Instruction, Operation and Maintenance Manual: GE Oil & Gas

g GE Oil & Gas Nuovo Pignone
INSTRUCTION, OPERATION AND

MAINTENANCE MANUAL
(REVAMPING OF GAS TURBINE MS 5001 RN-T)
Volume I
Gas Turbine Description & Operation
NUOVO PIGNONE JOB : 284.6653

N.P. SERIAL NUMBERS : 179221
CUSTOMER : FATIMA FERTILIZERS
COMPANY LTD.
SERVICE : AIR COMPRESSOR DRIVER
PLANT LOCATION : SADIQABAD - PAKISTAN
MODIFICATION TO : GAS TURBINE MS 5001
MANUFACTURER : GE Oil & Gas

Nuovo Pignone
Via F. Matteucci, 2
50127 Florence - Italy
Telephone (055) 423211
Telefax (055) 4232800
07-08-E 284.6653 P. 1-1
MOD. INPR/SVIL/ P.F. 12/00

g GE Oil & Gas Volume I Nuovo Pignone
N.P. Job: 284.6653
GAS TURBINE DESCRIPTION & OPERATION
GENERAL INDEX
CONTENTS SECT./PAR.
INTRODUCTION 1
REVAMPING (GENERAL) 1.1
GAS TURBINE UNITS 1.2
ENCLOSURE (COMPARTMENTS) 1.3
SYMBOLS USED IN THE MANUAL 1.4
GAS TURBINE DATA SHEET 1.5
GAS TURBINE PERFORMANCE CURVES 1.6
GAS TURBINE DESCRIPTION 2
GENERAL 2.1
DETAIL ORIENTATION 2.2
GAS PATH DESCRIPTION 2.3
GENERAL LAYOUT AND MAIN WEIGHTS 2.4
BASE AND SUPPORTS 3
ACCESSORY SECTION 3.1
TURBINE SECTION 3.2
COMPRESSOR SECTION 4
GENERAL 4.1
COMPRESSOR ROTOR ASSEMBLY 4.2
COMBUSTION SECTION 5
GENERAL 5.1
COMBUSTION CHAMBERS 5.2
TRANSITION PIECE 5.3
FUEL NOZZLES 5.4
CROSSFIRE TUBES 5.5
SPARK PLUGS 5.6
ULTRAVIOLET FLAME DETECTORS 5.7
TURBINE SECTION 6
GENERAL 6.1
TURBINE STATOR 6.2
FIRST-STAGE NOZZLE 6.3
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CONTENTS SECT./PAR.
SECOND STAGE NOZZLE & DIAPHRAGM 6.4

TURBINE ROTOR ASSEMBLY 6.5
TURBINE BUCKETS 6.6
BEARINGS 7
GENERAL 7.1
LUBRICATION 7.2
LUBRICANT SEALS 7.3
NO. 1 BEARING 7.4
NO. 2 BEARING 7.5
G.E. BEARING PUBLICATION 7.6
INLET & EXHAUST 8
GENERAL 8.1
AIR INLET SYSTEM 8.2
INLET COMPARTMENT 8.3
INLET DUCTING AND SILENCING 8.4
EXHAUST SYSTEM 8.5
EXHAUST PLENUM 8.6
EXHAUST EXPANSION JOINT 8.7
EXHAUST TRANSITION DUCT (FIRST) 8.8
EXHAUST SILENCER MODULE 8.9
EXHAUST TRANSITION DUCT (SECOND) 8.10
EXHAUST STACK 8.11
TURBINE SUPPORT SYSTEM 9
GENERAL 9.1
ACCESSORY DRIVE 9.2
COUPLINGS 9.3
STARTING SYSTEM (STEAM TURBINE) 10.

GENERAL 10.1
FUNCTIONAL DESCRIPTION 10.2
START-UP FUNCTIONS AND SEQUENCES 10.3
ALARMS AND TRIPS 10.4
FUEL GAS SYSTEM 11.
GENERAL 11.1
SHUT-OFF AND METERING CONTROL VALVE 11.3
GAS STRAINERS 11.4
PROTECTIVE DEVICES 11.5
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CONTENTS SECT./PAR.
SPECIFICATION FOR FUEL GAS COMBUSTION IN 11.6

HEAVY-DUTY GAS TURBINE - GEI41040G
GAS CONTROL AND SHUT-OFF VALVES MAINTE- 11.7
NANCE PHILOSOPHY – NIC 04.34 SL
LUBE OIL SYSTEM 12.
GENERAL 12.1
LUBE OIL TANK AND PIPING 12.3
LUBE OIL PUMPS 12.4
VALVES 12.5
LUBE OIL TEMPERATURE CONTROL 12.6
OIL FILTERS 12.7
PRESSURE AND TEMPERATURE PROTECTIVE 12.8
DEVICES
HYDROCARBON BASE LUBRICATING OIL 12.9
RECOMMENDATIONS FOR GAS TURBINE SOM
17366/4
LUBE OIL COOLER(S) 12.10
COOLING & SEALING AIR SYSTEM 13
GENERAL 13.1
FIRE PROTECTION SYSTEM 14
GENERAL INFORMATION 14.1
SYSTEM OPERATION 14.3
VENTILATION SYSTEM 15
GENERAL 15.1
GAS DETECTION SYSTEM 15.2
OPERATION 16
OPERATOR RESPONSIBILITY 16.1
GENERAL OPERATING PRECAUTIONS 16.2
PREPARATIONS FOR NORMAL LOAD OPERATION 16.3
CHECKS PRIOR TO OPERATION 16.4
CHECKS DURING START UP AND INITIAL OPERA- 16.5
TION
SAFETY INSTRUCTION (SOM 6607109/4) 17
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CONTENTS SECT./PAR.
CONTROL SYSTEM FUNCTIONAL DESCRIPTION 18

(SOM 5082448/4)
ANNUNCIATOR TROUBLESHOOTING CHART 18.1

(GEK 107359)
INTERNATIONAL CONVERSION TABLES 19

STANDARD FIELD PERFORMANCE TESTING 20
PHYLOSOPHY
(GEK 107551)
APPENDIX - REFERENCE PUBLICATIONS
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Introduction Section 1
INTRODUCTION
CONTENTS SECT
REVAMPING (GENERAL) 1.1
GAS TURBINE UNITS 1.2
ENCLOSURE (COMPARTMENTS) 1.3
SYMBOLS USED IN THE MANUAL 1.4
GAS TURBINE DATA SHEET 1.5
GAS TURBINE PERFORMANCE CURVES 1.6
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1. INTRODUCTION
1.1 REVAMPING (GENERAL)
The documentation included in this manual refers to revamping for the Gas
Turbine installed in your Plant of SADIQABAD – PAKISTAN as described in
the title page.
In our case is revamped the MS 5001 RN-T Gas Turbine.
This instruction manual cover only the revamping supply proper of the N.P.
Job 284.6653.
This information upgrade and replace the contents included in the old G.E.
Manual.
For any further information please refer to the above mentioned manual.
1.2 GAS TURBINE UNITS
The package power plant, as furnished for this installation, is comprised of the
single-shaft, heavy-duty gas turbine unit driving a synchronous generator, its
auxiliary equipment, required control equipment and those off-base auxiliaries
that are essential to overall operation.
Basically, the power plant requires only fuel and fuel connections, generator
breaker connections and a source of ac power to become operational.
Fuel and air are used by the gas turbine unit to produce the shaft horsepower
necessary to drive certain accessories and ultimately the driven load generator.
The turbine unit is composed of an axial-flow compressor, a multi-stage tur-
bine, support systems, combustion system components, and a starting device.
Both compressor and turbine are directly connected as an in-line, single-shaft
rotor supported by pressure lubricated bearings. The inlet end of the rotor shaft
is coupled to an accessory gear having integral shafts that normally drives the
main hydraulic pump, main lubrication pump, and may drive other system
pumps as required for a given installation.
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1.3 ENCLOSURES (COMPARTMENTS)
Gas turbine enclosures, referred to in this manual as compartments, are those

partitioned areas in which specific components of the overall power plant are
contained. These compartments are built for all-weather conditions and de-
signed for accessibility when performing maintenance. They are provided with
thermal and acoustical insulation and lighted for convenience.
Compartment construction includes removable panels, hinged doors, and a

thermally insulated roof section with welded frame structuring providing the
support for these parts. The panels are thermally insulated and held in place
with bolts. Doors are kept tightly closed by sturdy latches. Gaskets between
panels and framing maintain a weather-tight condition. Inspection and mainte-
nance are facilitated as the door panels allow easy access for station personnel
and the removable panels provide greater accessibility for major inspections
and servicing.
At this installation, lagged compartments are provided and enclose the acces-
sory components, the gas turbine unit, the load gear (if applicable), the driven
generator, and the generator auxiliaries and switch gear. The in-line sequence
of compartments is broken by an inlet plenum between the accessory and tur-
bine compartments and an exhaust plenum located between the turbine and
generator compartments. (Inlet and exhaust plenums are on the turbine base
and are considered part of the turbine compartment).
Walkways, having access ladders and removable grating panels, are placed on
each side of the power plant extending from the control enclosure to the ex-
haust plenum.
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1.4 SYMBOLS USED IN THE MANUAL
General
These warnings have been subdivided into three categories depending on the
type of information given and the problem evidenced, and in particular:
DEFINITIONS
! DANGER
THIS SYMBOL EVIDENCES A PROCEDURE, A PRECAUTION OR A CONDI-

TION WHICH, IF NOT OBSERVED, CAN CAUSE SEVERE, EVEN FATAL PER-
SONAL INJURY TO THE OPERATOR. THE TERM OPERATOR INDICATES A
PERSON OR PERSONS ASSIGNED TO THE INSTALLATION, OPERATION,
ADJUSTMENT, MAINTENANCE, CLEANING, OR REPAIR OF THE MA-
CHINES AND THEIR AUXILIARY EQUIPMENT.
! WARNING
THIS SYMBOL EVIDENCES A PROCEDURE, PRECAUTION OR CONDITION

WHICH, IF NOT OBSERVED, CAN CAUSE DAMAGE, EVEN SEVERE, TO THE
EQUIPMENT.
) NOTE
THIS SYMBOL EVIDENCES ONE OR MORE DATA NECESSARY TO PERSONNEL TO

CARRY OUT AN OPERATING OR MAINTENANCE PROCEDURE CORRECTLY.
This symbology has been used throughout the manual. The following subpara-
graphs present a list of general information concerning DANGER and WARN-
INGS which the operator must always keep in mind before operating on the
equipment.
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1.5 GAS TURBINE DATA SHEET
Please refer to gas turbine data sheet SOK 0928935/4 in “Reference Drawings
and Special Tools” Volume.
1.6 GAS TURBINE PERFORMANCE CURVES
Please refer to gas turbine performance curves SOM 6674582/4 in “Reference

Drawings and Special Tools” Volume.
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Gas Turbine Description Section 2
GAS TURBINE DESCRIPTION
CONTENTS SECT
GENERAL 2.1
DETAIL ORIENTATION 2.2
GAS PATH DESCRIPTION 2.3
GENERAL LAYOUT AND MAIN WEIGHTS 2.4
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2. GAS TURBINE DESCRIPTION
2.1 GENERAL
The MS5001 is a simple-cycle, single-shaft gas turbine with a ten combustor

reverse flow combustion system. The MS5001 gas turbine assembly contains
six major sections:
• Air inlet
• Compressor
• Combustion system
• Turbine
• Exhaust
• Support Systems
The descriptions in this manual apply directly to turbine Models N, P and R.

Model N and P turbines incorporate a larger compressor that delivers increased
air flow. The Model R turbine has a smaller air flow and normally does not
utilize variable inlet guide vanes, although a few R models do have variable
inlet guide vanes to allow adjustment of air flow during loaded operation.
Presented here is a functional description of each major gas turbine section as

air and combustion gases flow through the gas path from inlet to exhaust. The
location and functional relationships of these major sections are shown in Fig-
ures 2-1 and 2-2.
2.2 DETAIL ORIENTATION
Throughout this manual, reference is made to the forward and aft ends, and to
the right and left sides of the gas turbine and its components. By definition, the
air inlet of the gas turbine is the forward end, while the exhaust stack is the aft
end. The forward and aft ends of each component are determined in like man-
ner with respect to its orientation within the complete unit. The right and left
sides of the turbine or of a particular component are determined by standing in
line with the compressor and looking aft or downstream.
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2.3 GAS PATH DESCRIPTION
The gas path is the path by which gases flow through the gas turbine from the
air inlet through the compressor, combustion section and turbine, to the turbine
exhaust (see Figures 2-1 and 2-2).
When the turbine starting system is actuated and the clutch is engaged, ambient
air is drawn through the air inlet plenum assembly, filtered and compressed in
the axial-flow compressor. For pulsation protection during startup, the
10th-stage extraction valves are open and variable inlet guide vanes are in the
low flow startup position.
When the starting system has accelerated the rotor to ignition speed, the spark
plugs are energized and fuel is turned on. In the case of liquid fuel, equal
amounts are distributed to each combustor by an external flow divider. In the
case of gaseous fuel, the gas metering holes in the fuel nozzles control the dis-
tribution. The resulting fuel/air mixture is ignited in the chambers containing
spark plugs and flame propagates through the crossfire tubes to the rest of the
combustors. When all chambers are lit, as indicated by the flame detectors, the
startup sequence continues.
When the high-speed relay actuates at 95 percent speed, the 10th-stage extrac-
tion bleed valve closes automatically and the variable inlet guide vane actuator
energizes to open the inlet guide vanes to the normal turbine operating posi-
tion. Air from the compressor flows into the annular spaces between the outer
combustion casings and the combustion liners, and enters the combustion zone
through the combustion liners.
The hot gases from the combustion chambers flow through the ten separate
transition pieces. The gases then enter the two-stage turbine section of the ma-
chine. Both stages consist of a row of fixed nozzles followed by a row of rotat-
ing turbine buckets. In each nozzle row, the kinetic energy of the jet is in-
creased, with an associated pressure drop. In the following row of moving
buckets, a portion of the kinetic energy of the jet is absorbed as useful work on
the turbine rotor.
After passing through the 2nd-stage buckets, the gases are directed into the ex-
haust hood and diffuser which contain a series of turning vanes to turn the
gases from an axial direction to a radial direction, to minimize exhaust hood
losses. The gases then pass into the exhaust plenum and are introduced to at-
mosphere through the exhaust stack.
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Resultant shaft rotation is used either to turn a generator rotor for electrical
power production, or to drive a centrifugal compressor in industrial process
applications.
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Fig. 2-1 - Gas Turbine Package Flow Diagram
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Fig. 2-2 - Major Sections of the MS5001 Gas Turbine Assembly
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2.4 GENERAL LAYOUT AND MAIN WEIGHTS
For general layout see drawing at following page.

