine parts
Three main turbine bearings
Generator bearings
Turbine accessory gear
Control fluid for hydraulic control devices
Trip Oil devices
Lubrication system major components includes:
Lube oil tank in the turbine base
Main lube oil pump (shaft driven from accessory
gear)
Auxiliary lube oil pump
Emergency lube oil pump
Pressure relief valve VR1 in the main pump
discharge
Lube fluid heat exchangers
Main lube filters
Bearing header pressure regulator VPR2
AG
G ME
CW
EOP
AOP
TRIP OIL
LUBE OIL
HEADER
JB
OR-1 OR-3
OR-2
Mist
Eliminator
To MOP
OR-1 TO MHOP
OR-2 TO ST.MEANS
OR-3 TO AHOP

LO TANK
GT LUBE OIL SYSTEM

VPR-2
JOP
CW
F-1
F-2
C T
HYDRAULIC SYSTEM

Hydraulic supply system provides the pressurized hydraulic oil
required for operating the control components ( stop valve &
control valve) of the GT fuel firing system and variable IGV
mechanism.

Main hydraulic oil pump
Auxiliary hydraulic oil pump
System filter
Transfer valve & Hydraulic supply manifold assembly
LFBV actuator
Inlet guides vane control valve & actuator
HYDRAULIC SYSTEM MAJOR COMPONENT INCLUDES:
OR-1
ACC GEAR
MHOP
AIR RELIEF VALVE
AIR RELIEF VALVE
PR.RELIEF VALVE
PR.RELIEF VALVE
AHOP
OR-3
HYD FILTER
ASSEMBLY
HYD
ACCUMULATORS
OH-3
OH-4
TO LIQUID FUEL
TO IGV
GT HYDRAULIC SUPPLY
TRIP OIL SYSTEM
Lube oil from the GT bearing header is used for trip
functions (abnormal & emergency shutdown of the
turbine) and normal start-up/shutdown thus the oil is
called Trip oil.
The trip oil is supplied to the inlet guide vane trip device 20TV-
1, and to the GT fuel stop valve arrangement 20 FL-1. The
turbine shutdown initiated by the trip system occurs due to the
depressurisation of trip oil header, which is caused by draining
of oil from the system. When oil in the trip oil line is dumped,
the central pressure acting on the fuel stop valve by the
hydraulic oil is relieved and in turn the valve gets close by
spring action. In the absence of Trip Oil pressure IGV opening
also falls to minimum position.
To Liquid
fuel system
To IGV
system
20FL-1
20TV-1
4.7 mm
orfice
2.36 mm
orfice
OIL From LO
Hdr
TRIP OIL STSTEM
Off Base Lube Oil(Warren Pump) System

Tur.legs
CW Out
Warren pump oil
cooler
Lube oil H.E
Flame detectors
Water to
water H.E
VTR-1
CW IN
COOLING WATER SYSTEM
The liquid fuel system provides fuel oil to the gas turbine in response
to the speed and load demands and within temperature limitations of
the turbine.
Fuel is supplied at a positive pressure through the primary filter and
the stop valve to the on base fuel pump inlet by the fuel forwarding
system.

The fuel pump is a positive displacement pump with a bypass
arrangement.
The servo valve controls the bypass valve stroke according to the
difference between the requirement and the sensed flow &
accordingly bypass valve closed to increase fuel flow to turbine or
vice-versa.
LIQUID FUEL SYSTEM

The Fuel oil flow to turbine is proportional to flow divider speed
hence the fuel flow is sensed by the magnetic pickups 77FD 1.2 and
3 which are mounted on the flow divider. This flow gives a feed
back to bypass valve servo system.
The purpose of the flow divider is to equally divide the fuel oil to
each of the fuel nozzles of the turbine. The flow divider consists of
a series of small positive displacement gear pumps. The pumps
are driven by fuel pressure at the inlet of the gears of each pump;
and this equally divides fuel flow.
The selector valve pressure gauge assembly is provided to
monitor the fuel pressure of individual nozzle inlet line. The
position of the selector valve determines the nozzles pressure
of the selected line.
GT HSD FORWARDING SYSTEM
25
Filter
25
Filter
6
Filter
6
Filter
To GT
From HSD pumps
PCV
PCV
PCV
PCV
From Naphtha pumps
LR
LR
3 Way Valve
2m3
2m3
Naphtha Drain Tank
HSD Drain Tank
GT False Start Drain
GT Purge Drain
Slope Tank
Fuel inlet
PG

