Maintenance NOT CLASSIFIED

Production Unit:
Wes t Q ur na1 F O D
Appr ov ed by :
Solar Gas Turbine Mechanical Package
Approved Date:
Revision No: 00
LMS Code : IRQ.BTPO.DT.S1.MCH.ILM.001.3

WQ1 FOD TRAINING

Gas Turbine Fundamentals
Mechanical
 Instruction

• Punctuality is essential. All late arrivals of more than 10 minutes will be

reported.

• You are expected to be on seat at 08:30.

• All unauthorised absences will be reported .

• All mobile phones must be set to SILENT. Only Emergency calls, to be

taken outside of Classroom.

• In the event of a Fire, Leave Classroom and go to Muster area at front of

building.
 Safety

General hazards associated with Turbine Engines and Generator

Fire hazards
- Hot compressor or turbine casings can ignite lube oil leaks
- Pools of fuel leakage on equipment surfaces and/or the floor of the
enclosure
- Fuel sprays due to a rupture of pressurized pipes
Thermal
- High exhaust temperatures presents a burn hazard
- Turbine casings are insulated for personnel protection and better thermal
efficiency

Noise
- Always use appropriate hearing protection when working in the turbine
area
- Wear proper protective clothing and gloves because all lubricating oils
contain additives that are irritating to the skin, toxic, or both.
 Safety

Rotating equipment
- Ensure coupling guards are in place
- Exercise caution when working around any rotating shaft or equipment
- If an uncontrolled over speed situation does occur, the centrifugal forces can
throw blades through the casing and cause significant injury

Asphyxiation

- Care must be exercised when entering or working inside a gas turbine

enclosure
- To bypass the fire suppression system before entering
Purpose
 Purpose

The generator set is designed to provide AC electrical power, at 50 Hz, to an

industrial or commercial distribution system. The generator set includes an industrial
gas turbine engine and an electrical generator mounted on a steel base frame, with
all necessary support systems and off-skid ancillary equipment.

Orientation
The inlet of the engine is considered the forward end of the package, with exhaust at
the aft end. By standing at the exhaust at the aft end and looking forward, the left and
right hand sides are established.
Purpose
Purpose
 Major Components of the Turbine Assembly

The Solar generator set is a fully integrated package, equipped with all the
necessary accessories necessary for normal operation when connected to a user’s
facilities. The generator set includes the following major components Included on
the skid are the following major components. Turbine Engine – Reduction Drive
Gearbox – Generator- Fuel System – Lube oil System and Start System.
 Skid Base Frame Assembly

The Skid Base frame is a rigid welded 2 part assembly fabricated from Structural
steel. The one part of the frame accommodates the Engine and reduction gearbox,
while the other part accommodates the generator. The frame also accommodates
the Lube Oil tank and mounts the control components for the start, fuel oil, air and
electrical control systems.
 Turbine Engine

The Gas Turbine Engine provides the rotational force to drive the generator. The
engine turns the energy of the fuel into hot gasses, which are captured and
converted into rotational energy. This energy is directed through a reduction gear
unit (Or direct) to rotate the generator.

The air inlet duct is bolted to the engine air inlet assembly at the forward end of the
engine, and the exhaust duct assembly is bolted to the turbine assembly at the aft
end of the package. In its most basic state, the engine includes mounting
attachment for fuel, lubrication oil and start system components, and fittings for
sensors associated with the control system.
 Turbine Engine

The engine output power shaft is located at the forward end of the engine
compressor rotor, where it drives the reduction gear unit. This arrangement, where
the output shaft of the engine is at its air inlet end, is often referred to as Cold End
Drive (CED).

The reduction gear unit reduces the speed of the turbine engine to the required
input speed of the generator. Accessory drive pads are provided on the reduction
gear unit to mount the starter motor and other accessories or pumps.
A shear type coupling assembly transmits torque from the output of the reduction
gear to the generator.
Turbine Engine

The engine output power shaft is located at the forward end of the engine
compressor rotor, where it drives the reduction gear unit (if equipped). This
arrangement, where the output shaft of the engine is at its air inlet end, is often
referred to as Cold End Drive (CED).