For further details and main dimensions please refer to “MS5001 Turbogenera-
tor General Arrangement” SOM 6673671/0, included in “Reference Drawings
& Special Tools” Volume.
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Fig. 2-3 - Turbogenerator General Arrangement
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Base and Supports Section 3
BASE AND SUPPORTS
CONTENTS SECT
ACCESSORY SECTION 3.1
TURBINE SECTION 3.2
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Base and Supports Section 3
3. BASE AND SUPPORTS
3.1 ACCESSORY SECTION
The accessory section contains mechanical and electrical equipment necessary

for starting and operating the gas turbine. Several major components mounted
in the accessory section include the starting means, the torque converter and
the accessory drive gear.
Fabricated supports and mounting pads are welded to the upper surface of the
base for mounting the above equipment and other accessory components. Lift-
ing trunnions are provided on the sides of the base longitudinal I-beams to fa-
cilitate lifting and positioning the base assembly. Mounting pads are located on
the bottom surface of the I-beams for mounting of the base to the foundation.
3.2 TURBINE SECTION
The base upon which the gas turbine is mounted is a structural-steel fabrica-
tion. An oil dram channel is constructed along the web of the left longitudinal
I-beam. This channel extends from the oil tank to the aft end of the base, pro-
viding a passage for the lube oil feed header. The header carries lube oil to the
#2 bearing, load coupling, and driven equipment. Lube oil feed and dram con-
nections are made at the aft end of this dram channel, within a fabricated en-
closure. Finished pads on the bottom of the base facilitate its mounting on the
site foundation sub-sole plates.
The forward end of the gas turbine is supported by a flexible plate that is
bolted on N, P models to the base and bolted and dowelled to the air inlet cas-
ing. On each side of the turbine shell is a rigid support leg which is close-fitted
on a support trunnion. These supports maintain the axial location of the turbine
while the gib key maintains the lateral location.
A gib key is machined on the lower half of the turbine shell and is fitted and
bolted securely into a guide block which is welded to the turbine base. This ar-
rangement prevents lateral or rotational movement of the turbine, and also
permits radial movement due to thermal expansion.
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Compressor Section Section 4
COMPRESSOR SECTION
CONTENTS SECT
GENERAL 4.1
COMPRESSOR ROTOR ASSEMBLY 4.2
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4. COMPRESSOR SECTION
4.1 GENERAL
The axial-flow compressor section consists of the compressor rotor and casing
(Figure 4-1), variable inlet guide vanes, and two rows of exit guide vanes.
In the compressor, air is confined to the space between the rotor and stator
where it is compressed in stages by an alternate series of rotating (rotor) and
stationary (stator) air-foil shaped blades. Rotor blades supply the force needed
to compress the air in each stage and the stator blades guide the air so that it
enters the following rotor stage at the proper angle. The compressed air exits
through the compressor discharge casing to the combustion chambers. Air is
also extracted from the compressor for turbine cooling and for bearing lube oil
sealing.
4.2 COMPRESSOR ROTOR ASSEMBLY
The compressor portion of the gas turbine rotor is an assembly of wheels, a

forward stub shaft, tie bolts, and the compressor rotor blades. (See Figure 4-1).
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Fig. 4-1 - MS5001 Horizontally Split Casing
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Each wheel and the wheel portion of the forward stub shaft has broached slots
around its periphery. Rotor blades are inserted into these slots and held in axial
position by spacer pieces which are in turn staked at each end of the slot. These
blades are airfoil shaped and are designed to compress air efficiently at high
blade tip velocities. The wheels and stub shafts are assembled to each other
with mating rabbets for concentricity control and are held together with tie
bolts. Selective positioning of the wheels is made during assembly to reduce
balance correction. After assembly, the rotor is dynamically balanced.
The forward stub shaft is machined to provide the thrust collar which carries
the forward and aft thrust loads, the journal for the No. 1 bearing, the sealing
surface for the No. 1 bearing oil seals as well as the compressor low-pressure
air seal.
4.2.1 Stator
The stator assembly encloses the compressor and turbine sections and is made
up of the inlet, forward, aft and discharge casings. All of these casings are split
horizontally to facilitate servicing.
4.2.2 Inlet Casing
The inlet section directs the flow of outside air from the air inlet equipment
into the compressor blading. This section contains the inlet guide vane assem-
bly, the No. 1 bearing assembly and the low pressure air seals. On Models N,
P, and some R compressors, the inlet guide vane angle can be adjusted by the
control system (see Fig. 4-2).
4.2.3 Forward Casing
The forward section of the compressor casing is downstream of the inlet sec-
tion. It contains the stator blading for stages 0 through 3. Bleed air from the 4th
rotor stage (between the 3rd and 4th stator stages) can be extracted through
four ports which are located about the aft section of the compressor casing.
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4.2.4 Aft Casing
The aft section, downstream of the forward section, contains the stator blading
for stages 4 through 9. Bleed air from the 10th rotor stage (between the 9th and
10th stator stages) can be extracted through four ports which are located in ax-
ial alignment with the ports used for 4th stage air extraction.
4.2.5 Discharge Casing
The discharge section of the compressor casing, downstream of the aft section,
contains the stator blading for stages 10 through 16, and exit guide vane stages
1 and 2. A radially enlarged (bulkhead) portion of this section provides the
mounting surface for the combustion chambers. Ten airfoil-shaped support
struts are spaced equidistant about the shaft surface of the bulkhead and angle
inward to support the inner case assembly (inner barrel). The space, between
the forward portion of the inner barrel and the discharge section outer shell,
forms an annular air path that the high pressure air passes through to enter the
combustion section. This area is designed to decelerate the air flow and in-
crease the static pressure of the combustion air supply (see Fig. 4-3 and 4-4).
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Fig. 4-2 - Compressor Casing, Inlet Section
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Fig. 4-3 - Compressor Discharge Casing (Typical)
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Fig. 4-4 - Compressor Discharge Casing (Typical)
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4.2.6 Blading
From the “0” through 7th stage, the stator blades have dovetail-shaped bases
that fit into semi-circular rings that fit in “T”-shaped grooves in the casing
wall. From the 8th stage aft, the stator blades have rectangular bases that fit
into “T”-shaped grooves in the compressor casing wail. Locking keys prevent
rotation of the blades. The rotor blades have dovetailed bases of a wide angle
design which fit into the matching dovetail slots in the wheel rims. The rotor
blades are peened in place.
4.2.7 Variable Inlet Guide Vanes
The variable inlet guide vanes (in conjunction with 10th stage air extraction)
permit fast, smooth acceleration of the turbine without compressor surge (pul-
sation). A hydraulic cylinder, mounted on a base cross member, actuates the
inlet guide vanes through a large ring gear and multiple small pinion gears. On
the gas turbines that do not have variable inlet guide vanes, a stationary ring of
inlet guide vanes is located at this stage.
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4.2.8 Variable Guide Vane – NIC 05.01.SL REV.00 & TIL1068-2R1
(Please refer to the following GE Pubblication, included in Appendix A)
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Combustion Section Section 5
COMBUSTION SECTION
CONTENTS SECT
GENERAL 5.1
COMBUSTION CHAMBERS 5.2
TRANSITION PIECE 5.3
FUEL NOZZLES 5.4
CROSSFIRE TUBES 5.5
SPARK PLUGS 5.6
ULTRAVIOLET FLAME DETECTORS 5.7
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5. COMBUSTION SECTION
5.1 GENERAL
The combustion section consists often combustion chambers, fuel nozzles,

cross-fire tubes and transition pieces. Figure 5-1 illustrates a typical combus-
tion arrangement.
The combustion chambers are arranged concentrically around the axial-flow

compressor and are bolted to the compressor discharge section bulkhead. Air
for combustion is supplied directly from the axial-flow compressor to the com-
bustion chambers. This arrangement is called a reverse flow system since the
compressor discharge air flows forward around the liners and then enters and
flows back toward the turbine. Fuel is fed into the chambers through fuel noz-
zles that extend into each chamber’s liner cap.
As a protective measure on oil-fired units, a false start dram valve is installed

in the dram line piping at the bottom side of the No. 5 combustion chamber,
(the chamber at the lowest point of the concentric arrangement). This normally
open air-operated valve prevents the accumulation of fuel oil in the combustion
area and also in the turbine sections when a start signal is given and the turbine
fails to start. In the turbine section, any accumulated fuel oil will dram from the
turbine casing to this valve. Any fuel that gets swept downstream into the ex-
haust plenum will dram out of the dram in the bottom of the plenum. The false
start valve is automatically closed by compressor discharge pressure as the tur-
bine accelerates.
5.2 COMBUSTION CHAMBERS
Figure 5-2 illustrates the air flow in a typical combustion system. The air flow
through the combustion chambers has three functions: oxidize the fuel, cool the
metal parts, and adjust the extremely hot combustion products to the desired
turbine inlet temperature.
The high pressure air flow from the compressor discharges into the annular
space created by the aft end of the discharge casing, and the forward section of
the turbine shell. Up to that point, the air flow is in an aft direction; then the air
flow reverses. The air enters the combustion chambers and flows forward, en-
tering the liner through holes and louvers in the liner wall. A portion of the air
reaches the head end of the combustion chamber and enters the liner through
the cap where an axial swirler creates a vortex within the liner.
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Fig. 5-1 - Typical Combustion Chamber Arrangement
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Fig. 5-2 - Combustion Chamber
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Combustion chambers are designed to minimize exhaust emissions during the

operation of the gas turbine after the start sequence. Lean primary combustion
followed by a “thermal soaking” assures that soot is burned during combustion.
The combustor is designed to accomplish this aerodynamically by stabilizing
the lean combustion zone with a vortex into which finely atomized fuel is in-
jected. Dilution of the combustion products to provide an adjusted turbine inlet
temperature is delayed to allow consumption of any soot that was not burned in
the combustion zone. The burning of this soot is accomplished by providing
adequate residence time before air is introduced to dilute the hot gases and ad-
just the temperature pattern.
The combustion chamber liners and casings may not all be identical in design
nor interchangeable on different model series of gas turbines.
The combustion chamber outer casings have machined pads for mounting the
spark plugs and flame detectors. The combustion liners have holes through
which the spark plugs and flame detector body projects.
5.3 TRANSITION PIECES
The transition pieces illustrated in Figure 5-2 are the hot gas path link between
the combustion liners and the first stage nozzle. They are bolted to the forward
side of the nozzle assembly. The nozzle assembly is sealed at both its outer and
inner periphery to prevent leakage of hot gases. The transition piece assembly
and its support arrangement hold the assembly in proper alignment in the gas
path and the floating seals make allowances for the effects of thermal expan-
sion.
Before the compressor discharge air flows into the combustion chamber, it
must first pass around the transition pieces. This encounter affords an exchange
of heat, cooling the transition pieces and preheating the combustion air.
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5.4 FUEL NOZZLES
Each combustion chamber is equipped with a fuel nozzle that introduces fuel
into the combustion liner. Gaseous fuel is admitted directly into each chamber
through metering holes located at the outer edge of the nozzle swirl plate.
When liquid fuel is used, it is atomized in the nozzle swirl chamber by means
of high-pressure air. The atomized fuel/air mixture is then sprayed into the
combustion zone. Action of the swirl tip imparts a swirl to the combustion air
with the result of more complete combustion and control of emissions.
Detailed inspection and maintenance information on the fuel nozzles and other
combustion system components is included in the Maintenance section of this
manual.
5.5 CROSSFIRE TUBES
The ten combustion chambers are interconnected by means of crossfire tubes.

These tubes enable flame from the fired chambers containing spark plugs to
propagate to the unfired chambers during startup.
5.6 SPARK PLUGS
Combustion of the fuel and air mixture is initiated by spark plugs with retract-
ing electrodes. The spark plug assembly and its relationship to a combustion
chamber are shown in Figure 5-3. The spark plugs are installed in two of the
combustion chambers. They receive power from the ignition transformers. The
chambers without spark plugs are fired with flame from the fired chambers
through interconnecting crossfire tubes during startup. The electrodes retract
from the flame zone due to increasing compressor discharge pressure at about
50% speed.
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5.7 ULTRAVIOLET FLAME DETECTORS
During operation, it is essential that an indication of the presence or absence of

flame be transmitted to the control system. For this reason, a flame monitoring
system is used consisting of multiple sensors which are installed on combus-
tion chambers.
A typical flame detector assembly is shown in Figure 5-4. The ultraviolet flame
sensor consists of a flame sensor containing a gas-filled detector. The gas
within this flame sensor detector is sensitive to the presence of ultraviolet ra-
diation which is emitted by a hydrocarbon flame. A DC voltage, supplied by
the amplifier, is impressed across the detector terminals. If flame is present, the
ionization of the gas in the detector allows conduction in the circuit which ac-
tivates the electronics to give an output defining flame. Conversely, the ab-
sence of flame will generate an opposite output defining no flame.
After the establishment of flame, if both sensors indicate the loss (or lack) of
flame, a signal is sent to the turbine control circuitry where the appropriate cir-
cuit shuts down the turbine. The FAILURE TO FIRE or LOSS OF FLAME is
also indicated on the annunciator. If a loss of flame is sensed by only one flame
detector sensor, the control circuitry will cause an annunciation only of this
condition.
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Fig. 5-3 - Combustion Chamber with Spark Plug Assembly
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Fig. 5-4 - Combustion Chamber with Flame Detector Assembly
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Turbine Section Section 6
TURBINE SECTION
CONTENTS SECT
GENERAL 6.1
TURBINE STATOR 6.2
FIRST-STAGE NOZZLE 6.3
SECOND STAGE NOZZLE & DIAPHRAGM 6.4
TURBINE ROTOR ASSEMBLY 6.5
TURBINE BUCKETS 6.6
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6. TURBINE SECTION
6.1 GENERAL
In the turbine section, high temperature gases from the combustion section are
converted to aft horse-power. The power required to drive the load package
and the compressor is provided by the two-stage turbine rotor. The first-stage,
or high pressure wheel, and the second-stage, or low pressure wheel, are bolted
together to make up a single unit through which the first and second stage noz-
zles direct the flow of combustion gases. These components, with associated
air seals and deflectors, are contained within the turbine shell.
6.2 TURBINE STATOR
The forward section of the turbine shell forms the casing for the aft end of the
compressor discharge and combustion sections. The aft section of the turbine
shell forms the casing for the first and second-stage nozzles and the shrouds for
the first and second-stage turbine rotors.
Compressor fourth-stage extraction air is piped to cool the shell and then dis-
charged at the aft end of the shell to cool the aft surface of the second-stage
turbine wheel.
6.3 FIRST-STAGE NOZZLE
The first-stage nozzle assembly, shown in Figure 6-1, consists of airfoil-shaped

partitions between an inner and outer sidewall. The nozzle assembly is divided
into segments, with the segments fixed in a retaining ring assembly secured in
the turbine shell by clamps.
The nozzle ring and partitions are cooled by compressor discharge air which is
bled from the combustion chamber transition space. The nozzle partitions are
hollow with bleed holes drilled in the trailing edge for cooling. The cooling air
circulates about the sidewalls of the retaining ring into the hollow nozzle parti-
tions and out the bleed holes into the gas path.
The design of the nozzle supporting arrangement permits removal of the lower
half of the nozzle assembly without removing the rotor assembly.
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6.4 SECOND STAGE NOZZLE AND DIAPHRAGM
The second stage nozzle and diaphragm assembly is located between the first
and second stage turbine wheels. The assembly has hollow airfoil-shaped parti-
tions between an inner and outer sidewall which direct the gas flow into the
second stage turbine buckets. The nozzle assembly is divided into segments,
with segments fixed and located in tongue and groove fits in the first and sec-
ond stage turbine stator shrouds. The nozzle segments are spaced and located
circumferentially by locating pins through the turbine shell that engage the
outer sidewall of the segments.
The diaphragm assembly extends inward from the nozzle inner sidewall to the
turbine rotor and divides the space between the two wheels into the high and
low pressure turbine areas. The diaphragm assembly contains the wheel cool-
ing air deflectors and interstage seal teeth that provide the inner seal between
the first aft and second forward wheelspaces.
The diaphragm assembly is divided into the same number of segments as the
second stage nozzle. The diaphragm segments are fixed and located by tongue
and groove fits in the nozzle segment inner sidewall. Axial pins prevent
circumferential movement of the diaphragm segments.
Wheelspace cooling air is introduced into the top and bottom of the turbine
casing and is routed through the second stage nozzle hollow partitions, through
the hollow diaphragm segments, and into the first aft wheelspace. From there it
cascades through the first aft wheelspace air deflector and the interstage seal to
cool the second forward wheelspace. The segment-to-segment abutting sur-
faces contain seal keys to minimize leakage.
6.5 TURBINE ROTOR ASSEMBLY
The turbine rotor assembly consists of the turbine-to-compressor portion of the

distance piece and the first and second-stage turbine wheels and buckets.
The turbine wheels are forged of alloy steel. The second-stage wheel is forged
with a stub shaft on which the journal and sealing surface is machined for the
No. 2 bearing and its oil seal. At the stub aft end is a flange to couple the shaft
to the driven device.
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The individual components of the turbine rotor assembly are pre-balanced and
assembled so that the complete rotor assembly will require a minimum of cor-
rection.
The turbine rotor assembly is bolted to the pre-balanced compressor rotor as-
sembly. This complete rotor assembly is again dynamically balanced with any
required corrections carefully distributed to compensate for internal bending
moments.
6.6 TURBINE BUCKETS
Turbine buckets are assembled in the wheels in axial, firtree-shaped dovetails.