PS
Hydraulic oil
Stop valve
Fuel pump
Limit switch
Flow divider
magnetic pickup
Servo valve
Hyd. oil OH-3
Control
valve
Selector assembly
Conn. for
purge air
Typical for
14 nozzles
Drain manifold
SCHEME FOR LIQUID FUEL SYSTEM
BRG#1 BRG#2
COMP
TURB
A
E
-
5

A
E
-
1
1

A
E
-
1
1

A
D

-
1

AD-2
AD-3
AD-8
AD-4
CPD
VA2-2
VA2-1
EXHAUST
PLENUM
88TK-1
88TK-2
AD-2: False start drain
AD-3: APU
AD-8: AA
AD-5: Brg Sealing
SEALING AND COOLING SYSTEM
INLET AIR FILTER UNIT
REQUIREMENT
To provide protection against effects of contaminated
air that may degrade GT performance.

To avoid GT life reduction by erosion, corrosion,
fouling, plugging of cooling passages.

To avoid particles impact on internals of GT &
consequent removal of metals particularly on leading &
trailing edges of compressor blades.

Size-20 micron & above are most erosive
Size-20 micron & below are much erosive
ATOMISING & PURGE AIR SYSTEM
The purge air system is necessary to prevent the
accumulation of oil fuel in the oil fuel nozzle
passage and fouling of nozzles during the gas fuel
operation as a result of oil fuel cooking thus
keeping the oil fuel nozzles clean and ready for oil
fuel operation.

Atomizing air is required to break the fuel jet coming out
of the fuel nozzle into a fine mist by impinging the air on
it & this helps in the combustion of the fuel at an
increased efficiency.
Purge air
manifold
Atom. air
manifold
Combustion
chamber
Typical for
10 nozzles
To liquid fuel nozzles
Copm. disch
SCHEME FOR ATOMIZING AIR
20PL
20AA
VA18
VA19
20AB
VA22
Booster
Compressor
Motor
drive
Accessory gear
drive
Atomizing
Air
Pre Cooler
CIRCULATING DM WATER SYSTEM
Surge Tank
DM Water IN
CW Out
CW IN
AA IN
AA Out
DM Circulating Pumps
VTR-2
Atomizing Air Pre Cooler
Water to Water H.E
FH6-1
IN
OUT
TRIP RELAY
HIGH P
INDICATOR
OH-4
96TV-1,2
OLT-5
CLOSE
OPEN
INLET
GUIDE
VANE
RING
HM3-1
OLT-1
TRIP
OIL
HYDRAULIC SUPPLY
D
VH3-1
SCHEME FOR IGV SYSTEM
B3
R P
2
1
90TV-1
SERVO
VENTILATING SYSTEM
The ventilating capabilities have been incorporated into the
turbine accessory & Load Tunnel compartments with each using
thermally insulated side panels and roof.

Gravity operated dampers are used in the system to
automatically provide a tight enclosure when the fire protection
system is activated.

The gravity closing outlet dampers are normally held open by
fire extinguishing agent pressure operated latches, which must
be manually reset after damper release.

When the agent is discharged, pressure on the latch forces a
lever, which release the latch allowing the damper to close.
88BA-1,2
88BT-1,2
88EX-1,2
Acc..
Compt
88NS
Turbine
Compt.
Exh.
Compt.

Load
Tunnel
Compt.
Air Intake Air Intake
Air Intake
VENTILATING AND HEATING SYSTEM
CO2
Dampers
With flame established Turbine compartment vent fan and Accessory compartment vent fan will
start.

At GT speed > 8.4 % (430 RPM), Load gear compartment vent fan will start.
88VG-1,2
Air Intake
COOLING WATER SYSTEM

In gas turbine, the cooling water system circulates water as a
cooling medium to perform following functions:

a) Heat dissipation requirement of lubrication system.(Lube oil
heat exchangers)
b) Turbine support legs cooling.
d) Flame detectors cooling.
e) Warren pump oil cooler.