The reduction gear unit reduces the speed of the turbine engine to the required
input speed of the generator. Accessory drive pads are provided on the reduction
gear unit to mount the starter motor and other accessories or pumps.

A shear type coupling assembly transmits torque from the output of the reduction
gear to the generator.
Turbine Engine
Turbine Engine
 Generator

The generator converts mechanical energy provided by the turbine engine into AC
electrical power. It is driven by the turbine engine, through the reduction gear unit
(if equipped), at 1500 rpm (50 Hz).

The generator is 3-phase with a brushless exciter. A permanent magnet generator

(PMG) excitation system is used to provide power source for the brushless
exciter. Control and protection of the generator is provided by the Control
System’s Combination Generator Control Module (CGCM). The CGCM controls
synchronizing, voltage regulation, power factor control and other operational
conditions. It also provides protection against faults such as overvoltage, under
voltage, and revers power.
Generator
Enclosure and Ventilation Package Ducts

Note: the enclosure does not reduce engine noise emanating from the
combustion air intake or turbine exhaust.
 Engine Air Inlet System

The typical generator package air inlet system consists of a filter assembly, a
silencer, and ducting to connect these components to the turbine inlet. The air inlet
system can be supported by an ancillary framework above the turbine package, or
the filter can be located remotely with ducting connecting it to the package. The
silencer is usually positioned adjacent to the package air inlet connection.

Air Inlet Filter

Clean combustion air is essential for the efficient operation of the turbine engine.
Contaminants in the air will adhere to the engine blades, especially those in the
compressor section. The build-up of dirt alters the blade profile, distorting the
efficiency of the airflow through the engine, thus reducing engine performance.
Consequently, air filtration is an important part of any installation.
Two main types of air filtration are available for the generator unit. Type selection
is based on the quality of air in the locality of the installation. The most simple and
economical type is a Dual Inlet Static Air Filter, which is a batter filter consisting of
a first stage pre-filter and a second filter element assembly. The self-cleaning Inlet
Filtration System is the second type of filter available for the generator unit.
 Dual inlet Static Air Filter

The Dual Static Air Filter has a base filter module that houses the filter elements. Air
enters the module through dual inlets, which have moisture separators to remove
moisture and trash. Attached to the module are Weather Hoods, Insect Screens and
additional moisture separator Panels.
Each filter element in the bas filter module is made up of 2 pieces, a cylindrical
element and a conical element. The 2 elements are assembled together end to end
and make up an element pair. Each of these pairs is fitted with a pre-filter over-wrap.
The air is drawn from the outside surface of the pre-filter and through the element
pairs. The cleaned air then flows from the interior of the elements pairs to the turbine
engine air inlet. The pre-filters, which trap much of the dust that would otherwise be
drawn into the main element pair, can be easily and economically replaced on line and
this prolongs the life of the filter elements.
When the main filter elements eventually become clogged with dust, they will need to
be replaced. The time to perform this maintenance is signalled by an alarm from the
Turbotronic control system, initiated at a pre-set high level of differential pressure
across the filter array. The turbine will continue to run in the alarm condition, but will
shut down automatically by the control system if the differential pressure is allowed to
increase to a second higher pre-set level.
 Dual inlet Static Air Filter

A differential pressure indicator gauge is located on the exterior of the filter housing.
This can be checked periodically to determine the current level of differential
pressure, for planned maintenance purposes.
 Self-Cleaning Filter

The self-cleaning filter is typically used in environments where the air is heavily
contaminated with dust or other solid contaminants, such as in desert locations.
The filter array in this design is similar to the static air filter, with airflow through the
filter from outside to inside. The self-cleaning filter, however, is designed so that the
normal airflow into the filter is at a low velocity. This ensures that contaminations
dislodged during the cleaning process fall away, and are not drawn back into the filter
element.
Two configurations of the self-cleaning filter are used: cross flow and updraft. In the
cross flow filters the air moves through the filter elements in a horizontal direction.
Updraft filter airflow is vertical through the filter elements.
Operation of the self-cleaning filter relies on the continuous availability of a
compressed air supply. When the filter system control system senses that the
overall differential pressure across the filter array has reached a present high
level, compressed air pulses are fired in the reverse direction, through each row of
elements in sequence. This is automatic and will continue dislodging the dust
particles until the differential pressure across the filters to a present lower level.
Over the long term, dust build-up in the filter elements will eventually reach a level
where the self-cleaning operation will become ineffective. At this time replacement
of the filter elements will be necessary.
Self-Cleaning Filter
Self-Cleaning Filter
 Engine Exhaust System

The engine exhaust system consists of ducting, a silencer, and an optional rain
stack. In outdoor installation the entire exhaust system is usually adjacent to the
generator package.