The buckets have integral cover plates, and axial and radial seal pins reduce
stage leakage. The long shank bucket design provides stress equalization and
decreases dovetail temperature.
The buckets are retained in place by a twist lock, with the head staked in place.
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Fig. 6-1 - Turbine Nozzle and Buckets Arrangement
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Bearings Section 7
BEARINGS
CONTENTS SECT
GENERAL 7.1
LUBRICATION 7.2
LUBRICANT SEALS 7.3
NO. 1 BEARING 7.4
NO. 2 BEARING 7.5
G.E. BEARING PUBLICATION 7.6
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Bearings Section 7
7. BEARINGS
7.1 GENERAL
The gas turbine unit contains two main journal bearings used to support the gas
turbine rotor. The unit also includes thrust bearings to maintain the rotor-to-
stator axial position. These bearings and seals are incorporated in two
housings: one at the inlet and one in the exhaust frame.
These main bearings are pressure-lubricated by fluid supplied from the main
lubricating system. The fluid flows through branch lines to an inlet in each
bearing housing.
Bearing N°: Class Type
BEARING #1 Journal Elliptical

ACTIVE (loaded) #1 Thrust Tilting Pads
INACTIVE (unloaded) #1 Thrust Tilting Pads
BEARING #2 Journal Elliptical
Sketches of typical and thrust bearing configurations are shown in Figure 7-1
(A and B).
7.2 LUBRICATION
The two main turbine bearings are pressure-lubricated with fluid supplied by
the lubricating fluid reservoir and interconnected tanks and piping. Lubricant
feed piping, where practical, is run within the fluid reservoir drain line, or drain
channels, as a protective measure. This procedure is referred to as double
piping and its rationale is that in case of a pipeline leak, lubricating fluid will
not be sprayed on nearby equipment, thus eliminating a potential safety hazard.
When lubricating fluid enters the housing inlet, it flows into an annulus around
the bearing liner. From the annulus, the fluid flows through machined holes in
the liner to the bearing face. The lubricating fluid is prevented from escaping
along the turbine shaft by the use of lubricant seals.
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Bearings Section 7
7.3 LUBRICANT SEALS
Lubricating fluid on the surface of the turbine shaft is prevented from being
spun along the shaft by seals in each of the bearing housings. These labyrinth
packings of deflectors, or teeth, are assembled at the bearing assemblies where
fluid control is required. A smooth surface is machined on the shaft and seals
are assembled so that only a small clearance exists between the seal deflector
and the shaft.
Seals are designed with double rows of packing and an annular space between
them.
Pressurized sealing air is admitted into this space and prevents lubricating fluid
from spreading along the shaft. Some of this air returns with the fluid to the
main lubricating fluid reservoir and is vented through a lube vent.
7.4 NO. 1 BEARING
The No. 1 bearing subassembly is located in the center of the inlet casing
assembly and contains three bearings:
1) active (loaded) thrust bearing

2) inactive (unloaded) thrust bearing
3) journal bearing.
Additionally, it contains one "running type" ring seal, two labyrinth seals, and
a housing where the components are installed. The components are keyed to
the housing to prevent rotation. The bottom part of the housing is a part of the
inlet casing. The top of the housing is a separate casting, flanged and bolted to
the bottom half.
The labyrinth seals at each end of the housing are pressurized with air
extracted from the compressor. The "running type" ring seal at the forward end
of the thrust bearing cavity contains the lubricant and limits entrance of air into
the cavity.
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Bearings Section 7
7.5 NO. 2 BEARING
The No. 2 bearing subassembly is centerline supported and located inside the
exhaust frame inner tunnel. This support includes ears at the horizontal and a
gib key at the bottom centerline. This permits relative growth resulting from
temperature differences while the bearing remains centered in the exhaust
frame.
The assembly includes an elliptical liner, labyrinth seals and a bearing housing
with separate bearing liner retaining strap bolted to the lower half of the
housing. These components are keyed to prevent rotation. The labyrinth seals
at each end of the housing are pressurized with air extracted from the
compressor.
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Bearings Section 7
A. Journal Bearing
B. Thrust Bearing
Fig. 7-1 - Journal and Thrust Bearings
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Bearings Section 7
7.6 G.E. BEARING PUBLICATION (TYPICAL DESCRIPTION)
Please refer to the following GE Publications, included in Appendix A:
- Thrust Bearing for Combustion Gas Turbines GEI-41018

Tilting Pad Equalizing and Non-Equalizing Type
- Thrust Bearing for Combustion Gas Turbines GEI-41019

Taper-Land and Flat-land Types
- Journal Bearing for Combustion Gas Turbines GEI-41020

Elliptical and Three-Lobe Types
- Journal Bearing for Combustion Gas Turbines GEK-28100

Tilting Pad Type
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Inlet and Exhaust Section 8
INLET & EXHAUST
CONTENTS SECT
GENERAL 8.1
AIR INLET SYSTEM 8.2
INLET COMPARTMENT 8.3
INLET DUCTING AND SILENCING 8.4
EXHAUST SYSTEM 8.5
EXHAUST PLENUM 8.6
EXHAUST EXPANSION JOINT 8.7
EXHAUST TRANSITION DUCT (FIRST) 8.8
EXHAUST SILENCER MODULE 8.9
EXHAUST TRANSITION DUCT (SECOND) 8.10
EXHAUST STACK 8.11
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8. INLET AND EXHAUST
8.1 GENERAL
Gas turbine performance and reliability are a function of the quality and
cleanliness of the air entering the inlet to the turbine. Therefore, for most effi-
cient operation, it is necessary to treat the atmospheric air entering the turbine
by filtering out contaminants. It is the function of the air inlet system with its
specially designed equipment and ducting to modify the quality of the air under
various temperature, humidity, and contamination situations to make it more
suitable for use by the gas turbine.
Hot exhaust gases produced by combustion in the turbine are cooled and at-
tenuated in the exhaust system ducting before being released to atmosphere.
These exhaust emissions respect certain environmental standards of cleanliness
and acoustic levels depending on site location.
The noise generated during gas turbine operation is attenuated by devices built
into the inlet and exhaust sections which dissipate or reduce the acoustical en-
ergy to an acceptable level.
8.2 AIR INLET SYSTEM
The air inlet system consists of an integrated, high efficiency self cleaning fil-
ter house, support structure, inlet ducting system with acoustical silencer, trash
screens, and an inlet plenum leading to the compressor section of the turbine.
The elevated ducting and filter house arrangement provides a compact system
and minimizes pickup of dust concentrations found near the ground level.
All external and internal surface areas of the inlet system are coated with a pro-
tective inorganic zinc primer with epoxy overcoat, stainless steel or hot dipped
galvanized for corrosion protection.
The general arrangement of the inlet compartment with respect to the gas tur-
bine inlet plenum is shown on the mechanical outline drawing in the "Refer-
ence Drawings and Special Tools" Volume.
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8.3 INLET COMPARTMENT
The inlet filtration compartment is provided with weather hoods for filter ele-
ment protection. The filter system consists of numerous single-stage, high-
efficiency, moisture resistant element pairs mounted on vertical grid plates.
The filter elements are contained within a light gauge sheet-metal enclosure
which has been specially designed for proper air flow management and
weather protection. The filter elements are connected to a common clean air
plenum which terminates in an outlet flange which connects to the inlet ducting
system.
The reverse-pulse type self-cleaning system is initiated either manually or

when the filter elements become laden with dust and the pressure drop across
the filter media reaches a predetermined value (as measured by a differential
pressure switch). The elements are cleaned in a specific order, controlled by an
automatic sequencer.
The sequencer operates a series of solenoid-operated valves, each of which

controls the cleaning of a small number of filters. Each valve releases a brief
pulse of high pressure air. This pulse shocks the filters, causing a momentary
reverse flow, disturbing the filter cake. Accumulated dust breaks loose and
falls into triangular shaped hoppers. The cleaning cycle continues until enough
dust is removed for the compartment pressure drop to reach the lower differen-
tial pressure switch set-point. Details of the theory, operation and maintenance
of the inlet filtration equipment are contained in the manufacturer’s operation
and maintenance manual included in this section.
8.4 INLET DUCTING AND SILENCING
The inlet ductwork system contains the compressor noise silencing, and con-
nects the inlet compartment with the compressor inlet plenum. It consists of an
acoustically lined transition duct, lined ninety degree elbow (with trash
screen), and eight feet of parallel baffle silencing and unlined ducting with a
flexible joint to complete the air flow path to the filter house.
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The inlet silencer consists of an acoustically lined duct which contains silenc-
ing baffles constructed of a low-density insulating material that is encapsulated
by perforated, stainless steel sheet-metal. The acoustic lining in the walls of the
silencer duct and the walls of the ducting downstream of the silencer are of
similar construction. The vertical-parallel baffle configuration was specifically
designed to eliminate the fundamental compressor tone, and attenuate noise at
other frequencies as well.
There is a stationary stainless steel trash screen within the elbow which can be
accessed for cleaning and inspection through a removable access panel.
8.5 EXHAUST SYSTEM
The exhaust system is that portion of the turbine in which the gases used to
power the turbine wheels are redirected through the exhaust plenum and the si-
lencer modules, into the exhaust stack and released to atmosphere. The exhaust
system includes the exhaust plenum outlet expansion joint, transition duct, si-
lencer modules, transition duct, and the exhaust stack. Exhaust temperature
thermocouples are mounted in the aft wall of the exhaust plenum to sense ex-
haust temperatures and input these values to the MARK VI TMR control
system.
8.6 EXHAUST PLENUM
The exhaust plenum is the beginning of the exhaust duct, receiving the gas
flow from the exhaust diffuser. It consists of a box, open at each side and at the
top, which is welded to an extension of the turbine base. The exhaust plenum is
connected to the exhaust frame assembly with flex-plate expansion joints. The
open sides and top of the plenum are covered with a wrapper whose purpose is
to enlarge the plenum volume and force the exhaust gases to one side and into
the exhaust ducting. The wrapper is supported by the foundation mounted ped-
estals.
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8.7 EXHAUST EXPANSION JOINT
The exhaust system expansion joint compensates for the thermal expansion of
the exhaust ductwork system. The expansion joint is located between the ex-
haust plenum and the exhaust transition duct.
8.8 EXHAUST TRANSITION DUCT (FIRST)
The transition duct is a horizontal section of ductwork which is located down-

stream of the first expansion joint. The first transition duct in the ductwork sys-
tem provides an enlarging flowpath from the exhaust plenum to the silencer
modules.
8.9 EXHAUST SILENCER MODULE
The exhaust silencer module for this exhaust system is located in the horizontal
duct run just downstream of the transition duct. The exhaust silencer module is
acoustically designed to attenuate the sound of the exhaust gases. This is done
using a parallel batt silencer concept. This arrangement of silencing media pro-
vides for maximum required attenuation of both low and high frequency sound
to meet site requirements.
8.10 EXHAUST TRANSITION DUCT (SECOND)
The transition duct is a horizontal section of ductwork which is located down-

stream of the silencer modules. The second transition duct in the ductwork sys-
tem provides a decreasing flowpath from the silencer modules to the exhaust
stack inlet.
8.11 EXHAUST STACK
The exhaust stack is designed to release exhaust gases to atmosphere well

above the machine baseline and at a proper plume velocity for optimal disper-
sion of exhaust gas particles. The exhaust stack is a round piece of vertical
ductwork which is self supporting from the machine baseline.
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Turbine Support Systems Section 9
TURBINE SUPPORT SYSTEM
CONTENTS SECT
GENERAL 9.1
ACCESSORY DRIVE 9.2
COUPLINGS 9.3
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9. TURBINE SUPPORT SYSTEMS
9.1 GENERAL
Most of the mechanical and electrical auxiliary equipment necessary for start-
ing and operating the gas turbine is contained in the accessory section.
There are many systems involved in the operation of the turbine that are de-
scribed in detail in the Control and Protection text, as well as the Support Sys-
tem text. Several of these systems have accessory devices, or mechanisms, lo-
cated in the accessory section; these may include the starting, fuel, lubrication,
hydraulic, cooling water, and atomizing air systems. Several major components
include the starting means, the torque converter and the accessory drive gear.
Besides being the main link between the starting system drive components and
the gas turbine, the accessory drive gear is the gear reduction unit connected
directly to the turbine for driving several of the accessory devices of the gas
turbine support systems. These systems and their devices are described in de-
tail in subsequent paragraphs of this section.
A pressure gauge and switch cabinet located at the forward edge of the acces-
sory section, contains panel mounted gauges and switches used with the sys-
tems mentioned above.
Mounted on the deck of the accessory section are both accessory drive gear
and starting device together with additional accessory components.
Lifting trunnions are installed on the base and mounting pads are provided on
the bottom surface of the base longitudinal 1-beanis to facilitate mounting of
the base assembly to the foundation.
9.2 ACCESSORY DRIVE
The accessory drive gear, located at the compressor end of the gas turbine, is a
gearing assembly coupled directly through a flexible coupling to the turbine ro-
tor. Its function is to drive each gas turbine accessory at its proper speed and to
connect and disconnect the turbine from its starting device. In addition it con-
tains the system main lube oil pump and the turbine overspeed trip bolt and
mechanism.
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Contained within the gear casing are the gear trains which provide the proper
gear reductions to drive the accessory devices at the required speed, with the
correct torque values. The starting clutch assembly is mounted forward on the
horizontal joint of the main gear shaft and is used to connect the starting device
to the gas turbine. See Figure 9-1.
Fig. 9-1 - Accessory Drive Gear Assembly
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Accessories driven by the gear may include: the main lube oil pump, the main
hydraulic supply pump, the liquid fuel pump, the water pump, and the main at-
omizing air compressor. Lubrication of the gear is from the turbine’s pressur-
ized bearing header supply.
A high-pressure turbine overspeed trip capable of mechanically dumping the

oil in the trip circuits, is mounted on the exterior casing of the gear. This de-
vice can shut the turbine down when the speed exceeds the design speed. The
overspeed bolt which actuates the trip upon overspeed is installed in the main
shaft.
9.2.1 Description
For ease of maintenance and inspection, the gear casing is split at the horizon-
tal plane into an upper and lower section. Interconnected shafts are arranged in
a parallel axis in the lower casing. With the exception of the lube oil pump
shaft, all the shaft centerlines are located on the horizontal joint of the casing.
The gear consists of four parallel axis, interconnected shafts arranged in a cas-
ing which provides for the various driven accessories. With the exception of
the lube oil pump and hydraulic supply pump shaft, all the shaft centerlines are
located on the horizontal joint of the accessory drive casing. See Figures 9-2
and 9-3. Numbers are assigned to the various shafts and the rpm of each shaft
and the load horsepower are shown in the design data which follows this text.
The gear casing is made of cast iron and split at the horizontal joint to facilitate
assembly. The lower half casing has a closed bottom with openings for lube oil
pump suction and discharge lines and casing dram line.
All of the shafts are connected together by single helical gears which are
shrunk to the shafts after the teeth are cut. It is possible, in some instances to
remove individual gears which may have been damaged in service, and to re-
place them with new gears. This operation, however should be performed at
the factory so that the required precision may be maintained.
Ali of the shafts located on the horizontal joint are contained in babbitt-lined
steel-backed journal bearings with integral thrust faces which are split on the
horizontal joint of the casing. The thrust faces of the bearings maintain the
shafts in their proper axial location and the necessary thrust clearance is pre-set
at the factory. The shafts which are not on the horizontal joint are contained in
babbitt-lined, steel-backed, non-split bushings with integral thrust faces. Their
thrust clearance is pre-set at the factory.
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The main lubricating oil pump is located on the inboard wall of the lower-half
casing of the accessory drive gear and is described in the Lubrication System
section.
A starting clutch assembly is located at the outboard end of the main gear shaft
on the horizontal joint of the casing and is used to connect the starting device
to the gas turbine input shaft. The clutch automatically becomes disengaged
when the gas turbine reaches a speed at which it is self-sustaining.
Fig. 9-2 - Cutaway View of Accessory Drive Gear with No. 4

Shaft and Main Lube Pump Shown
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Fig. 9-3 - Cutaway View of Accessory Drive Gear Showing No. 1