The cooling water is supplied at a pressure of 2.0 - 2.5 kg/cm2.
In the heat exchanger, cooling water flows through tubes and
lube oil through shell. The water flow through the heat
exchanger is regulated by a temperature-actuated valve VTR1,
which has a sensor, installed in the lube oil header downstream
from the heat exchangers.

INLET & EXHAUST SYSTEM
Gas turbine compressor sucks fresh & clean air from inlet
air filter system through inlet plenum.

Hot exhaust gases produced as the result of combustion in
turbine is released to atmosphere through exhaust plenum.

The noise generated during gas turbine operation is
attenuated by means of absorptive silencing material and
devices built in the inlet and exhaust plenum.

ACCESSORY GEAR BOX
Why Air filtration?
Erosion of compressor & hot gas path components
Compressor Fouling
Compressor corrosion by wet deposits of sea salts
& acids
Cooling passage plugging

Typical Air flows
Fr-5 123 kg/s
Fr-6 137 kg/s
Fr-9 475 kg/s

INLET SYSTEM
Static-barrier (Multi stage)
Self cleaning

Environments:
Clean Rural - Static
Dusty Urban Static + Pre filter or Self cleaning
Contaminated Sea coasts, Chemical, cement, smokes Static +
Pre filter or Self cleaning
Desert Sand - Self cleaning
INLET SYSTEM
4 INCHES H2O INLET DROP RESULTS IN:
1.50% POWER OUTPUT LOSS
0.50 % HEAT RATE INCREASE
1.2 DEG.F EXHAUST TEMP. INCREASE

PRESSURE DROP EFFECTS
INLET SYSTEM
Air filtration systems Suitable for ..
Desert
Clean
.. All environments, Desert, Marine and Clean
Marine
Inlet Air Filtration System- Paradip Frame 9E Gas Turbine
Two stage filtrations

1
st
stage Non woven bag filters
2
nd
stage Glass fibre
No Pulsation cleaning required
Suitable for desert/marine
application
Advantages:
1
st
Stage Pre filter
2
nd
stage fine filter

Receives the exhaust gases exiting from the side of the
exhaust plenum & leads to stack
Internally insulated exhaust duct
Exhaust silencer in Bypass stack


EXHAUST SYSTEM
Straight up Axial Horizontal
Configurations:
4 INCHES H2O EXHAUST DROP RESULTS IN :
0.50 % POWER OUTPUT LOSS
0.50 % HEAT RATE INCREASE
1.2 DEG.F EXHAUST TEMP. INCREASE
PRESSURE DROP EFFECTS


EXHAUST SYSTEM

Carbon steel outer shell
Insulation: ceramic fiber
Lagging: SS - ASTM A176 TY409
Silencer panels: SSASTM A 176 TY409
Perforated covering
Mineral wool fill
Self supported stack, emission ports,
platforms & ladders





EXHAUST SYSTEM
Diverter dampers
Guillotine dampers
By-Pass stacks
Exhaust Silencers
Suitable to any lay out
Internally insulated
Design features:
Low pressure drop
Parallel baffle absorptive silencer
Low heat loss
Low exterior surface temperatures




Electrically operated
Toggle arm type
Flap movement by toggle lever
mechanism
Duplex seals
Sealing efficiency:
99.98%with out pressurization
100% with pressurization)
Seal material :Super alloy INCONEL
625
Ceramic wool Insulation (128kg/m3)
thk250mm
2x100% Seal air fans


DIVERTER DAMPER
Actuator
Gear Box
Toggle arm
Sealing arrangement
Damper body
Flap
Seal air fans
Isolation valves


Major Components
DIVERTER DAMPER
Seal arrangement
DIVERTER DAMPER
Insulation fixing detail
Electrically operated
Rack and Pinion drive
Bonnet construction
Blade Assembly
2x100% Seal air fans
Seal material :Super alloy INCONEL
625
Ceramic wool Insulation (128kg/m3)
thk250mm
GUILLOTINE DAMPER
Actuator
Gear Box
Rack & pinion
Bonnet
Damper blade
Seal air fans
Isolation valve