Exhaust Silencer

The main element is a floor standing silencer, which is the most common type of
silencer used with Solar packages. In the illustration, the silencer is connected to the
turbine exhaust flange by a short horizontal length of ducting and an exhaust
bellows.
The floor standing silencer is anchored in place, so a bellows is needed to
compensate for thermal expansion. The surface temperature of the silencer
approaches that of the exhaust gases that are passing through it. For personnel
protection, the silencer design incorporates an expanded metal mesh skirt, mounted
on stand-offs, around its lower portion.
Engine Exhaust System
The rain stack is the last component
in the exhaust system and only
comes into play when the turbine is
not in operation. It operates on the
theory that rain almost always falls
at an angle. If the rain stack is sized
properly, the rain will fall on the inner
surface of the stack before it can
enter the silencer. The rain then
flows down the inner surface to a
gutter inside the rain stack where it
collects and is diverted to an outside
drain collection point.
 Gas Turbine Basic Principles

Gas turbines are designed for many different purposes. In the petroleum industry
they are commonly used to drive:
• Compressors for transporting gas through pipelines
• Generators that produce electrical power
 Gas Turbine Basic Principles

–Air from the atmosphere enters the air compressor inlet where
compression takes place resulting in increased air temperature and
pressure

–High pressure air flows from the compressor outlet to the combustor where
fuel is added and then combusted
• Combustion increases the air temperature and volume significantly
Gas Turbine Basic Principles

–Resulting gases are expanded through the power turbine to rotate the
power turbine shaft and drive the driven equipment
• Pressure is reduced to near atmospheric as it passes through the power
turbine
• Work is extracted from the gas as it flows through the power turbine

–Because the air flowing through the turbine has been heated in the
combustor, energy available to the turbine is significantly greater than the
energy consumed by the air compressor
–The net difference between the two energies is available to do work to
drive a load
 Gas Turbine Classification

Simple Gas Turbine

•Hot gas from the power turbine is vented directly to the atmosphere
•Because exhaust is still quite hot, a large amount of energy is lost to the
atmosphere
•Typical efficiency for a simple cycle gas turbine is 20 – 25%

Aircraft Derivative
•Similar to aircraft jet engines
•Lightweight and compact
•Frequently used on offshore platforms due to space and weight limitations
•Designed to operate at high temperatures to achieve high efficiency
Gas Turbine Classification

•Often have shorter run times than heavy duty turbines

•Maintenance is often accomplished by removing the entire engine and
replacing it with spare unit
 Gas Turbine Classification

Heavy Duty Gas Turbines

•Designed to run approximately three years continuously without a
shutdown for maintenance
•Designed conservatively to meet this goal
•Operate with relatively low combustion temperatures
•Available in a wide range of sizes including very large models
 Gas Turbine Classification

Dual Shaft Gas Turbine Configuration

•Air compressor and high pressure turbine that drives the air compressor
are mounted on one shaft
•A second low pressure turbine and the load are connected to a second
shaft
•Because there are two shafts, the compressor and power turbine can
operate at different speeds
•Used in variable speed applications such as driving a large pump or
compressor
Gas Turbine Classification
 Turbine Cycles

Simple Cycle

•Hot gas from the power turbine is vented directly to the atmosphere
•Because exhaust is still quite hot, a large amount of energy is lost to the
atmosphere
•Typical efficiency for a simple cycle gas turbine is 20 – 25%
•Typical temperatures and pressures are used in illustration
 Regenerative Cycle