Shaft (with Clutch) and No. 2 Shaft (with Water Pump Shown Inboard)
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9.3 COUPLING
Flexible diaphragm couplings are installed on the gas turbine to:
a) connect two rotating shafts (torque transmission);
b) compensate for parallel and/or angular misalignment;
c) compensate for axial movements of the shafts so that neither exerts an ex-
cessive thrust on the other.
The couplings used on this turbine connect the accessory drive gear to the tur-
bine shaft and the turbine rotor to the load equipment.
For detailed operating and maintenance information covering the couplings,

please refer to the supplier’s publications included in “Auxiliary Equipment &
Instrumentation” Volume.
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Starting System Section 10
STARTING SYSTEM (STEAM TURBINE)
CONTENTS SECT
GENERAL 10.1
START-UP FUNCTIONS AND SEQUENCES 10.3
ALARMS AND TRIPS 10.4
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10. STARTING SYSTEM (STEAM TURBINE)
10.1 GENERAL
Before the gas turbine can be fired and started, it must be rotated or cranked to
starting speed by a starting means device. The starting device accelerates the gas
turbine from rest to the cranking speed required for firing, and then helps the tur-
bine to achieve self-sustaining speed. The starting means for this gas turbine is a
steam turbine which drive the accessory gear and gas turbine rotor at the speed
required for start-up.
For a system arrangement refer to Fig. 10.1.
10.2 FUNCTIONAL DESCRIPTION
Once the gas turbine ready to crank is given (L3ARC) the control oil solenoid
valve (20HD) is energize and the instrument inlet air valve (20ST) will be open.
In the mean time will be energize the instrument air block valve (20ST-l) to en-
able the I/P steam valve converter and open the steam block valve (SV-1).
Once the steam block valve will be open confirmed by limit switch (33SC-2B)
and the process/auxiliaries will be ready to crank (L3ARC), will be energize the
steam drain solenoid valve (20STD) to permit the steam to reach the correct tem-
perature to start-up the train (70°C over super heat) according Mollier Diagram.
When the steam temperature will be correct, the steam drain valve will be closed,
when it will be confirmed by limit switch (33STD1), the Steam Turbine will be
ready to run (L3STR).
The set-point of steam turbine governor (TNH_C_STP) will assume the steam
turbine warm-up speed value (about 1000rpm) and the turbine automatically will
reach such speed value, following a ramp with pre-established slope. Within
30 sec. from steam turbine ready to run (L3STR), if high pressure shaft speed in
not detected (L14HRZ), the start-up sequence will be aborted an alarm generated.
When the steam turbine warm-up speed is reached, the turbine speed will be kept
until the warm-up time is elapsed. That will be automatically calculated by the
control logic, considering the length of time the unit was shut-down.
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10.3 START-UP FUNCTIONS AND SEQUENCES
It will be possible two type of steam turbine start-up:

• Hot start-up by shutdown period less than 6h (steam turbine warm-up time
about 3 mm).
• Cold start-up by shutdown period greater than 12h (steam turbine warm-up
time about 30 mm).
For intermediate shutdown period from 6h and 12h MK VI will calculate an

Steam Turbine warm-up time from 3mm to 30 mm.
) NOTE
THE STEAM TURBINE WARM-UP SPEED IS EQUAL TO GAS TURBINE

CRANK/PURGE SPEED. AT 1000RPM (ABOUT I4HM SPEED) STEAM TUR-
BINE WARM-UP TIMER AND GAS TURBINE CRANK/PURGE (TO
CRANK/PURGE THE COMBUSTION AIR INLET AND THE EXHAUST SYS-
TEMS) TIMER WILL BE ACTIVATED.
Once the turbine purge time and steam turbine warm-up time are elapsed, the
steam turbine governor will be set to 17% of high pressure turbine shaft, than
back-on to 19% to ignite the turbine. With the flame detected (L28FDX), the
steam turbine governor will be set to gas turbine warm-up (TNH_W_STP).
At the end of gas turbine warm-up period, the steam turbine throttling valve is
modulated open to bring the gas turbine at complete sequence (high pressure shaft
at 91%). During the acceleration sequence, the steam turbine will give the torque
necessary to accelerate the train with an acceleration set-point imposed by MK
VI. This set-point will be higher (1%) than the gas turbine acceleration rate in or-
der to keep the gas turbine fuel at the minimum value.
During the acceleration until the operating speed is reached (HP shaft 91%), if the
acceleration rate is less than 0,05%/sec a trip and alarm are generated (starting
device bogged down).
As soon as the train speed has reached 91%, steam turbine throttling valve is
closed to minimum position of 15% and MK VI activates ready to load signal to
DCS. From this point the steam turbine governor will be set on helper mode
07-08-E 284.6653 P. 10-2

(HELPER_REF) and maintained at minimum required by steam turbine operabil-

ity to maximize the gas turbine power.
10.4 ALARMS AND TRIPS
• If instrument air supply pressure low is detected (PIT-21 I) an alarm is gener-

ated.
• If steam turbine high pressure hearing temperature high is detected (TE-22l) an

alarm is generated.
• If steam turbine low pressure bearing temperature high is detected (TE-222) an

alarm is generated.
• If steam turbine exhaust temperature high is detected (26SA) an alarm is gen-

erated.
• If steam turbine inlet temperature low- (60°C over super heat) is detected
(96TT- I) an alarm is generated.
• If steam turbine inlet temperature low low (50°C over super heat) is detected
(96TT-l) a trip is generated.
• If steam turbine exhaust temperature high high is detected (26ST) a trip is gen-
erated.
• During the acceleration until the operating speed is reached (high pressure
shaft 91%), if the acceleration rate is less than 0,05%/sec a trip (L60BOG_ST)
and alarm (L60BOGST_ALM) are generated (starting device bogged down).
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Fig. 10-1 - Schematic Diagram Starting System

(SOM 5081544/1 – Sh. 12/12)
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Fuel Gas System Section 11
FUEL GAS SYSTEM
CONTENTS SECT
GENERAL 11.1
SHUT-OFF AND METERING CONTROL VALVE 11.3
GAS STRAINERS 11.4
PROTECTIVE DEVICES 11.5
SPECIFICATION FOR FUEL GAS COMBUSTION IN 11.6

HEAVY-DUTY GAS TURBINE - GEI41040G
GAS CONTROL AND SHUT-OFF VALVES MAINTENANCE 11.7

PHILOSOPHY – NIC 04.34 SL
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11. FUEL GAS SYSTEM
11.1 GENERAL
The fuel gas system is designed to deliver fuel gas to the turbine combustion
chambers at the proper pressure and flow rates in order to meet all starting, accel-
eration and loading requirements for gas turbine operation.
The major component of a fuel gas system is the gas stop/ratio and control valve
assembly, located in the accessory area. Associated with this gas valve are a vent
valve, control servo valves, pressure gauges and the distribution piping to the
combustion fuel nozzles. See the schematic piping diagram.
The fuel gas system comprises the following major components:
a. Fuel gas strainer.
b. Gas shut-off valve and fuel gas metering control valve (VS4-1/2, GCV-1).
c. Pressure gauges (PI-106; PI-107).
d. Fuel gas vent valve (20FG-1/2) and fuel gas intervalve vent (20VG-1).
e. Fuel gas low pressure alarm switch (96FG-1/A).
f. Gas control valve position transmitter (96GFC-1).
g. Pressure transmitters (96FG-1B/4A/B/C).
h. Metering valve L.V.D.T. (96GFF-1).
Schematic diagram of fuel gas system is shown in Fig. 11-1.
07-08-E 284.6653 P. 11-1

Fig. 11-1 - Schematic Diagram Fuel Gas System

(SOM 5081544/1 – Sh. 7/8)
07-08-E 284.6653 P. 11-2

A strainer cleans fuel gas as it comes from the supply piping before flowing
through the gas valve and into the gas manifold piping. The gas valve (gas stop
ratio and control valve) meters and controls fuel gas to provide the required flow
of gas to the turbine combustion system.
The fuel gas stop ratio and control valve consists of two independent valves (one
stop ratio valve and one control valve) assembled together in one housing. Both
the gas stop ratio valve and the gas control valve are single-action, electro hydrau-
lically operated valves.
A SPEEDTRONIC control signal activates the fuel gas control valve to admit the
proper amount of fuel required by the turbine for a given load or speed. The fuel
gas stop ratio valve shuts off the flow of fuel to the turbine whenever required. It
also controls pressure ahead of the fuel gas control valve. This enables the gas
control valve to control fuel flow over the wide range required under various tur-
bine starting and operating conditions.
11.3 SHUT-OFF AND METERING CONTROL VALVE
The gas metering control valve (GCV-1) provides a fuel gas metering function to
the turbine in accordance with its speed and load requirements. The position of
the gas control valve (hence fuel gas flow to the turbine) is a linear function of a
fuel stroke reference voltage (FSR) generated by the SPEEDTRONIC control sys-
tem. The control voltage generated either shifts the electro hydraulic servo valve
to admit oil or to release it from the hydraulic cylinder. This will position the gas
control valve in a way to supply the fuel gas required for a given turbine speed
and load situation.
07-08-E 284.6653 P. 11-3

11.4 GAS STRAINERS
Parallel gas strainer units are installed upstream of the turbine base fuel inlet con-
nection point to facilitate on-site maintenance requirements. Connection of the
fuel gas supply is made at the purchaser’s connection in the supply line ahead of
the gas strainers. These remove foreign particles that may be in the incoming fuel
gas. A blow-down connection on the bottom of each strainer body serves for pe-
riodic cleaning of the strainer screen. Cleaning frequency depends on the quality
of the fuel gas used. The strainer should be cleaned shortly after full turbine load
has been attained for the first time and after any disassembly of the purchaser’s
fuel gas line.
11.5 PROTECTION DEVICES
11.5.1 Fuel Gas Vent Valve (20FG-1/2)
Solenoid-operated valve 20FG-1/2 are installed in the vent piping on the casing of
the combination gas shut-off and gas control valve. When the turbine is shut
down, any fuel gas that might accumulate in the compartment between the shut-
off and control valve vents to atmosphere through the piping.
11.5.2 Pressure Transmitter (96FG)
Pressure transmitters, 96FG-1/B-2A/B/C, are installed in the fuel system on the

fuel gas discharge side of the shut-off valve, to provide the operational pressure
signal to the SPEEDTRONIC control system.
11.5.3 Pressure Switch 63FG-1
This 96FG-1/A pressure switch is installed in the gas piping upstream from the
gas stop/ratio valve. It provides supply pressure indication over the range of gas
fuel operational pressure 20-33 bar. It also serves to confirm gas fuel Pressure
prior to start up.
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11.6 SPECIFICATION FOR FUEL GASES FOR COMBUSTION IN HEAVY-

DUTY GAS TURBINE
GEI 41040G
(Please refer to the following GE Publications, included in appendix A)
07-08-E 284.6653 P. 11-5

11.7 GAS CONTROL AND SHUT-OFF VALVES MAINTENANCE PHILOSO-

PHY
NIC 04.34 SL. Rev. 00

(Please refer to the following GE Publications, included in appendix A)
07-08-E 284.6653 P. 11-6

Lubrication System Section 12
LUBE OIL SYSTEM
CONTENTS SECT
GENERAL 12.1
LUBE OIL TANK AND PIPING 12.3
LUBE OIL PUMPS 12.4
VALVES 12.5
LUBE OIL TEMPERATURE CONTROL 12.6
OIL FILTERS 12.7
PRESSURE AND TEMPERATURE PROTECTIVE DEVICES 12.8
HYDROCARBON BASE LUBRICATING OIL 12.9

RECOMMENDATIONS FOR GAS TURBINE SOM 17366/4
LUBE OIL COOLER(S) 12.10
07-08-E 284.6653 P. 1-1

12. LUBRICATION SYSTEM
12.1 GENERAL
The lubricating requirements for the gas turbine power plant are furnished by a
common forced-feed lubrication system. This lubrication system, complete
with tank, pumps, cooler, filters, valves and various control and protection de-
vices, furnishes normal lubrication and absorption of heat rejection load of the
gas turbine. Lubricating fluid is circulated to the three main turbine bearings,
generator bearings, and to the turbine accessory gear. Additionally, a portion of
the pressurized fluid is diverted and filtered again for use by hydraulic control
devices as control fluid and as a supply to other systems.
Refer to “Lubricating Oil Recommendations for Gas Turbines with Bearing
Ambients above 500°F (260°C)” in section 12.9 of this manual for the lubricat-
ing oil requirements.
The lubrication system is designed to provide an ample supply of filtered lubri-

cant at the proper temperature and pressure for operation of the turbine and its
associated equipment. The lubrication system including all major components
is shown in the system schematic diagram.
Major system components include:
1. Lube reservoir in the accessory base.
2. Main lube pump PL-1 (driven by a Steam Turbine PT-120B).
3. Auxiliary lube pump PL-2.
4. Emergency lube pump PL-3.
5. Lube oil coolers HXL 1A/B.
6. Lube oil filters FL-1A/B, FL-2A/B.
7. Bearing header pressure regulator VPR-2.
8. Trip oil supply filters.
9. Lube oil electric heater (23QT1÷4).
07-08-E 284.6653 P. 12-1

For turbine starting, a maximum of 800 SSU is specified for reliable operation
of the control system and for bearing lubrication.
Lubricating fluid for the main, the auxiliary and the emergency pumps is sup-
plied from the reservoir, while lubricating fluid used for control is supplied
from the bearing header. This lubricant must be regulated to the proper, prede-
termined pressure to meet the requirements of the main bearings and the acces-
sory lube system, as well as the hydraulic control and trip circuits. Regulating
devices are shown on the Lube System Schematic Diagram. All lubricating
fluid is filtered and cooled before being piped to the bearing header.
For more details, please refer to Fig. 12-1, 12-2, 12-3.
The system is a closed loop, forced feed system. Pumps draw lube oil from the
oil tank and force it under pressure through the heat exchangers, oil filters and
the bearing header to the bearings. Pressure, regulated at “24.5 PSI” for the
bearing header, is discharged from the pumps. All lubricant pumped from the
lube reservoir to the bearing header flows through the lube fluid heat ex-
changer to remove excess heat and then through the cartridge type filter pro-
viding 25-micron filtration. After lubricating the bearings the lubricant flows
back through various drain lines to the lube reservoir. Protection devices are
incorporated into lube systems, where necessary to protect the equipment
against low lubricant supply, low lubricant pressure and high lubricant tem-
perature. The protective devices sound an alarm or shut the unit down if any of
the above conditions occur.
12.3 LUBE OIL TANK AND PIPING
The lube oil tank is fabricated as an integral part of the accessory base, in the
area under the accessory section. Installed in the tank and mounted on its
cover are the lube oil pumps, lube oil filters and the various control and protec-
tive devices. A manhole with a bolted-on cover provides access to the tank in-
terior. An oil tank fill connection is provided on either side, near the tank bot-
tom.
Welded fabrications of seamless, stainless steel pipe compose most of the lube
oil piping. Gaskets prevent leakage at the bolted flanges of this piping.
07-08-E 284.6653 P. 12-2

Whenever possible, the lube oil feed piping is contained within the oil tank or
drain headers.
A pipe, connected to a flanged opening in the drain channel near the aft end of
the base, provides a vent to atmosphere for the complete lube oil system.
All lubricant pumped by the main or aux. lube oil pump to the lube oil header
flows through a water cooler or to an oil/air cooler to remove excess heat and
then through a cartridge type filter providing 12-micron absolute filtration. The
lubricant pumped by the emergency pump bypasses the cooler.
An oil level gauge and alarm device, hermetically sealed and float-arm oper-
ated, is mounted in the side of the lube oil tank above the maximum expected
level of the lube oil supply. The float mechanism operates a dial gauge and two
electric switches which are a part of the device. Switches connected into the
annunciator circuit of the turbine control panel operate an annunciator drop and
audible alarm if the liquid level rises above, or falls below the levels shown on
the Schematic Piping Diagram. The oil level gauge will indicate "F" (full) or
"E" (empty) before the alarm is given.
Temperature readings of the lube oil feed header are taken from the thermome-
ter installed in the header. There is also a thermocouple in the bearing. Bearing
oil drain temperatures are measured by thermocouples in the drains. Dia-
phragm-operated regulating valve VPR-2 set at 1.72 bar g, installed before the
lube fluid heat exchanger, maintains design pressure. Capacity of the system
including tank, piping and system components is approximately 2490 US gal.
12.3.1 Drains
The drain points of the lube oil system are shown on the Schematic Piping Dia-
gram, contained in the “Reference Drawings and Special Tools” Volume.
12.3.2 Flow sights
Flow sights are present in the bearing and coupling drains to allow visual
check of the oil flow. Check the oil flow when the lube oil pumps are started
prior to every turbine startup.
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12.4 LUBE OIL PUMPS
The lubrication system uses three lube oil pumps:
a. The main lube supply pump PL-1 is a positive displacement type pump
and driven by a steam turbine (PT-120B).
b. The auxiliary (cooldown) lube supply pump PL-2 driven by a vertical