GUILLOTINE DAMPER
Major Components

Noise containment
Thermal protection
Fixed volume for fire protection
Exterior appearance for package
Support live and dead loads




ACOUSTIC ENCLOSURES
For Noise attenuation , Thermal protection
..and Safety for the equipment
ACOUSTIC ENCLOSURES
ON BASE
OFF BASE

Noise attenuation
On base enclosure - 93dBA

Off base enclosure - 85dBA
VENTILATION SYSTEM

2 x 100% vent fans for GT enclosure
2 x 100 % vent fans for load Tunnel
compartment
Ventilation air exhausts to
atmosphere (top of enclosure)
Louvered dampers for enclosure
openings
Types of ventilation
Induced draft ventilation
Positive ventilation

To maintain safe temperature within enclosure
Heat dissipation to maintain safe temperature within enclosure .
FIRE PROTECTION SYSTEM
CO
2
Clean Agent (FM-200)

Total Flooding type as per NFPA12
Fire extinguishing methods
Total flooding system
Local application system
Hand hose line system
Standpipe system and mobile supply

Total Flooding System
Fire fighting for fixed volume and enclosed space
Supply of CO2 arranged to discharge into and fill to the
proper concentration.
Leakage of CO2 from the enclosure to be kept at
minimum and any leakage to be compensated with
extra Co2 supply
FIRE PROTECTION SYSTEM
FIRE PROTECTION SYSTEMS

Co2 based fire protection system for GTG
Initial & extended discharge for GT
Main & standby discharge for generator
Heat rise detectors mounted inside enclosures
Co2 cylinder bank in an off-base enclosure
Co2 operated latches for dampers
Microprocessor based addressable control panel


Total Flooding type as per NFPA12
PRINCIPLE OF WORKING
Initially a quantity of CO2 greater than 34% of the compartment volume
is discharged in one minute
Oxygen concentration is reduced from 21% to less than 15% in the
enclosure
Extended discharge to maintain the required concentration for a period
of 20 to 40 minutes to minimize the re-flash condition
Automatic shut down of all ventilation fans and ventilation dampers are
actuated by CO2 latches
FIRE PROTECTION SYSTEM
FIRE PROTECTION SYSTEM
EXHAUST FRAME BLOWERS
Two motor driven centrifugal Blowers
Inlet screen & silencer
Air to turbine shell, exhaust frame via
strut passages (Annular space)

For a typical Fr 9E
Flow: 12400 CFM with two fans in
operation
Emergency:620 CFM with one fan in
operation
Motor rating :100HP
To cool the exhaust frame
NOx ABATEMENT SYSTEMS
Water Injection



Steam Injection

In harmony with nature..
WATER INJECTION SYSTEM

Provides water to the combustion system
of Gas turbine to limit the level of
nitrogen oxides (Nox )in the turbine
exhaust.
Schedules water flow to the turbine as a
function of total fuel flow, relative
humidity and ambient temperature.
Supplies treats water at the required
flow rate and pressure to the combustion
system of GT.
Water is injected into the combustion reaction zone, reducing the
peak flame temperature , thus controlling NOx emissions.

Power output increase due to increase in mass flow rate.
Water injection skid(off-base)
Multi stage water pump (motor
driven)
Flow meter for flow control
Shut off valve
DM water requirement
System suitable for NOX target
42ppm for natural gas
65ppm for distillate #2

WATER INJECTION SYSTEM

Off & On line water wash system
Water wash on a skid located off-base
Water storage tank and heating
Water pumping system
Detergent storage and pumping
system
Common skid for each site

For heavy fuels turbine washing envisaged
Use of detergent for cleaning
On-line washing reduces need for frequent