•Heat from the power turbine exhaust preheats the air before it enters the
combustor
•Because exhaust air entering the combustor is preheated, less fuel is
required to heat the gas to the desired temperature
•Regenerator cools the exhaust gas to a greater degree than in the simple
gas turbine cycle
 Exhaust Heat Recovery Cycle

•Exhaust gas is routed to a waste heat boiler where the thermal energy is
used to produce steam or to heat process streams or to a heat recovery
steam generator
•Temperature of the exhaust gas that leaves the waste heat boiler is
reduced even more than in the regenerative cycle
•Less heat is lost to the atmosphere
 Combined Cycle

•Heat from the gas turbine exhaust gases is used to produce high pressure steam
in a waste heat recovery steam generator (HSRG)
•Exhaust from the HRSG is routed to the atmosphere
•Steam is used to drive a condensing type steam turbine to produce more power
•A pump returns condensate to the waste heat recovery steam generator
•The combined cycle is used to produce maximum power when no process steam
is desired
•Less heat is lost to the atmosphere than in other cycles
Engine Design: Sections

The purpose of a gas turbine engine is to create energy to turn a shaft that drives
other rotating equipment such as compressors and generators.
Engine Design: Sections
 Engine Design: Sections

A gas turbine engine is divided into five sections:

• Air inlet section

• Compressor section
• Combustion section
• Turbine section
• Exhaust section
The sections of a gas turbine are contained in the engine case. The engine case is a
horizontal tube-like container that is open at both ends.
Each section of the gas turbine has a specific function.
Engine Design:
1 Air Inlet & Compressors:
Huge quantities of air enter the case through an opening at the front end called the
engine air inlet.
After passing through the engine air inlet, the air flows to the compressor section.
The compressor section contains the first moving part, the compressor. Compressor
wheels increase the pressure of the incoming air.
 Engine Design: Sections

The engine case of the gas turbine is a tube-like container that is open at both ends
and narrow in the centre.
The front end of the case contains the compressor. The compressor draws air into
the case and increases the air pressure by compressing (or reducing) its volume.
The electric fan acts as a compressor.
 Engine Design: Sections

2 Combustion:
The compressed air flows to the combustion section of the gas turbine engine. As
the compressed air enters the combustion chambers, fuel is added through nozzles.
The result is a mixture of fuel and air. The fuel and air mixture is ignited and burns,
creating hot gases. The hot, expanding gases flow into the turbine section of the
engine.
A turbine captures this energy and changes it into mechanical energy.
 Engine Design: Sections

3- Turbine & Exhaust

The turbine rotors get power from the flow of gases. This flow of gases into the
turbine section causes the turbine rotors to turn. A single shaft gas turbine has only
one major moving part - the rotor shaft. The turbine rotors and the compressor are
mounted on opposite ends of the same rotor shaft. This allows the turbine rotors and
compressor to work as a unit. When the gases leave the turbine section, they return
to the atmosphere through the exhaust section.
 Engine Design: Sections

Turbine Rotation
The turbine in the rear of the engine case extracts mechanical energy from the flow
of the gases acting on the blades. The turbine rotates because of the pressure and
velocity of the hot expanding gases acting on the blades of the turbine. As the hot
gases pass through the turbine, the energy in the gas is reduced. The gases exit the
rear of the case and into the atmosphere.
 Engine Design: Sections

The turbine uses energy from the thrust force created by the expanding gases.
This energy is changed into shaft horsepower to drive the turbine compressor, the
engine accessories, and the load. Most of this energy is expended to drive the
turbine compressor.

The main parts of a turbine

are:
• Rotor shaft
• Rotor disc
• Rotor blades

The rotor blades (sometimes called buckets) are attached to the rotor disc. The rotor
disc is mounted on the rotor shaft. The entire assembly of blades and disc is often
called a rotor
 Basic Operation

The fan has been replaced by three stages of compressor blades. The compressor
creates the compressed air that is needed for combustion. Fuel gas is mixed with the
compressed air and is ignited. The burning mixture creates a force in the rear of the
engine case. The force is changed into rotating mechanical energy that turns the
turbine.