A.C. motor.
c. The emergency lube supply pump PL-3 driven by a vertical D.C. motor.
Both the auxiliary and emergency pumps are mounted on the oil tank cover.
The output of each one of the pumps at rated speed together with motor ratings
are included in the Device Summary of this manual. Functional information
concerning the pumps is included in the following paragraphs.
12.4.1 Main Lube Oil Pump (Steam Turbine Driven)
The main lube oil pump is a positive displacement pump; it is driven by a

steam turbine. One backpressure valve VPR-2 limits the output of this pump to
the lube oil system. The pressure setting of VPR-2 is given on the Device
Summary. Further information on the pump is included in the "Auxiliary
Equipment and Instrumentation Publication" volume.
12.4.2 Auxiliary Lube Oil Pump (AC Motor Driven)
The auxiliary centrifugal lube pump provides pressure during the starting and
stopping sequences of the gas turbine, when the main pump cannot supply suf-
ficient pressure for safe operation.
When ac power is available during the turbine starting and stopping sequences,
system lube pressure is supplied by the auxiliary supply pump driven by A.C.
motor 88QA-2 during the time that the main shaft-driven pump is at a speed
insufficient to develop operating pressure.
At turbine startup, the ac pump starts automatically when the master control
switch on the turbine control panel is turned to the START position. It contin-
ues to operate until the turbine reaches approximately 95 percent of operational
07-08-E 284.6653 P. 12-4

speed. At this point, the pump shuts down and system pressure is supplied by
the shaft-driven, main lube pump.
On turbine shutdown, the A.C. motor-driven auxiliary pump starts after the
14HSX relay contact drops out. This occurs when turbine speed drops to a
value of between 75 and 90 percent of operational speed. The pump continues
to operate throughout the shutdown and cooldown period and runs until the op-
erator transmits a second stop signal by turning the master control switch on
the turbine control panel to the STOP position, a second time.
Low lube oil pressure transmitters control the auxiliary lube oil pump. These
pressure transmitters also signal alarm conditions in addition to the start func-
tion. Start signals from this transmitters cause the auxiliary lube oil pump to
run under low lube oil pressure conditions as happens during startup or shut-
down of the gas turbine. At this time, the main pump, driven by the accessory
gear, does not supply sufficient pressure.
During the turbine starting sequence, the auxiliary lube oil pump starts on re-
ceiving the start signal. The control circuit is operated through the normally
closed contacts of the pressure transmitters.
The pump will run until the turbine reaches operating speed, even though the
lube oil header is at rated pressure and the pressure transmitters contacts has
opened. If operating speed is reached and proper lube oil pressure is not estab-
lished in the system, the pump will continue to run (through the contacts of the
complete sequence check relay).
When the turbine shutdown sequence is on and the control system timer is on
as well, pressure transmitters will signal the auxiliary pump to start running.
This happens when the lube oil header pressure falls to the point at which the
contacts of the switch or of the transmitter are set to close. The pump will con-
tinue to run (if A.C. power is available) throughout the cool down period, dur-
ing which time the control system timer will be in charge of operation.
12.4.3 Emergency Lube Oil Pump (DC Motor Driven)
The emergency centrifugal lube oil pump intervenes to supply lube oil to the
main bearing header during an emergency shutdown, in the event that the aux-
iliary pump has been forced out of service or is unable to maintain adequate
lube oil pressure.
07-08-E 284.6653 P. 12-5

The emergency pump is used only during turbine shutdown, since the pump
size and the drive motor are incapable of supplying adequate lube oil for nor-
mal turbine operation.
If A.C. power is not available during the turbine starting and stopping se-
quences, system lube fluid pressure is supplied by the emergency lube supply
pump driven by a D.C. motor 88QE energized by a pressure switch. The
pump operates until the turbine reaches approximately 40 percent speed. It will
continue to operate after 40 percent speed is reached if the system pres-
sure has not reached the pressure setting of the pressure switch.
The emergency lube pump supplies lube fluid to the main bearing header dur-
ing an emergency shutdown in the event that the auxiliary pump has been
forced out of service, or is unable to maintain adequate lube pressure.
This pump is started automatically by the action of pressure transmitters

96QA-1, whenever the lube oil pressure in the main bearing header falls below
the pressure setting. If the main or auxiliary lube oil pumps should resume op-
eration, the emergency pump will be stopped (automatically) by pressure
transmitters, when the lube oil header pressure exceeds the setting of the
switch. Should the auxiliary pump fail during the shutdown sequence because
of an A.C. power failure or any other cause, the emergency lube oil pump will
be started automatically by action of the low lube oil pressure pressure trans-
mitters. The emergency lube oil pump will continue to run until the high-
pressure shaft comes to rest. The emergency pump will then be controlled by
the control system timer and operated through a cool down period.
The emergency pump can be tested for correct start, independent of the relating
control pressure switches, while the lube oil system is operating normally on
the main or auxiliary pump.
12.4.3.1 Cool down Period
On units with automatic control, the control circuits are arranged so that the
A.C. auxiliary lube oil pump will automatically continue operation after tur-
bine shutdown for a ten-hour cool down period. If A.C. power is not available
after shutdown, the D.C. emergency lube oil pump will operate automatically,
cycling 30 seconds on and 3 minutes off, until a time of 100 minutes on has
been accumulated (total cycle time of ten hours).
07-08-E 284.6653 P. 12-6

12.5 VALVES
This system uses various types of valves that regulate pressure and control the
flow of lube oil. Please refer to the “Instrument List- Reference Drawings and
Special Tools”, which reports the valve symbols, settings and descriptions.
12.5.1 Check valves
Check valves are present in the discharge piping from each of the lube oil
pumps. They are also installed in the discharge piping of auxiliary and emer-
gency pumps to prevent lube oil from being circulated back to the oil tank
through the standby centrifugal pump
The check valve mounted in the discharge piping of the main shaft-driven gear
pump prevents loss of auxiliary pump pressure to the lube oil system in case of
gear pump failure. The gear pump check valve also contains an orifice, which
regulates the flow of lubricating oil to the pump gears during the cranking se-
quence, when the lube oil pressure is being supplied by the auxiliary pump.
12.5.2 Test valve - low lube oil pressure - auxiliary pump start
A test valve, mounted on the gauge cabinet, serves to test the automatic startup
of the auxiliary lube oil pump through the signals generated by the low lube oil
alarm/pump start pressure s transmitters while the unit is operating normally on
the main lube oil pump. By opening the test valve, lube oil pressure falls to the
setting of the pressure switch and the auxiliary lube oil pump should start. The
annunciator should indicate a condition of ”Auxiliary Lube Oil Pump Run-
ning”. When closing the test valve, the pump continues to run (through the
contacts of the complete sequence check relay) until manual shutdown. After
completing this test, reset the annunciator.
12.5.3 Test valve - low lube oil pressure/emergency pump start
A test valve, mounted on the gauge cabinet, serves to check automatic startup
of the emergency lube oil pump by pressure transmitters (start the pump),
which signal a bearing header alarm. It is possible to run this test while the unit
is operating normally on the main lube oil pump or when the turbine is operat-
07-08-E 284.6653 P. 12-7

ing or shut down and the auxiliary AC pump is supplying pressure to the lube
oil system.
The pressure transmitters with bleed valves are installed after an orifice in the
pressure transmitter a piping connected with the bearing lube oil header.
The gauge provides a means of checking the pressure points at which the
switches operate to indicate a condition of low lubricating fluid pressure on the
C.R.T. and to start the emergency lube supply pump. If the pressure is indi-
cated on setting of relative switch, a condition of low lubricant pressure is indi-
cated on the C.R.T.. Further opening of the test valve will reduce pressure in
the test line to the pressure setting of the switch which starts the emergency
lube pump. A Signal drop indicates either a low pressure condition or that the
emergency lube supply pump is running. A low lubricating fluid pressure indi-
cation should occur before the pump begins operating.
When the test valve is closed and the lube pressure returns to normal, the
emergency lube supply pump should stop as a result of restoration of pressure
on the switch.
A check valve is placed in the discharge piping of the auxiliary and emergency
lube pumps to prevent fluid from being circulated to the oil tank through these
centrifugal pumps when the main pump is operating.
) NOTE
WHEN TESTS ARE COMPLETED, THE C.R.T. SHOULD BE RESET.
12.5.4 Regulating valve VPR-2 - lube oil header pressure regulation
A diaphragm-operated regulating valve VPR-2 maintains the lube oil pressure

in the main oil header at approximately 1.72 Bar g. This valve is installed in
the lube oil discharge line from the oil filters, downstream of the test orifice.
The valve diaphragm, connected with the lube header, actuates the valve as re-
quired to maintain the specified system pressure level.
07-08-E 284.6653 P. 12-8

A bypass orifice is also present in the body of regulating valve VPR-2, to per-
mit limited valve travel and damped regulatory control. Moreover, it ensures
oil flow to the header in the event of malfunction and closure of the VPR-2
valve.
12.6 LUBE OIL TEMPERATURE CONTROL
12.6.1 Standby heaters
During standby periods, immersion heaters, installed in the oil tank, maintain
the lubricant at the proper viscosity for turbine startup.
Temperature switches switch off the heaters (for setting values, refer to the In-
strument List in volume "Reference Drawings and Special Tools”).
The A.C. motor driven auxiliary lube oil pump always operates during standby
heating periods to circulate the oil in the system. The heater control circuitry is
shown on the MK VI "Sequencing Diagram", supplied beforehand, and tem-
perature control settings are noted in the Instrument List included in the “Ref-
erence Drawings and Special Tools”.
12.7 OIL FILTERS
12.7.1 Main Oil Filter
A 12-micron, absolute inorganic fiber filter installed in the lube system just af-
ter the lube oil cooler, filtrates all lube oil. Two (dual) filters with a transfer
valve, installed between the filters, direct the oil flow through either filter and
into the lube oil header.
Dual filters are arranged side by side in the tank. They are connected with the
pump discharge header through a manual transfer valve. Only one filter at a
time is in service; thus, it is possible to clean, inspect and service the second
one without interrupting oil flow or shutting down the gas turbine.
07-08-E 284.6653 P. 12-9

By means of the manually operated, worm-driven transfer valve, you can put
into service one filter and you can take out the second one, without interrupting
the oil flow to the main lube oil header.
It would be advisable to change filters before the differential pressure gauge

indicates a differential pressure of "24 PSI"; differential pressure switch 96QQ-
1 provide an alarm.
The transfer of operation from one filter to the other should be accomplished as
follows:
1. Open the filler valve and fill the stand-by filter until a solid oil flow can be
seen in the flow sight in the filter vent pipe. This will indicate a "filled"
condition.
2. Operate the transfer valve with a wrench to bring the stand-by filter into ser-
vice.
3. Close the filler valve
Filter elements should be changed when differential pressure drops to valve of

1.3 bar.
07-08-E 284.6653 P. 12-10

12.8 PRESSURE AND TEMPERATURE PROTECTIVE DEVICES
12.8.1 Oil Pressure
Pressure transmitters, detect low lubricating fluid pressure. They respond when
the line pressure drops to a specified value. Pressure transmitters, installed in
the lubricant header piping. Will generate an alarm and start the auxiliary
pump or initiate a trip with two out of three logic if the lubricant pressure drops
below its predetermined setting.
12.8.2 Oil Temperature
Temperature switches are installed in the lubricating fluid header piping. They
generate an alarm and start the lube oil cooler auxiliary fan or initiate a trip
with two out of three logic if the temperature of the lubricant to the bearings
exceed the preset limit.
12.8.3 Oil level gauge and alarm
Displacer type liquid level switches are mounted on the lube oil reservoir. Re-
fer to the Instrument list for the maximum and minimum lube oil levels. If the
lube oil level falls below a minimum set point or rises above a maximum set
point, an alarm will occur.
A reflex type level gauge is mounted on the side of the reservoir for local level
indication.
07-08-E 284.6653 P. 12-11

12.9 HYDROCARBON BASE LUBRICATING OIL RECOMMENDATIONS

FOR GAS TURBINE (SOM 17366/4)
07-08-E 284.6653 P. 12-12

12.10 LUBE OIL COOLER(S)
The lube oil flowing to the turbine lube oil header and to the driven machines
must have a temperature that guarantees its correct viscosity.
For this purpose, the lube oil system includes a water/oil cooler or an air/oil
cooler.
The lube oil is sent to the cooler installed downstream of the pump and
upstream of the lube oil filters.
The water/oil cooler may have either one or two bodies arranged in parallel
and utilizing a continuous flow transfer valve. This feature permits either
cooler to be cut out of service for inspection or maintenance without interrupt-
ing oil flow to the machines. The air/oil cooler is a finned tube heat exchanger
provided with electric motor driven fans.
12.10.1 Temperature regulating valve (VTR-1)
A temperature regulating valve (VTR-1) controls the lube oil flow through the
off-base cooling unit. This valve is installed in the feed line to the cooling
unit. Valve actuation is controlled by lube oil header temperature to maintain
the lube oil temperature at a predetermined value.
During turbine start-up, this valve allows all oil to by-pass the cooler.
07-08-E 284.6653 P. 12-13

Fig. 12-1 - Schematic Diagram Lube Oil System Auxiliary Base

(SOM 5081544/1 – Sh. 3/4)
07-08-E 284.6653 P. 12-14

Fig. 12-2 - Schematic Diagram Lube Oil System

(SOM 5081544/1 – Sh. 4/5)
07-08-E 284.6653 P. 12-15

Fig. 12-3 - Schematic Diagram Oil Water Cooler

(SOM 5081544/1 – Sh. 5/6)
07-08-E 284.6653 P. 12-16

Cooling and Sealing Air System Section 13
COOLING & SEALING AIR SYSTEM
CONTENTS SECT
GENERAL 13.1
07-08-E 284.6653 P. 1-1

13. COOLING AND SEALING AIR SYSTEM
13.1 GENERAL
Air obtained from the gas turbines axial-flow compressor is used for cooling
the various parts of the turbine section and for pressurizing the bearing oil seals
in the gas turbine. This cooling and sealing air provides air flow to certain in-
ternal and external turbine parts to prevent excessive temperature buildup in
these parts during normal operation and for sealing the turbine bearings.
The parts of the turbine section which are cooled by air consist of: the first and
second-stage turbine wheel forward and aft faces, the first and second-stage
nozzles, the turbine shell, and support struts. The combustion chamber liners,
transition pieces, and the combustion casing, are designed to utilize compressor
discharge air for effective cooling of these parts.
Cooling and sealing air system is represented in Fig. 13-1.
Air obtained from the axial-flow compressor used in the turbine cooling and
bearing sealing functions includes fourth and tenth-stage extraction air, com-
pressor high-pressure seal leakage air, and compressor discharge air.
13.2.1 Fourth-Stage Extraction Air
Fourth-stage air is piped externally through orifices through the turbine shell
and support struts to the aft surface of the second-stage wheel. This air cools
the portion of the shell surrounding the first and second-stage nozzles and tur-
bine wheels and also cools the support struts which are in the hot gas exhaust
stream.
07-08-E 284.6653 P. 13-1