COMPRESSOR WATER WASH SYSTEM


Water
tank
Detergent
tank
Detergent
pump
water pump
On-line
manifolds and
nozzles
Off-line
manifold and
nozzles
WATER WASH SYSTEM:
High speed rotating machinery: High temperature and
shearing action in bearings generates a large volume of
very fine oil mist (droplets) plus a considerable amount of
vapor Always maintain MOT Vacuum at -50mmWC at
Base load operation of Gas turbine
Oil mist and oil vapor is vented from the lube oil tank, it
causes a visible plume
Stringent environmental laws and regulations at all
government levels
Coalescers combine small aerosols through the filter
media to form large droplets.
MIST ELIMINATOR
MIST ELIMINATOR

Removes oil mist entrained in the
LO vapor
Demister pads-SS316 wire mesh
Coalescing filter element(99.97%
for droplets and particles
0.3micron and larger)
Outlet oil content not more than
5ppm by weight
Centrifugal blowers (2 Nos) and
motors


OPERATION

Pre Startup Checks:
AC Lube Oil Pumps ON in Auto & Turning Gear
motor operation is OK.
EOP is tested
All MCC modules are switched ON' and are kept on
Auto
Main Oil Tank Lube Oil Level is OK & Oil temp.
normal
Visual Inspection of Machine is OK
CHECKS DURING STARTUP
Firing is Established in all Flame Scanners
Exhaust Temperatures are uniform
Acceleration is Smooth and Time taken is in line with
start up curves
Rise in Exhaust Temperature is Uniform
Exhaust Temperature profile is OK
Spread Values are within Limits
Rise in Wheelspace Temperature is Uniform
Vibrations are within Limits and as per earlier values
Bearing Oil Drain Temperatures are Normal

PARAMETERS
Pressure
Lube Oil
Hydraulic Oil
Trip Oil
Comp. Discharge
Inlet Air Filter DP
Cooling water
Temperatures
Lube Oil Header
Brg. Drains
Comp. Inlet
Comp. Discharge
Exhaust
Wheelspace
Cooling Water Outlet

Others
Vibrations
Noise, Rubs
Startup Time
Coast Down Time
Fired Starts
Fired Hours
Generator
Voltage
Current
Load
Stator Temperatures
MACHINE DOS & DONTS
Do not Force any Logic for Startup
Do not attempt Subsequent Starts Without
Troubleshooting if M/C trips during Startup
Record the trends & Analyze present Operation
>>Load Vs Exhaust Temperatures
>>Load Vs CPD
>>Load Vs FSR
>>Load Vs Vibration
Use Vast Data from Mark VIe to Notice incipient Problems
STANDBY INSPECTION
When Unit is not run for a long time

Run the AOP once in a week along with
Turning Gear operation
Crank the Turbine once in a Fortnight to
drive away Moisture
Check Battery system, Oil levels etc.
Normal Start up/ Shut Down
CHECK LIST FOR STARTUP OF GAS TURBINE
Ensure that all the work permits taken are returned.
Check that no personal is working in the GT enclosure.
Check for power supply to all the motors given from MCC.
Check healthiness of Fire Protection System.
Switch ON the supply of MARK-VIe panel.
Check for all alarms coming on the screen and acknowledge
accordingly.
Check for any logic forcing, if it is there inform to concerned
engineer.


Come to UNIT DISPLAY MENU on MARK-V and RESET the Unit
by executing the command.
Switch ON seal air fan and open its damper towards diverter
damper.
Check the oil level at Turning gear motor gear and Booster
compressor casing
Put the machine in ON COOLDOWN mode. AOP and Turning
gear Operation will come in service.
Check for lube oil flow to each bearing; lube oil header
pressure (1.8 kg/cm2), check for any leakage during oil
circulation and check for rotation of the shaft continuously at
3 RPM. Check the vapour mist fan for its normal operation.
Check AUTO start of EOP by stopping the AOP. Note down the
Lube oil header pressure (1.8 kg/cm2).
Check AUTO start of EOP by stopping the AOP. Note down the
Lube oil header pressure (1.8 kg/cm2).



Again start AOP and normalize the system.
Charge cooling water to lube oil cooler and to flame
detectors/ Turbine aft legs
Keep the machine on Turning Gear for at least 12hrs. Before
CRANK/FSNL.
Check at HSD/NAPH day tank all the concerned valves are in
opened conditions. For HSD tank suction valve to forwarding
skid, short & long recirculation valves, centrifuge inlet &
outlet valves should be in opened condition.