The turbine turns the rotor shaft

that is shared by the
compressor and the turbine.
The compressor and turbine
are connected to the same
rotor shaft. The rotating force of
the turbine is used to drive the
compressor.
 Basic Operation

Front and Rear Drive Gas Turbines

Some of the rotating energy created by the gas turbine can be used to drive a gear
box or generator connected to either end of the rotor shaft. Depending upon where
the load is connected to the rotor shaft, the gas turbine is referred to as a
• Front end drive
• Rear end drive
If the shaft is lengthened on the compressor end of the engine, it is a front end drive
or a cold end drive.
If the shaft is lengthened on the turbine end of the engine, it is a rear end drive or a
hot end drive.
 Operating Principles

Newton's First Law of Motion

Newton's first law explains why a force is needed to make the gas turbine work.
A ball on a level table will not move until it is made to move by some force such as
the wind or pushing it by hand. Similarly, until the fuel and air mixture is burned in
the gas turbine, there is no force for the turbine to use to turn the rotor shaft.
 Operating Principles

Newton's Second Law of Motion

Newton's Second Law explains why the air must be compressed and accelerated to
create a force.
In the , a hammer is used to drive a nail. The force of hitting the nail is proportional
to the mass (weight) of the hammer multiplied by the velocity of the hammer when it
hits the nail. If you also use a heavier hammer, it is even easier to drive the nail into
the wood.
Mass and acceleration directly affect the amount of force created. The more
compressed air (mass) that enters the gas turbine, the more force created from the
combustion process.
 Operating Principles

Newton's Third Law of Motion

Newton's Third Law explains how the action of creating a thrust force results in the
reaction of the turbine rotating. A boat is near the bank of a river. The person steps
from the boat toward the land. As his body pushes forward, the boat is pushed
backward with the same amount of force. In the gas turbine, the thrust force is the
action. This force is directed into the rear of the case and on to the turbine blades.
The blades of the turbine react to the force and turn the rotor.
 Operating Principles

Laws of Thermodynamics
The laws of thermodynamics explain the effects of heat in an engine. The first law
states that energy can be changed but it cannot be destroyed. In a gas turbine
engine, heat energy is changed to mechanical energy.
The second law of thermodynamics states that heat cannot be transferred from a
cooler body to a hotter body.
In a gas turbine engine, heat is transferred from the hotter engine to the cooler lube
oil.

Boyle's Law
Compressibility is an important factor in gas turbine performance. Gas turbines use
compressed air for combustion.
Boyle's Law can be explained by placing a quantity of gas in a cylinder that has a
tightly fitted piston.
When a force is applied to the piston, the gas is compressed to a smaller volume.
When the force is doubled, the gas is compressed to half its original volume. The
force exerted on the turbine blades increases as the pressure of the combustion air
increases.
Operating Principles
 Operating Principles

Charles' Law
Charles' Law explains the expansion of gases when heat is added by burning fuel in
an engine.
The first container holds a certain volume of air. If the air in the container is heated, it
expands and its pressure increases. The expanding air pushes against the container.
The higher the temperature, the greater the force applied by the expanding volume of
air. In the gas turbine, the forces created by the hot, expanding gases push against
the blades of the turbine and turn the rotor.
 Gas Turbine Theory

The gas turbine can be described as a heat engine in which energy developed from
gas expansion is converted into mechanical energy through the application of a
thermodynamic process known as the simple Brayton Cycle.
 Brayton Cycle

The Brayton cycle, as applied to the gas turbine engine, consists of the following
four events:

1. Compression: Atmospheric air is compressed.

2. Combustion: Fuel is added to the compressed air, and the mixture is ignited.
3. Expansion: Heated gases expand through the turbine section and produce
rotational torque.
4. Exhaust: Exhaust gases leave the expansion section and are discharged to
atmosphere.