13.2.2 Tenth-Stage Extraction Air
Tenth-stage air is piped externally through the compressor bleed valves,

VAB-2 and –VA2-2, to the exhaust plenum. Limit switches 33CB-1 and -2 are
provided on each valve to give an indication of valve position.
Tenth-stage air is also fed through the second-stage nozzle partitions for cool-
ing the shaft surface of the first-stage turbine wheel, and the forward surface of
the second-stage turbine wheel.
A portion of the tenth-stage air is used at the number one and the number two
bearing assemblies to provide an air pressure seal for bearing lube oil. Before
the sealing air is piped to these bearing areas, it is first routed through a cen-
trifugal dirt separator which removes foreign matter injurious to the bearings.
Cleaning of the separator is accomplished by a continuous blow-down orifice.
13.2.3 Compressor High Pressure Seal Leakage Air
Compressor high pressure seal leakage air is channeled internally to the for-
ward surface of the first-stage turbine wheel. This air flow provides a source of
cooling air for the first-stage wheel and is exited into the exhaust hot gas path.
13.2.4 Compressor Discharge Air
Compressor discharge air is directed internally through the partitions of the

first-stage nozzle as cooling air, and exits through bleed holes located in the
trailing edge of the partitions into the exhaust hot gas path. This air is also
piped externally through a filter and air control solenoid valve 20CB-1 to the
actuating pistons of the bleed valves.
At turbine startup valve 20CB-1, which is deenergized, prevents the compres-

sor discharge air from actuating the pistons of the compressor bleed valves; the
bleed valves are open, and tenth-stage air is vented to the exhaust plenum (and
aid in the elimination of compressor surge).
When the generator breaker is closed, a signal from the control system ener-
gizes valve 20CB-1. Compressor discharge air is then routed to the bleed valve
actuators to close the valves and stop compressor bleed to the exhaust plenum.
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When gas turbines burn oil as a fuel, they utilize compressor discharge air to
activate the control piston of the false start drain valve in the fuel oil system.
The turbines also require atomizing of the fuel oil and use compressor dis-
charge air as the source of atomizing air. An auxiliary air compressor, driven
by the turbine starting device, supplies the atomizing air supply during startup
when the turbine speed level is low and the main pump, driven by the acces-
sory gear, cannot supply the required air.
Pressure transmitter provide a compressor discharge feedback signal utilized

by the turbine control system.
07-08-E 284.6653 P. 13-3

Fig. 13-1 - Schematic Diagram Cooling & Sealing Air System

(SOM 5081544/1 – Sh. 8/9)
07-08-E 284.6653 P. 13-4

Fire Protection System Section 14
FIRE PROTECTION SYSTEM
CONTENTS SECT
GENERAL INFORMATION 14.1
SYSTEM OPERATION 14.3
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14. FIRE PROTECTION SYSTEM
14.1 GENERAL INFORMATION
The carbon dioxide fire protection system used for the gas turbine unit extin-
guishes fires by reducing the oxygen content of the air in the compartment
from an atmospheric normal of 2l% to below the level necessary to support
combustion (normally 15%). To reduce the oxygen content, a quantity of car-
bon dioxide (CO2) equal to or greater than 34% of the compartment volume is
discharged into the compartment in one minute and, recognizing the reflash po-
tential of combustibles exposed to high temperature metal, an extended dis-
charge is provided to maintain an extinguishing concentration for a prolonged
period to minimize potential reflash conditions. The fire protection system de-
sign conforms to the requirements specified in NFPA Pamphlet 12- Standard
on Carbon Dioxide Extinguishing Systems.
The fire protection system is comprised of a distribution system of piping for

the delivery of CO2 from a bank of high-pressure cylinders to the required gas
turbine compartments in the event of a fire. This bank of high-pressure cylin-
ders is located on an Off-Base skid and maintains saturated liquid carbon diox-
ide at a storage pressure of 750 psig (5171 kPa) at 70°F (21.1°C).
The fire protection system control panel is mounted in the Off-Base cabinet,
where the CO2 high-pressure cylinders are located. The interconnecting field
piping, which is usually supplied by the installer, delivers the CO2 from the
turbine control room to the gas turbine compartments, where it connects to the
piping that distributes the CO2 into the compartments through nozzle orifices.
Two separate distribution systems are used: an initial discharge and an ex-
tended discharge. Within a few seconds after actuation, sufficient CO2 flows
from the initial discharge system into the gas turbine compartments to rapidity
build up an extinguishing concentration (normally 34%). A CO2 concentration
(usually 30%) is then maintained by the gradual addition of more CO2 from the
extended discharge system compensating for compartment leakage. Carbon di-
oxide flow rate is controlled by the size of the orifices in the discharge nozzles
in each compartment for both the initial and extended discharge systems. The
orifices for the initial discharge system permit a rapid discharge of CO2 to
quickly build up an extinguishing concentration.
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Orifices for the extended discharge system are smaller and permit a relatively
slow discharge rate to maintain an extinguishing concentration over a pro-
longed period of time (based on the turbine frame size’s emergency roll down
and cool down periods) to minimize the likelihood of a fire re-igniting.
) NOTE
IF THE CARBON DIOXIDE SYSTEM IS TO BE EFFECTIVE, THE COMPARTMENT

PANELS MUST BE IN PLACE AND THE COMPARTMENT DOORS CLOSED. THERE IS
SUFFICIENT CO2 IN THE SYSTEM TO COMPENSATE FOR LEAKAGE THROUGH
VENTILATION OPENINGS, WHICH ARE CLOSED BY GRAVITY DAMPERS, OR CO2
PRESSURE OPERATED DAMPERS (WHICH MUST BE MANUALLY RESET) AND UN-
AVOIDABLE CRACKS IN THE PACKAGE LAGGING. THERE IS NOT ENOUGH TO
ALLOW FOR UNCONTROLLED ESCAPE OF CO2 THROUGH OPEN PANELS OR
DOORS.
! WARNING
CARBON DIOXIDE, IN A CONCENTRATION SUFFICIENT TO EXTINGUISH

FIRE, CREATES AN ATMOSPHERE THAT WILL NOT SUPPORT LIFE. IT IS EX-
TREMELY HAZARDOUS TO ENTER THE COMPARTMENTS AFTER THE CO2
SYSTEM HAS BEEN DISCHARGED. ANYONE RENDERED UNCONSCIOUS BY
CO2 SHOULD BE RESCUED AS QUICKLY AS POSSIBLE AND REVIVED
IMRNEDIATELY WITH ARTIFICIAL RESPIRATION. THE EXTENT AND TYPE
OF SAFEGUARDS AND PERSONNEL WARNINGS THAT MAY BE NECESSARY
RNUST BE DESIGNED TO MEET THE PARTICULAR REQUIREMENTS OF EACH
SITUATION. IT IS RECOMMENDED THAT PERSONNEL BE ADEQUATELY
TRAINED AS TO THE PROPER ACTION TO TAKE IN CASE OFSUCH AN EMER-
GENCY.
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14.3 SYSTEM OPERATION
To gain a better understanding of the fire protection system, a brief description

of its operation and distinctive features is provided in the following paragraphs.
The System Schematic Diagram is represented in Fig. 14-1.
) NOTE
THIS UNIT HAS ONE ZONE OF FIRE PROTECTION, CONSISTING OF AN INITIAL

AND AN EXTENDED DISCHARGE.
Pilot-operated selector valves located in the CO2 discharge manifold are

opened when the solenoid valves are energized. The solenoids are automati-
cally actuated by an electric signal from heat-sensitive fire detectors which are
strategically located in the various compartments of the gas turbine unit. Initial
Discharge Pilot Valve Assemblies, when actuated, will pressurize all remain-
ing pressure operated discharge heads on both the Initial and Extended Dis-
charge cylinders.
Should a fire occur in one of the protected turbine compartments, the contacts
of one of the heat-sensitive six detectors 45FT-1, 45FT-2, 45FT-3, 45FT-4 for
Turbine will dose and complete an electrical circuit that energizes and opens
solenoid valves 45CR-1 and 45CR-2. Actuation of these valves allows CO2 to
flow from the bank of high-pressure cylinders into the initial and extended dis-
charge of the piping distribution system and into the different comprised com-
partments of the Unit.
Carbon dioxide flow rate is controlled by the size of the orifices in the dis-
charge nozzles in each compartment for both the initial and extended discharge
systems. The orifices for the initial discharge system permit a rapid discharge
of CO2 to quickly build up an extinguishing concentration. Orifices for the ex-
tended discharge system are smaller and permit a relatively slow discharge rate
to maintain an extinguishing concentration over a prolonged period of time. By
maintaining the extinguishing concentration the likelihood of a fire reigniting
is minimized.
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Manual release switches mounted on the enclosure external walls of the pro-
tected zones for remote lockout of CO2 discharge. These devices are equipped
with a pin, which must be pulled before the push button can be depressed to ac-
tivate the system and discharge the CO2. Actuation of the system, either auto-
matically or manually, will trip the turbine to shut off, shut down the ventila-
tion system, and cause the discharge of CO2.
For installation, inspection, and maintenance of the fire protection system, re-
fer to the vendor instructions.
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g GEPS Oil & Gas Nuovo Pignone
Fig. 14-1 - Fire Detection and Fire Fighting System Schematic Diagram
(SOM 5081544/1 – Sh. 10/11)
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Ventilation System Section 15
VENTILATION SYSTEM
CONTENTS SECT
GENERAL 15.1
GAS DETECTION SYSTEM 15.2
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15. VENTILATION SYSTEM
15.1 GENERAL
The air inlet system consists of an elevated air inlet compartment and inlet ducting
with silencing provisions connected to the turbine inlet plenum. This system com-
bines the function of filtering and silencing the inlet air with the function of di-
recting air into the gas generator.
Inlet air enters the inlet compartment and flows through the parallel overhead
ducting, with built-in acoustic silencers and thrash screens to the inlet plenum and
then into gas generator.
The inlet compartment of Filter House an all-weather enclosure, is located on a

raised support structure, removed from the gas turbine. The air inlet ductwork
connects Filter House to the inlet plenum. It includes a silencer section and an ex-
pansion joint.
Silencing is provided by the use of horizontal baffles, consisting of acoustically

perforated sheets of encapsulated low-density insulating material. The horizontal
parallel baffles design are specifically tuned to eliminate the fundamental com-
pressor tone as well as attenuating the noise of other frequencies.
The Filter House is located off base and connects to the inlet ducting. This filter is
a high velocity type.
The filtration unit is required to provide adequate protection for the turbine unit
against the environmental conditions existing at the turbine site. To ensure that
this protection is maintained, proper filtration maintenance is required.
The exhaust duct has a circular section insulated to avoid the heat dissipation. The
silencer operates in horizontal position and is supported from the upper side.
The accessory, turbine and load coupling compartments are pressurized and
cooled by ventilation fans (FNVF-1/2) installed in the pressurized and cooled
ventilation ducting after the inlet filter compartment.
The ventilation system consists of two separate fans driven by their respective
motors (88BA-1/2); one fan provides ventilating air during normal turbine opera-
tion. The other operates as a stand-by fan and starts when, for any reason, the
temperature inside the turbine compartment increases and reaches the set point of
the RTD. For more details, please refer to Figures 15-1.
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The ventilating air exits from the turbine and coupling compartments through the
upper opening of each compartment.
Two types of dampers are foreseen for the safety of the ventilation system:
a) gravity dampers, positioned in the filter chamber, held open by the fans of
the ventilation system;
b) manual dampers, positioned on the inlet/outlet ducts of the ventilation sys-

tem; they are closed automatically by the fire fighting system, by the pres-
sure of the CO2 discharge.
15.2 GAS DETECTION SYSTEM
Two gas detectors are provided on the Gas Turbine.

These are located inside the turbine compartment.
Two set points are provided on each gas detector (set on the control of each gas
detector, located on the UCP), one for 30% LEL (alarm indication on Mark VI
CRT ) and one for 60% of LEL (trip executed by Mark VI panel).
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Fig. 15-1 - Schematic Diagram Ventilation and Gas Detection System

(SOM 5081544/1 – Sh. 11/12)
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Operation Section 16
OPERATION
CONTENTS SECT
OPERATOR RESPONSIBILITY 16.1
GENERAL OPERATING PRECAUTIONS 16.2
PREPARATIONS FOR NORMAL LOAD OPERATION 16.3
CHECKS PRIOR TO OPERATION 16.4
CHECKS DURING START UP AND INITIAL OPERATION 16.5
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16. OPERATION
16.1 OPERATOR RESPONSIBILITY
It is essential that the turbine operators be familiar with: the information contained
in the following operation text, the Control Specification drawing (consult the
Control System Settings drawing for the index of Control Specification drawings),
the Piping Schematic drawings including the Instrument List, the SPEEDTRONIC
Elementary, the location and use of SPEEDTRONIC panel mounted indicators
and devices.
The operator must also be aware of the power plant devices which are tied into the
gas turbine mechanically and electrically and could affect normal operation.
No starts should be attempted whether on a new turbine of a newly overhauled
turbine until the following conditions have been met:
1. Requirements listed under CHECKS PRIOR TO OPERATION have been

met.
2. Functionally check the control systems for proper operation before re-
starting.
3. All GENERAL OPERATING PRECAUTIONS have been noted.
It is extremely important that gas turbine operators establish proper operating

practices. We emphasize adherence to the following:
1. Respond to Annunciator Indicators - Investigate and correct the cause of the

abnormal condition. This is particularly true for the protection systems, such
as low oil pressure, overtemperature, vibration, over-speed etc.
2. Check of Control Systems - After any type of control maintenance is

completed, whether repair or replacement of parts, functionally check con-
trol systems for proper operation. This should be done prior to re-start of the
turbine. It should not be assumed that reassembly, "as taken apart" is ade-
quate without the functional test.
3. Monitor Exhaust Temperature During All Phases of Startup - The operator

is alerted to the following:
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! WARNING
OVERTEMPERATURE CAN DAMAGE THE TURBINE HOT GAS PATH PARTS.
Monitor exhaust temperature for proper control upon first startup and after any
turbine maintenance is performed. Trip the turbine if the exhaust temperature ex-
ceeds the normal trip level, or increases at an unusual rate. A particularly critical
period for overtemperature damage to occur is during the startup phase before the
turbine reaches governing speed. At this time air flow is low and the turbine is
unable to accelerate away from excess fuel.
16.2 GENERAL OPERATING PRECAUTIONS
16.2.1 Temperature Limits
Refer to the Control Specifications for actual exhaust temperature control settings.
It is important to define a "baseline value" of exhaust temperature spread with

which to compare future data. This baseline data is established during steady state
operation after each of the following conditions:
a. Initial startup of unit

b. Before and after a planned shutdown
c. Before and after planned maintenance
An important point regarding the evaluation of exhaust temperature spreads is not

necessarily the magnitude of the spread, but the change in spread over a period of
time. The accurate recording and plotting of exhaust temperatures daily can indi-
cate a developing problem. On the MS5001 units, an average spread of 45°F ±
35°F is expected. If exhaust temperature spread exceeds 80°F or a 35°F change
from the baseline data, corrective action should be taken.
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The following turbine wheelspace temperatures indicate the absolute maximum

values permissible during operation:
First Stage Forward Alarm (°C) Trip (°C)

TT-WS1FO-2-3 427 457
TT-WS1AO-2-3 427 457
First Stage Afterward
TT-WS1AO-2 427 457
TT-WS1AO-3 427 457
Second Stage Forward
TT-WS2FO-2-3 427 457
TT-WS2AO-1-2 427 457
Second Stage Afterward
TT-WS2AO-2 427 457
TT-WS2AO-3 427 457
The thermocouples, identified together with their nomenclature, are on the In-
strument List. The wheelspace temperature readings should be the average read-
ing of at least two thermocouples which are located nearly diametrically opposite
each other in the wheelspace. If there is a good reason to doubt the reading of a
thermocouple, the reading should be rejected. A reading from another thermocou-
ple should be taken (if more than two thermocouples are installed). The faulty
thermocouple should be replaced at the earliest convenience.
When the average temperature in any wheelspace is higher then the temperature
limit set forth in the table, it is an indication of trouble. High wheelspace tempera-
ture may be caused by any of the following faults:
1. Restriction in cooling air lines

2. Wear of turbine seals
3. Excessive distortion of the turbine stator
4. Improper positioning of thermocouple
5. Malfunctioning combustion system
6. Leakage in external piping
7. Excessive distortion of exhaust inner diffuser
Check wheelspace temperatures very closely on initial startup. If consistently

high, and a check of the external cooling air circuits reveals nothing, it is permis-
sible to increase the size of the cooling air orifices slightly. Consult with a Nuovo
Pignone field representative and obtain his recommendations as to the size that an
orifice should be increased.
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After a turbine overhaul, all orifices should be changed back to their original size,
assuming that all turbine clearances are returned to normal and all leakage paths
are corrected.
! WARNING
WHEELSPACE TEMPERATURES ARE READ ON THE TURBINE CONTROL