Run the HSD centrifuge at least for 4hrs. in a shift.

Receive Raw HSD if tank level is below 40% by opening its
receiving valve & coordinate with UCR. Fill the Clean HSD day
tanks max. up to 90% as HSD is the back up fuel and need in
emergency during fuel changeover.




Check all the valves on suction, discharge and recirculation
lines of liquid fuel forwarding pump, it should be in opened
condition, check all pressure & temperature gauges on local
panel.
Check at fine filter skid for opening of all necessary valves( CV
inlet & outlet and long recirculation valves).
Check all the drains before starting the pump, it should be in
closed condition.
Start the forwarding pump from DCS and maintain pump
discharge pressure 7 -kg/cm2 and CV outlet pressure 4
kg/cm2 by giving set point.




Check for DP of both fine filters, if it is more than 1.5 kg/cm2
then changeover to stand by filter
Check for AUTO start of standby forwarding fuel pump.
Start DMCW pump and check its discharge pressure, maintain
3.5 4.0 kg/cm2.
Check for AUTO start of DMCW pump in case of either of the
pump stops.
Open the liquid fuel manual isolation valve, which is just
before Stop Valve.
Check the IR value of starting motor. Ensure the breaker is
tested in Test position and put it in service position and its
spring is Charged.


Start the seal air fan of diverter damper and ensure that
diverter damper is opened towards bypass stack.
At this point of time there should be good communication
between the startup engineer and the observer at the
machine. Be careful not to use radio transmitters (walkie-
talkie sets) too close to speedtronic panels.



Execute MASTER RESET and acknowledge/reset all alarms in
Alarm Display.
Select AUTO mode on MARK-VIe panel and give START
command.
CRANK HT motor starts and will run on 750 RPM speed for 1
minutes for warm-up and then cranking starts i.e. 10% speed
is attained, purging is done for 2 minutes at this speed.
Check OFF Base lube oil system, its pressure in supply &
return line, oil tank level & temperature, charge CW to its oil
cooler if line temperature goes beyond 50
0
C. maintain lube
oil temperature 45 to 50
0
C.





After purging time completes firing starts, ensure the
flame indication on MARK-VIe is established. Check that
false start drain solenoid is closed & ensure that there is
no gas coming out from the drain and Check for spark
plug retracting at around 80% speed. If they do not do,
pull them out manually because, the tip, which is spot-
welded, may come out and damage the turbine blades.

Check DP of HP filter which is after Warren pump inside
the GT skid, it shouldnt be more than 1 kg/cm2



Trip immediately in case of any abnormality. If machine
trips ensure that AOP starts and Turning Gear operation
comes automatically after zero speed.
Record fuel nozzle pressure with the help of selector
valve downstream of flow divider.
Ensure normal burning of all combustors within short
period after initial firing. This can be noticed by the more
or less equal temperatures in all the exhaust
thermocouples.
Ensure that there are no leaks.
Observe for a gradual rise in exhaust temperatures up to
about 480
0
C. Check that rapid rises or surges or a drop in
exhaust temperature are not occurring.
Check that all exhaust & wheel space thermocouples
indicate a raise in temperature.




Check for any rubs on machine or unusual noise.
Check for starting means shut down: Generally occurs at 60%
speed (14HA). Clutch disengages and starting device goes to
cool down cycle and after 15 minutes it stops, if it does not
stops the Motor manually .
Check the main lube oil pump takes over at about 60% speed
and aux. Lube oil pump stops after pressure is build up at 95%
speed.
Check that compressor bleed valves are closed.
At FULL SPEED NO LOAD check the following check Lube oil
pressure and temperature at all the brg., Brg. Drain
temperatures, Uniformity in exhaust temperatures records
the spread, Leaks in turbine compartment, Vibration on all
bearings, All wheel space temperatures, FSR value of fuel
system stability.