The Brayton cycle, taking place in the engine is a smooth continuous process.
Compression, combustion, expansion, exhaust and the resulting production of
rotating mechanical output power occurs simultaneously and continuously.
Brayton Cycle
Brayton Cycle
Brayton Cycle
 Brayton Cycle

1 Compression
Air is continuously drawn into the engine through the air inlet where it is compressed
by the fourteen-stage axial –flow compressor. The compressed air flows into the
combustion chamber where it is mixed with the injection fuel.
Note: The gas turbine only uses approximately one-fourth of the total air that it
compresses for combustion. The remaining are is used to cool critical hot section
components, seal engine bearings and mix with the combustion gases that,
together, pass through the turbine section in a high velocity stream to produce the
rotational power.
2 Combustion
Gas turbine combustion is a continuous, self-sustaining process, but initial ignition is
necessary during the engine starting sequence. A torch ignite protrudes into the
combustion chamber. At a specific point in the start sequence, when the fuel/air
mixture has entered the combustion chamber, fuel is fed to the torch from a
separate supply line. The fuel is immediately lit off by a spark plug, and the resulting
high energy torch flame then ignites the fuel/air mixture in the combustion chamber.
Combustion is then verified by the control system and the torch ignites off.
Combustion is continuously sustained an adequate flow of the air/fuel mixture is
maintained in the combustion chamber.
 Brayton Cycle

3-Expansion
The hot gas generated in the combustion chamber expands rapidly and while its
remains relatively constant, the gas greatly increases in volume and flow velocity. An
escape route is provided by the turbine section through which the gas expands,
giving up much of its heat, velocity, and pressure energy to rotate the turbine rotor.
Mechanical energy is thus production by the force of the expanding gas on the
turbine rotor blades as it passes through and exhausts to atmosphere.

4-Exhaust
The pressure of the expanding combustion gas reduces as it drives the turbine rotor
and then exits to atmosphere through the exhaust system. Some installations pass
exhaust gas through waste heat recovery equipment to remaining usable thermal
energy.
Atmospheric Factors Affect Performance

Atmospheric Factors Affect Performance

Atmospheric factors affect the performance of gas turbines. Some of these factors
are:
Air density
Contaminants
Temperature and water content affect the density of the air. Because cold air is
denser than hot air, it has more mass. The more air in the gas turbine, the more
force created. On a very cold day, a gas turbine can exceed its peak load. On a
very hot day, a gas turbine will produce much less power.
The atmosphere also contains foreign matter that is harmful to gas turbines, such
as pollen and dust. The contaminants reduce the efficiency of the turbine and
damage internal parts.
Humid air, which is less dense than dry air, affects output and heat rate.
Atmospheric Factors Affect Performance
 Engine Control

Speed And Load Control

Since generator is directly related to generator speed, it is critically important for the
engine speed to be maintained at a constant level. This is achieved by close
management of the fuel input to the engine. Load capability of the engine is also
related to fuel input. Therefore the fuel management system plays an important role
in maintaining engine speed at a constant value under all load conditions.

Speed Control
During start-up the engine speed is increased to the value that is consistent with the
generator rated frequency, and then maintained there by managing the fuel supply
to the engine. Load cannot be applied until this speed is achieved, and the control
system indicates that the engine is ready to accept load. When load is applied to
the generator, fuel flow is automatically increased at a sufficient rate to maintain the
same engine speed and generator frequency; conversely, when load is reduced the
fuel management system reduces the fuel flow.
 Load Control

Fuel management is also used to prevent the engine temperature from exceeding
a pre-set maximum value, to ensure long engine life. As load increase, fuel flow
increases and engine temperature rises, while speed constant. However, there is
an optimum T5 temperature set-point that maximizes the engine’s load capability
without shortening its life. If the engine is allowed to operate at temperatures
beyond this point it would drastically reduce its life cycle. Operators should be
aware that the turbine control system is set up to initiate an engine shutdown if too
much load is applied and engine temperature is allowed to approach the T5 set
point is a fixed value, but ambient temperature is obviously a variable, therefore the
generator maximum load capability increases as ambient temperature decreases,
and vice versa.
Note: Temperatures at specific point in a turbine engine are labelled “T” followed
by a number. T5 refers to the turbine exit temperature, measured at the third stage
nozzle. The temperature at this point is the main control reference temperature.
 Brayton Cycle Application

1-Compressor Operation
Compressor blades and stator vanes are airfoil shaped in cross section, similar to an
aircraft wing. As the compressor rotor spins, the airfoil action of the first stage blades
pull air from the inlet throat of the air inlet assembly and accelerate it toward the first
row of stator vanes. This action of moving an airfoil-shaped blade through air creates
an effect that is similar to the lift effect on an aircraft wing that causes it to fly.
Brayton Cycle Application
 Brayton Cycle Application