PANEL CRT. TEMPERATURES IN EXCESS OF THE MAXIMUM ARE POTEN-
TIALLY HARMFUL TO TURBINE HOT-GAS-PATH PARTS OVER A PRO-
LONGED PERIOD OF TIME. EXCESSIVE TEMPERATURES ARE ANNUNCI-
ATED BUT WILL NOT CAUSE THE TURBINE TO TRIP. HIGH WHEELSPACE
TEMPERATURE READINGS MUST BE REPORTED TO THE NUOVO PIG-
NONE TECHNICAL REPRESENTATIVE AS SOON AS POSSIBLE.
16.2.2 Pressure Limits
Refer to the Instrument List for actual pressure switch settings. Lube oil pressure
in the bearing feed header is a nominal value of 1.7 barg (25 psig). The turbine
will trip at 0.96 barg (14 psig). Pressure variations between these values will re-
sult from entrapped particulate matter within the lube oil filtering system.
16.2.3 Vibration Limits
The maximum overall vibration velocity of the gas turbine should never exceed
1.0 inch per second in either the vertical or horizontal direction. Corrective action
should be initiated when the vibration levels exceed 0.5 inch per second as indi-
cated on the SPEEDTRONIC panel CRT.
If doubt exists regarding the accuracy of the reading or if more accurate and spe-
cific vibration readings are desired a vibration check is recommended using vibra-
tion test equipment. If a displacement meter is used for taking the vibration read-
ings, use Vibration Analysis Form GL-139 to find the velocity component of the
readings taken at a given speed (or frequency).
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16.2.4 Load Limit
The maximum load capability of the gas turbine is given in the control specifica-
tion.
Overloading of Gas Turbine - Facts Involved and Policy
It is Nuovo Pignone practice to design and build into gas turbines margins of
safety to permit meeting the contract commitments and to secure long life and
trouble-free operation.
So that maximum trouble-free operation can be secured, Nuovo Pignone designs

into these machines more than ample margins on turbine bucket thermal and dy-
namic stresses, compressor and turbine wheel stresses, generator ventilation, cool-
ers, etc. As a result, these machines are designed somewhat better than strictly
necessary, but Nuovo Pignone believes that such margins of design are required,
considering the great importance of reliability of these turbines to our customers
and to the electrical industry.
It cannot be said, therefore, that these machines cannot be safely operated beyond
the load limits. Such operation, however, always encroaches upon the design mar-
gins of the machines with a consequent reduction in reliability and increased
maintenance. Accordingly, any malfunction that occurs as a result of operation
beyond contract limits cannot be the responsibility of the Nuovo Pignone.
The fact that a generator operates at temperature rises below the Standards does
not mean that it can be properly run with full safety up to these values by over-
loading beyond the nameplate rating. These standards were primarily set up for
the protection of insulation from thermal deterioration on small machines.
The imbedded temperature detectors of the stator register a lower temperature
than the copper because of the temperature drop through the insulation from the
copper to the outside of the insulation, where the temperature detectors are lo-
cated. There are also conditions of conductor expansion, insulation stress, etc.,
which impose limitations. These factors have been anticipated in the "Vee" curves
and reactive capability curves which indicate recommended values consistent with
good operating practice.
The "Vee" curves and reactive capability curves form part of the operating in-
structions for the generator and it is considered unwise to exceed the values given.
The gas turbine-generator sets may require gearing between the gas turbine and
the generator.
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Where a reduction (or speed-increasing) gear is required between the gas turbine
and generator, the gear is rated at the maximum capability of the gas turbine, or
the maximum kVA capability of the generator, whichever is less. If the gas-
turbine generator set is operated beyond the maximum rating of the gear, the gear
will also be overloaded with corresponding increased maintenance and reduced
length of life.
The gas turbines are designed mechanically so that within prescribed limits ad-
vantage can be taken of the increased capability over nameplate rating, which is
available at lower ambient temperatures, (because of increased air density), with-
out exceeding the maximum allowable turbine inlet temperature.
When the ambient temperature is lower than that at which the load limit of the gas
turbine is reached, the load must not be permitted to exceed that limit.
Under these conditions, the gas turbine will operate at this load with a lower tur-
bine inlet temperature and the design stresses on the load coupling and turbine
shaft will not be exceeded.
If the turbine is overloaded so that the turbine exhaust temperature schedule is not
followed for reasons of malfunctioning or improper setting of the exhaust tem-
perature control system, the maximum allowable turbine inlet temperature or the
maximum allowable exhaust temperature, or both, will be exceeded and will re-
sult in a corresponding increase in maintenance and, in extreme cases, might re-
sult in failure of the turbine parts.
The exhaust temperature control system senses the turbine exhaust temperature
and introduces proper bias to limit the fuel flow so that neither the maximum al-
lowable turbine inlet temperature nor the maximum allowable turbine exhaust
temperature is exceeded.
16.2.5 Fire Protection System Operating Precautions
The fire protection system, when actuated, will cause several functions to occur in
addition to actuating the media discharge system. The turbine will trip, an audible
alarm will sound, and the alarm message will be displayed on the CRT. The venti-
lation openings in the compartments will close, by a pressure-operated latch and
the damper in the turbine shell cooling discharge will be actuated.
The annunciator audible alarm may be silenced by actuating the alarm SILENCE
switch. The alarm message can be cleared from the ALARM list on the CRT after
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the ACKNOWLEDGE DISPLAY FUNCTION switch and the ALARM RESET

switch are actuated only after the situation causing the alarm has been corrected.
The fire protection system must be replenished and reset before it can automati-
cally react to another fire. Reset must be made after each activation of the fire
protection system which includes an initial discharge followed by an extended
discharge period of the fire protection media.
Fire protection system reset is accomplished by resetting the pressure switch lo-
cated on the fire protection system.
Ventilation dampers, automatically closed by a signal received from the fire pro-
tection system, must be reopened manually in all compartments before restarting
the turbine.
! WARNING
FAILURE TO REOPEN COMPARTMENT VENTILATION DAMPERS WILL SE-

VERELY SHORTEN THE SERVICE LIFE OF MAJOR ACCESSORY EQUIP-
MENT.
Failure to reopen the load coupling compartment dampers will materially reduce
the performance of the generator.
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16.2.6 Combustion System Operating Precautions
! WARNING
SUDDEN EMISSION OF BLACK SMOKE MAY INDICATE A POSSIBILITY OF

OUTER CASING FAILURE OR OTHER SERIOUS COMBUSTION PROBLEMS. IN
SUCH AN EVENT.
A. IMMEDIATELY SHUTDOWN THE TURBINE.

B. ALLOW NO PERSONNEL INSIDE THE TURBINE COMPARTMENT UN-
TIL TURBINE IS SHUTDOWN.
C. CAUTION ALL PERSONNEL AGAINST STANDING IN FRONT OF ACCESS
DOOR OPENINGS INTO PRESSURIZED COMPARTMENTS.
D. PERFORM A COMPLETE COMBUSTION SYSTEM INSPECTION.
To reduce the possibility of combustion outer casing failure, the operator should
adhere to the following:
1. During operation, exhaust temperatures are monitored by the SPEED-

TRONIC control system. The temperature spread is compared to al-
lowable spreads with alarms and/or protective trips resulting if the al-
lowable spread limits are exceeded.
2. After a trip from 75% load or above, observe the exhaust on startup for
black or abnormal smoke and scan the exhaust thermocouples for unusually
high spreads. Record temperature spread during a normal startup to obtain
base line signature for comparison. Excessive tripping should be investi-
gated and eliminated.
3. Adhere to recommended inspection intervals on combustion liners, transi-

tion pieces and fuel nozzles.
Operating a turbine with non operational exhaust thermocouples increases the risk
of turbine overfiring and prevents diagnosis of combustion problems by use of
temperature differential readings.
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To prevent above described malfunctions the operator should keep the number of
non-operational exhaust thermocouples to a maximum of two but non more than
one of any three adjacent thermocouples.
! WARNING
OPERATION OF THE GAS TURBINE WITH A SINGLE FAULTY THERMOCOU-

PLE SHOULD NOT BE NEGLECTED, AS EVEN ONE FAULTY THERMOCOUPLE
WILL INCREASE THE RISK OF AN INVALID "COMBUSTION ALARM" AND/OR
"TRIP".
THE UNIT SHOULD NOT BE SHUT DOWN JUST FOR REPLACEMENT OF A
SINGLE FAULTY THERMOCOUPLE. HOWEVER, EVERY EFFORT SHOULD BE
MADE TO REPLACE THE FAULTY THERMOCOUPLES WHEN THE MACHINE
IS DOWN FOR ANY REASON.
Adherence to the above criteria and early preventive maintenance should reduce
distortions of the control and protection functions and the number of unnecessary
turbine trips.
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16.2.7 Cooldown/Shutdown Precautions
! WARNING
IN THE EVENT OF AN EMERGENCY SHUTDOWN IN WHICH INTERNAL DAM-

AGE OF ANY ROTATING EQUIPMENT IS SUSPECTED, DO NOT TURN THE
ROTOR AFTER SHUTDOWN.
MAINTAIN LUBE OIL PUMP OPERATION, SINCE LACK OF CIRCULATING
LUBE OIL FOLLOWING A HOT SHUT DOWN WILL RESULT IN RISING BEAR-
ING TEMPERATURES WHICH CAN RESULT IN DAMAGED BEARING SUR-
FACES. IF THE MALFUNCTION THAT CAUSED THE SHUTDOWN CAN BE
QUICKLY REPAIRED, OR IF A CHECK REVEALS NO INTERNAL DAMAGE AF-
FECTING THE ROTATING PARTS, REINSTATE THE COOLDOWN CYCLE.
If there is an emergency shutdown and the turbine is not turned with the ratchet,
the following factors should be noted:
a. Within 15 minutes, maximum, following turbine shutdown, the gas turbine

may be started without cooldown rotation. Use the normal starting proce-
dure.
b. Between 15 minutes and 48 hours after shutdown a restart should not be

attempted unless the gas turbine has been turned with the ratchet from one
to two hours.
c. If the unit has been shut down and not turned at all, it must be shut down for
approximately 48 hours before it can be restarted without danger of shaft
bow.
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! WARNING
WHERE THE GAS TURBINE HAS NOT BEEN ON RATCHET OPERATION AFTER
SHUTDOWN AND A RESTART IS ATTEMPTED, AS UNDER CONDITIONS (A)
AND (C) ABOVE, THE OPERATOR SHOULD MAINTAIN A CONSTANT
CHECK ON VIBRATION VELOCITY AS THE UNIT IS BROUGHT UP TO ITS RA-
TED SPEED.
IF THE VIBRATION VELOCITY EXCEEDS ONE INCH PER SECOND AT ANY
SPEED, THE UNIT SHOULD BE SHUT DOWN AND ROTATED WITH THE HY-
DRAULIC RATCHET OF A LEAST ONE HOUR BEFORE A SECOND STARTING
ATTEMPT IS MADE.
IF SEIZURE OCCURS DURING THE RATCHET OPERATION OF THE GAS TUR-
BINE, THE TURBINE SHOULD BE SHUT DOWN AND REMAIN IDLE FOR AT
LEAST 30 HOURS, OR UNTIL THE ROTOR IS FREE. THE TURBINE MAY BE
ROTATED AT ANY TIME DURING THE 30 HOUR PERIOD IF IT IS FREE; HOW-
EVER, AUDIBLE CHECKS SHOULD BE MADE FOR RUBS.
) NOTE
THE VIBRATION VELOCITY MUST BE MEASURED AT POINTS NEAR THE GAS TUR-
BINE BEARING CAPS.
16.3 PREPARATIONS FOR NORMAL LOAD OPERATION
16.3.1 Standby Power Requirements
Standby ac power is required to insure the immediate startup capability of particu-

lar turbine equipment and related control systems when the start signal is given.
Functions identified by asterisk are also necessary for unit protection and should
not be turned off except for maintenance work on that particular function:
1. Heating and circulating turbine lube oil at low ambient temperatures to

maintain proper oil viscosity.
*2. Control panel heating.
*3. Generator heating.
4. Lube oil pumps. Auxiliary pump should be run at periodic intervals to pre-
vent rust formation in the lube oil system.
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5. Where fuel heaters are furnished to heat and circulate fuel oil at low ambi-
ent temperatures to maintain proper fuel oil viscosity.
6. Compartment heating.
*7. Operation of control compartment air conditioner during periods of high
ambient temperature to maintain electrical equipment insulation within de-
sign temperature limits.
*8. Battery charging where applicable.
9. Heating diesel engine cooling water to assure quick starting capability. (Ap-
plicable to diesel engine starting only).
* If supplied.
16.4 CHECKS PRIOR TO OPERATION
The following checks are to be made before attempting to operate a new tur-
bine or an overhauled turbine. It is assumed that the turbine has been assem-
bled correctly, is in alignment and that calibration of the SPEEDTRONIC sys-
tem has been performed per the Control Specifications.
A standby inspection of the turbine should be performed with the lube oil
pump operating and emphasis on the following areas:
1. Check that all piping and turbine connections are securely fastened and
that all blinds have been removed. Most tube fittings incorporate a stop
collar which insures proper torquing of the fittings at initial fitting make
up and at reassembly.
These collars fit between the body of the fitting and the nut and contact in
tightening of the fitting. The stop collar is similar to a washer and can be
rotated freely on unassembled fittings. During initial assembly of a fitting
with a stop collar, tighten the nut until it bottoms on the collar. The fitting
has to be sufficiently tightened until the collar cannot be rotated by hand.
This is the inspection for a proper fitting assembly. For each remake of the
fitting, the nut should again be tightened until the collar cannot be rotated.
2. Inlet and exhaust plenums and associated ducting are clean and rid of all
foreign objects. All access doors are secure.
3. Where fuel, air or lube oil filters have been replaced check that all cov-
ers are intact and tight.
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4. Verify that the lube oil tank is within the operating level and if the tank
has been drained that it has been refilled with recommended quality and
quantity of lube oil. If lube oil flushing has been conducted verify that all
filters have been replaced and any blinds if used, removed.
5. Check operation of auxiliary and emergency equipment, such as lube oil

pumps, water pumps, fuel forwarding pumps, etc. Check for obvious
leakage, abnormal vibration (maximum 3 mils), noise of overheating.
6. Check lube oil piping for obvious leakage. Also using provided oil flow
sights, check visually that oil is flowing from the bearing drains. The
turbine should not be started unless flow is visible at each flow sight.
7. Check condition of all thermocouples and/or resistance temperature de-

tectors (RTD's) on the CRT. Reading should be approximately am-
bient temperature.
8. Check spark plugs for proper arcing
! WARNING
DO NOT TEST SPARK PLUGS WHERE EXPLOSIVE ATMOSPHERE IS PRE-

SENT.
If the arc occurs anywhere other than directly across the gap at the tips of
the electrodes, or if by blowing on the arc it can be moved from this point,
the plug should be cleaned, the tip clearance adjusted or if necessary, re-
placed. Verify the retracting piston for free operation.
9. Devices requiring manual lubrication are to be properly serviced.
10. Determine that the cooling water system has been properly flushed
and filled with the recommended coolant.
Any fine powdery rust, which might form in the piping during short time
exposure to atmosphere, can be tolerated. If there is evidence of a scaly
rust, the cooling system should be power flushed until all scale is removed.
If necessary to use a chemical cleaner, most automobile cooling system
cleaners are acceptable and will not damage the carbon and rubber parts of
the pump mechanical seals or rubber parts in the piping.
07-08-E 284.6653 P. 16-13

! WARNING
DO NOT CHANGE FROM ONE TYPE ANTIFREEZE TO ANOTHER, WITHOUT

FIRST FLUSHING THE COOLING SYSTEM VERY THOROUGHLY.
INHIBITORS USED MAY NOT BE COMPATIBLE AND CAN CAUSE FORMATION
OF GUMS, IN ADDITION TO DESTROYING EFFECTIVENESS AS AN INHIBI-
TOR. CONSULT THE ANTIFREEZE VENDOR FOR SPECIFIC RECOMMENDA-
TIONS.
Ensure that following the water system refill that water system piping, primar-
ily pumps and flexible couplings do not leak. It is wise not to add any corro-
sion inhibitors until after the water system is found to be leak free.
11. Turbines having a diesel engine starting means should have the engine
tested using the diesel test pushbutton in the accessory compartment.
12. The use of radio transmitting equipment in the vicinity of the control pan-
els is not recommended. Prohibiting such use will assure that no extrane-
ous signals are introduced into the control system that might influence the
normal operation of the equipment.
13. Check the Cooling and Sealing Air Piping against the assembly drawing
and piping schematic, that all orifice plates between flanges or in orifice
unions are of designated size and in designated positions.
14. At this time all annunciated ground faults should be cleared. It is recom-
mended that units not be operated when a ground fault is indicated. Imme-
diate action should be taken to locate all grounds and correct the problems.
16.5 CHECKS DURING START UP AND INITIAL OPERATION
The following is a list of important checks to be made on a new or newly over-

hauled turbine with the OPERATION SELECTOR switch in various modes.
The Control Specifications - Operating Sequences should be reviewed prior to
operating the turbine.
07-08-E 284.6653 P. 16-14