Atomizing air temperatures and pressure after pre cooler,
maintain its temp. at 107 deg c through VTR-1.Position of
compressor bleeds valves, Hydraulic oil pressure with main
pump in line, Check for fuel system stability at FSNL. The
speed of the machine should not vary bearings. Check brg.
Header temperatures and adjust lube cooling water
control (VTR 1). The ideal lube oil header temperature is
from 42
o
C to 54
o
C.
Record all field parameters at FSNL.
Ensure that Starting HT motor breaker is kept in Test
position after attaining FSNL successfully.

Give clearance for synchronization/loading the machine.


Naphtha fuel changeover Procedure: Ensure that electrical load on GT
is at least 5-10 MW. Start and line up the pumps as per the procedure
adopted for HSD pumps. Maintain naphtha pressure after the CV 4.5
to 5 kg/cm
2
. Check Hi-Tech level in the tank, it should not be below
20 cm level. Start one hi-tech pump and keep the other one in AUTO.
Now fuel change over may be done. Select Naphtha in FUEL SELECT
and execute the command.
In case GT trips ensure that it is in ON COOLDOWN Mode & see that
AOP starts in AUTO and machine comes on Turning Gear after zero
speed is reached.
In case GT trips while running in Naphtha fuel, then before restarting
the machine purging of the fuel line with HSD is necessary. Click EXIT
on CRT and then click Naphtha Purging Display and follow the
procedure of Naphtha purging as displayed on the screen. Before
purging ask the field operator to open all the 10 nos. of naphtha
purge drain valves and ensure that all this drains are closed fully after
completion of purging, then select AUTO in MASTER SELECT on Main
Display Unit.

Shut Down Operation
Gas turbine Shut Down can be achieved by Two Means
Normal or Fired Shut Down
Emergency Shut down
Manual Emergency Shut Down
Protective Emergency Shut Down
Fired Shutdown:
Normal Shut Down Reduces the Fuel to the Turbine in a
Controlled way (upto 20% of speed and shuts of the Fuel
Totally)so as to Reduce overall Thermal Shock to Turbine
Internals
It is Executed by using STOP Push Button on Unit Control
Page
This is the most Preferred Shut Down Mode
Emergency Shut Down
Protective Emergency Shut Down
In case GT trips on Protection this leads to shuts
of the Fuel immediately by closing Fuel Stop
Valves
Manual Emergency Stop to be used Judiciously
Emergency Push Buttons are Provided on
-Mark VIe Panel/Co2 Control panel


PROTECTIONS

PROTECTIVE STATUS TRIP (L4PST):
PRE-IGNITION TRIP (L4PRET):
POST-IGNITION TRIP (L4POST):
STARTING MEANS TRIP (L3SMT):
IGV TROUBLE TRIP (L4IGVT):
L86TXT: EXHAUST OVER TEMPERATURE TRIP
L86TFB: EXHAUST THERMOCOUPLE OPEN TRIP
L30SPT: HIGH EXHAUST TEMP SPREAD (L30 SPT)
L28FDT: LOSS OF FLAME TRIP
L39VT: VIBRATION HIGH TRIP (FIRIED SHUTDOWN)




PROTECTIONS

L12H: ELECTRICAL OVER SPEED TRIP-HP
L63ETX: HIGH EXHAUST PRESSURE TRIP (2oo3
LOGIC)
L63TFH: INLET AIR FILTER DP HIGH FIRED
SHUTDOWN (2oo3 LOGIC)
L63QT: LOW LUBE OIL PRESSURE TRIP. (2oo3 LOGIC)
L26QT: LUBE OIL HEADER TEMPERATURE HIGH
TRIP(2oo3 LOGIC)
L63QT: LOW TRIP OIL PRESSURE TRIP. (2oo3 LOGIC)
L90TKL: EXHAUST FRAME COOLING AIR PRESSURE
LOW (2oo2 LOGIC)


PROTECTIONS

L86CBT: COMPRESSOR BLEED VALVE TROUBLE
TRIP
L4IGVT: IGV CONTROL TROUBLE TRIP
L2SFT: START UP FUEL FLOW EXCESSIVE TRIP
L3SMT: STARTING DEVICE TRIP
L63FLZ: LIQUID FUEL PR. LOW (2oo3 LOGIC)
LOAD COUPLING COMPARTMENT TEMPERATURE
HIGH
98