! WARNING
WHERE AN ELECTRIC MOTOR IS USED AS THE STARTING MEANS REFER

TO THE CONTROL SPECIFICATIONS IN REGARD TO MAXIMUM OPERATING
TIME.
When a unit has been overhauled those parts or components that have been re-
moved and taken apart for inspection/repair should be critically monitored dur-
ing unit startup and operation. This inspection should include: leakage check,
vibration, unusual noise, overheating, lubrication.
Crank
1. Listen for rubbing noises in the turbine compartment and in the reduc-
tion gear compartment especially in the load tunnel area. A soundscope or
some other listening type device is suggested.
Shutdown and investigate if unusual noise occurs.
2. Check for unusual vibration.
3. Inspect for water system leakage.
Fire
1. Bleed fuel oil filters, if appropriate, then check entire fuel system and the
area immediately around the fuel nozzle for leaks. In particular check for
leaks at the following points:
Turbine Compartment
a. Fuel piping/tubing to fuel nozzle
b. Fuel check valves
c. Atomizing air manifold and associated piping (when used)
d. Gas manifold and associated piping (when used)
07-08-E 284.6653 P. 16-15

Accessory Compartment
a. Flow divider (when used)
b. Fuel and water pumps
c. Filter covers and drains
! WARNING
ELIMINATION OF FUEL LEAKAGE IN THE TURBINE COMPARTMENT IS OF

EXTREME IMPORTANCE AS A FIRE PREVENTATIVE MEASURE.
2. Use mirrors to view the sight ports in the combustion chambers to visually
check that each chamber is fired, that the flame is steady and that the
flame zone is centered within the liner. In addition, assure that the cross fire
tube end is not glowing.
Plug and stake sight ports once satisfactory flame conditions are obtained.
3. Monitor the turbine control panel readings for unusual exhaust thermo-
couple temperature, wheel-space temperature, lube oil drain temperature,
highest to lowest exhaust temperature spreads and "hot spots" i.e. com-
bustion chamber(s) burning hotter than all the others.
4. Listen for unusual noises and rubbing.
5. Monitor for excessive vibration.
Automatic, remote
Permit the gas turbine to operate for a 30 to 60 minute period in a full speed,
no load condition. This time period allows for uniform and stabilized heating
of the parts and fluids.
Test and checks listed below are to supplement those recorded in Control
Specification - Control System Adjustments. Record all data for future com-
parison and investigation.
1. Continue monitoring for unusual rubbing noises and shutdown immediately

if noise persists.
07-08-E 284.6653 P. 16-16

2. Monitor lube oil tank, header and bearing drain temperatures continually
during the heating period. Refer to the Schematic Piping Diagram -
Summary Sheets for temperature guidelines. Adjust VTRs if required.
3. At this time a thorough vibration check is recommended, using vibra-

tion test equipment such as IRD equipment (IRD Mechanalysis, Inc.) or
equivalent with filtered or unfiltered readings.
It is suggested that horizontal, vertical and axial data be recorded for the:
accessory gear (when used) forward and aft sides
all accessible bearing covers on the turbine
turbine forward compressor casing
turbine support legs
reduction gear (when used) forward and aft sides, gear and pinion bearing
covers on the load equipment
4. Check and record wheelspace, exhaust and control thermocouples for

proper indication on the CRT.
5. Flame detector operation should be tested per the Control Specification -

Control System Adjustments.
6. Utilize all planned shutdowns in testing the Electronic and Mechanical

Overspeed Trip System per the Control Specifications - Control Sys-
tem Adjustments. Refer to Special Operations section of this text.
7. Monitor CRT display data for proper operation.
07-08-E 284.6653 P. 16-17

Safety Instructions Section 17
17. SAFETY INSTRUCTIONS
Please refer to the following turbogenerator safety instructions
SOM 6607109/4
07-08-E 284.6653 P. 17-1

Control System Functional Description Section 18
18. CONTROL SYSTEM FUNCTIONAL DESCRIPTION (SOM 5082448/4)

(REFER TO "HARD COPY AND SCHEMATIC DWG" VOLUME)
18.1 ANNUNCIATOR TROUBLESHOOTING CHART (GEK 107359)

(REFER TO "UNIT CONTROL SYSTEM" VOLUME)
07-08-E 284.6653 P. 18-1

International Conversion Tables Section 19
19. INTERNATIONAL CONVERSION TABLES
Category To convert from To Multiply by +

2 2
ACCELERATION Ft/sec ...................................... meter/sec ........................... 3.048 E-01
In/sec2 ...................................... meterlsec2 ........................... 2.540 E-02
AREA Ft2 ............................................ meter2 .................................. 9.290 E-02
In2 ............................................ meter2 .................................. 6.452 E-04
TORQUE Dyne cm................................... newton meter....................... 1.000 E-07
kiIogram-force-meter................ newton meter....................... 9.807 E+00
Ib-force inch ............................. newton meter....................... 1.130 E-01
Ibf foot...................................... newton meter....................... 1.356 E+00
ozf-foot..................................... newton meter....................... 7.062 E-03
TORQUE/LENGTH Ibf ft/in......................................newton m/m......................... 5.338 E+01
Ibf in/in .....................................newton m/m......................... 4.448 E+00
ELECTRICITY amp hr...................................... coulomb............................... 3.600 E+03
and faraday (chem)......................... coulomb............................... 9.650 E+04
MAGNETISM gauss ....................................... tesla..................................... 1.000 E-04
gilbert ....................................... amp-turn.............................. 7.958 E-01
maxwell.................................... weber................................... 1.000 E-08
oersted..................................... amp/meter ........................... 7.958 E+01
unit pole ................................... weber...................................1.257 E-07
ENERGY Btu*.......................................... joule..................................... 1.054 E+03
(Includes Work) ft Ib-force.................................. joule.....................................1.356 E+00
kilowatt hr................................. joule.....................................3.600 E+06
watt sec.................................... joule..................................... 1.000 E+00
ft poundal ................................. joule.....................................4.214 E-02
FORCE kg-force.................................... newton................................. 9.807 E+00
oz-force.................................... newton................................. 2.780 E-01
Ib-force..................................... newton................................. 4.448 E+00
poundal .................................... newton................................. 1.383 E-01
FORCE/LENGTH Ib-force/in................................. newton/meter....................... 1.751 E+02
Ib-force/ft.................................. newton/meter....................... 1.459 E+01
HEAT Btu* in/sec ft2 deg F ................. watt/meter K ........................ 5.189 E+02
Btu* in/hr ft2 deg F.................... water/meter K ...................... 1.441 E-01
Btu* /ft2........................................................joule/meter2 ...................................... 1.135 E+04
Btu* /hr ft2 deg E ...................... joule/kg K ............................ 5.674 E-00
Btu*/lbm deg F ......................... joule/kg K ............................ 4.184 E+03
Btu*/sec ft2 deg F ..................... watt/meter2 K ....................... 2.043 E+04
cal/cm2 ........................................................joule/meter2 ...................................... 4.184 E+04
cal/cm2 sec............................... watt/meter2........................................ 4.184 E+04
cal/cm sec deg C ..................... watt/meter K ........................ 4.184 E+02
cal*/g........................................ joule/kg................................ 4.184 E+03
cal*/g deg C ............................. joule/kg K ............................ 4.184 E+03
LENGTH foot........................................... meter ................................... 3.048 E-01
inch .......................................... meter ................................... 2.540 E-02
foot........................................... millimeter (mm).................... 3.048 E÷02
inch .......................................... millimeter (mm).................... 25.40 E+00
+E Indicates the power of 10 by which the number must be multiplied, i.e., 4.047E+03 = 4.047 x 10³.
*Thermochemical
07-08-E 284.6653 P. 18-1

International Conversion Tables Section 19
Category To convert from To Multiply by +

MASS oz mass (av) ............................ kilogram...............................2.835 E-02
Ib-mass (av)............................. kilogram...............................4.536 E-01
ton (2000 Ibm) ......................... kilogram............................... 9.072 E+02
3 3
MASSNOLUME Ibm/ft ...................................... kilogram/meter ................... 1.602 E+01
(Includes Density) Ibm/in ...................................... kìlogram/meter3 ................... 2.768 E+04
3
oz-mass (av)/in3 ....................... kilogram/meter3 ................... 1.730 E+03

lb-mass (av)/gal ....................... kilogram/meter3 ................... 1.198 E+02
g/cm3........................................ kilogram/meter3 ................... 1.000 E+03
POWER Btu*/sec ................................... watt...................................... 1.054 E+03
Btu*/min ................................... watt...................................... 1.757 E+01
Btu*/hr...................................... watt...................................... 2.929 E-01
CaI*/sec ................................... watt...................................... 4.184 E+00
CaI*/min ................................... watt...................................... 6.973 E-02
ft lb force/hr.............................. watt...................................... 3.766 E-04
ft Ib force/min ........................... watt......................................2.260 E-02
ft Ib force/sec ........................... watt...................................... 1.356 E+00
hp (elec)................................... watt...................................... 7.460 E+02
PRESSURE atm (760 Torr).......................... pascal.................................. 1.013 E+05
(Force/Area) bar ...........................................pascal..................................1.000 E+05
dyne/cm2 .................................. pascal..................................1.000 E-01
gram (force)/cm2 ...................... pascal..................................9.807 E+01
in of Hg (60 F).......................... pascal..................................3.377 E+03
in of water (60 F)...................... pascal..................................2.488 E+02
Ib-force/ft2 ................................ pascal..................................4.788 E+01
Ibf/ft2 ........................................ kg/m2 ................................... 4.882 E+00
lbf/in2 (psi)................................pascal..................................6.895 E+03
lbf/in2 ........................................ kg/cm2 ................................. 7.037 E-02
Torr (mm Hg, 0 C).................... pascal.................................. 1.333 E+02
TEMPERATURE degree Celsius (°C).................. degree Kelvin (K)................. TK = tC + 273.15
degree Farenheit (°F)............... degree Celsius .................... tC = (tF - 32)/1.8
degree Celsius ......................... degree Farenheit ................. tF = (tc 1.8)+32
VELOCITY ft/hr .......................................... meter/sec ............................ 8.467 E-05
(lncludes Speed) ft/min ........................................ meter/sec ............................ 5.080 E-03
ft/sec ........................................ meter/sec ............................3.048 E-01
in/sec ....................................... meter/sec ............................2.540 E-02
VISCOSITY ft2/sec....................................... meter2/sec ........................... 9.290 E-02
lbm/ft sec .................................pascal-sec ........................... 1.488 E+00
lbf sec/ft2 .................................. pascal-sec ...........................4.788 E+01
3 3
VOLUME ft ............................................. meter .................................. 2.832 E-02
(lncludes Capacity) gallon (US)............................... meter3 .................................. 3.785 E-03
inch3 ......................................... meter3 .................................. 1.639 E-05
liter ...........................................meter3 .................................. 1.000 E-03
oz (US fluid) ............................. meter3 .................................. 2.957 E-05
3 3
VOLUME ft /min....................................... meter /sec ........................... 4.719 E-04
(lncludes Capacity) ft3/sec....................................... meter3/sec ........................... 2.832 E-02
in3/min...................................... meter3/sec ........................... 2.731 E-07
gal/min ..................................... meter3/sec ........................... 6.309 E-05
*Thermochemical
+E Indicates the power of 10 by which the number must be multiplied, i.e., 4.047E+03 = 4.047 x 10³.
*Thermochemical
07-08-E 284.6653 P. 18-2

Annunciator Troubleshooting Chart Section 20
20. STANDARD FIELD PERFORMANCE TESTING PHILOSOPHY

(GEK 107551) included in Appendix A.
07-08-E 284.6653 P. 20-1

g GE Oil & Gas Appendix Nuovo Pignone
REFERENCE PUBLICATIONS
- Thrust Bearing for Combustion Gas Turbines GEI 41018

Tilting Pad Equalizing and Non-Equalizing Type
- Thrust Bearing for Combustion Gas Turbines GEI 41019

Taper-Land
- Journal Bearings for Combustion Gas Turbines GEI 41020

Elliptical and Three-Lobe Types
- Journal Bearings for Combustion Gas GEI 28100

Turbines Tilting Pad Type
- Hydrocarbon Base Lubricating Oil Recommendation SOM 17366/4

for Gas Turbine
- Process Specification Fuel Gas for Combustion in Heavy GEI 41040

Duty Gas Turbines
- Standard Field Performance Testing Philosophy GEK 107551
- Gas Turbine and Accessory Equipment Preservation GEK 28156
- Gas Turbine Package and Storage ITN 02171
- Bolts and Nut Tightening Torques for Gas Turbines ITN 02163
- Gas Turbine Plenums and Ducts Supply Specifications ITN 02199.01

ITN 02199.02
ITN 02199.03
- Variable Inlet Guide Vane NIC 05.01 SL-REV.00
- Variable Inlet Guide Vane Assembly TIL 1068-2R1
- Gas Control and Speed Ratio Valves Maintenance NIC 04.34 SL-REV.00
Philosophy
07-08-E 284.6653 P. A-1

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g GE Oil & Gas Nuovo Pignone

INSTRUCTION, OPERATION AND

Gas Turbine Description & Operation

NUOVO PIGNONE JOB : 284.6653

MODIFICATION TO : GAS TURBINE MS 5001

MANUFACTURER : GE Oil & Gas

07-08-E 284.6653 P. 1-1

MOD. INPR/SVIL/ P.F. 12/00

N.P. Job: 284.6653

GAS TURBINE DESCRIPTION & OPERATION

07-08-E 284.6653 P. 1-2

MOD. INPR/SVIL/ P.F. 12/00

SECOND STAGE NOZZLE & DIAPHRAGM 6.4

STARTING SYSTEM (STEAM TURBINE) 10.

07-08-E 284.6653 P. 2-3

MOD. INPR/SVIL/ P.F. 12/00

SPECIFICATION FOR FUEL GAS COMBUSTION IN 11.6

07-08-E 284.6653 P. 3-4

MOD. INPR/SVIL/ P.F. 12/00

CONTROL SYSTEM FUNCTIONAL DESCRIPTION 18

ANNUNCIATOR TROUBLESHOOTING CHART 18.1

INTERNATIONAL CONVERSION TABLES 19

07-08-E 284.6653 P. 4-4

MOD. INPR/SVIL/ P.F. 12/00

REVAMPING (GENERAL) 1.1

GAS TURBINE UNITS 1.2

ENCLOSURE (COMPARTMENTS) 1.3

SYMBOLS USED IN THE MANUAL 1.4

GAS TURBINE DATA SHEET 1.5

GAS TURBINE PERFORMANCE CURVES 1.6

07-08-E 284.6653 P. 1-1

MOD. INPR/SVIL/ P.F. 12/00

1.1 REVAMPING (GENERAL)

In our case is revamped the MS 5001 RN-T Gas Turbine.

1.2 GAS TURBINE UNITS

07-08-E 284.6653 P. 1-1

MOD. INPR/SVIL/ P.F. 12/00

1.3 ENCLOSURES (COMPARTMENTS)

Gas turbine enclosures, referred to in this manual as compartments, are those

Compartment construction includes removable panels, hinged doors, and a

07-08-E 284.6653 P. 1-2

MOD. INPR/SVIL/ P.F. 12/00

1.4 SYMBOLS USED IN THE MANUAL

THIS SYMBOL EVIDENCES A PROCEDURE, A PRECAUTION OR A CONDI-

THIS SYMBOL EVIDENCES A PROCEDURE, PRECAUTION OR CONDITION

THIS SYMBOL EVIDENCES ONE OR MORE DATA NECESSARY TO PERSONNEL TO

07-08-E 284.6653 P. 1-3

MOD. INPR/SVIL/ P.F. 12/00

1.5 GAS TURBINE DATA SHEET

1.6 GAS TURBINE PERFORMANCE CURVES

Please refer to gas turbine performance curves SOM 6674582/4 in “Reference

07-08-E 284.6653 P. 1-4

MOD. INPR/SVIL/ P.F. 12/00

GAS TURBINE DESCRIPTION

DETAIL ORIENTATION 2.2

GAS PATH DESCRIPTION 2.3

GENERAL LAYOUT AND MAIN WEIGHTS 2.4

07-08-E 284.6653 P. 1-1

MOD. INPR/SVIL/ P.F. 12/00