The same lift effect is created on the rotor blades, but because they are rotating
away from the law pressure zones, the void created is filled by air coming off the
preceding stage, inducing the air to move further into the compressor, inlet guide
vanes, at the entrance of the compressor, adjust the airflow to meet the leading
edges of the first stage rotor blades at the correct angle for maximum efficiency.
The nominal compression ration value is 17:1 is used in performance calculations.
 Brayton Cycle Application

2- Combustor Operation
As the compressed air expands into the combustion chamber approximately one-
fourth of the air is directed to the combustor dome, where it mixes with the injected
fuel for the combustion process. The remaining volume of air, which bypasses the
combustor dome, enters the inner and outer combustion liners farther downstream
and it’s used to cool and position the flame cone. Following this, the air mixes with
the flame created by the ignited fuel/air mixture so that the heat energy released
from the burning fuel causes its temperature to increase steeply. This process
creates a very hot mixture of rapidly expanding gases that escapes the confinement
of the combustion chamber by passing through the turbine section.
3-Turbine Operation
The turbine assembly operates in a reverse manner to the compressor assembly,
extracting rotational energy from the hot gas stream by converting it from pressure
and temperature to rotational torque.
In the turbine section, each rotor disk is preceded by a stationary nozzle section, so
named because the shape of the spaces between adjacent airfoil creates the same
effect as the nozzle on a garden hose the expanding combusted air/fuel mixture, or
gas, entering the nozzle section is accelerated by the restricting nozzle effect, and
enters the next set of rotor blades at an increased velocity.
 Brayton Cycle Application

The force of this action is converted into a rotational torque by the reaction of the
turbine rotor blades, as the gas passes through the rotor to the exhaust section.
This generated torque is the force that turns the engine shaft and thus powers the
driven equipment.
 Brayton Cycle Application

4-Exhaust Operation

The hot gases, having converted most of their thermal and kinetic energy to
mechanical energy, continue expanding through the exhaust diffuser and exhaust
system, finally reducing to atmospheric pressure. Some thermal energy still remains
in these gases, and at some installations, instead of exhausting the gases directly to
atmosphere; the remaining energy is recovered by passing them through a waste
heat recovery system.

The gas turbine engine is made up of several main subassemblies which are bolted
together the engine axis. Descriptions of the subassemblies are given below.
Engine Subassemblies And Components
Engine Subassemblies And Components
 Engine Compressor Assembly

Air Inlet Assembly

The air inlet assembly, and thus the forward end of the engine, is bolted to and
supported from the reduction gear unit. It provides a 360 degree radial path for the
air to flow into the compressor where the flow is then converted to an axial path.
A heavy wire mesh screen guards the air inlet entrance to prevent loose objective
from being drawn in with airflow. An inlet duct is installed around the air inlet to act as
a transition for the air that is being drawn from the air filter and associated ducting.

Forward Bearing Housing

The air inlet assembly is also designed to incorporate the engine forward (#1)
bearing housing which contains the tilt-pad type rotor bearing and the labyrinth
seal. This bearing assembly supports the forward end of the engine’s compressor
rotor. The rotor journal bearings are all of the tilting-pad type for optimum stability
under high rpm conditions.
Engine Compressor Assembly
Engine Compressor Assembly

1.Variable Vane Lever, 2. Aft Compressor Case, 3. Compressor Air Inlet

Flange, 4. Forward Compressor Case
 Engine Compressor Assembly

Rotor Seals
Labyrinth seals are used to prevent the leakage of lube oil from the bearings and
prevent the oil from contaminating the air from paths. The labyrinth rotor teeth are
machined directly on the rotor shaft. The corresponding stationary seal consists of a
bronze sleeves set at a close clearance over the labyrinth teeth. The bronze material
wears in slightly during initial operation, resulting in a close tolerance fit. The forward
compressor bearing seal is buffered with compressor discharge (Pcd) air.
Axial Flow Compressor: Purpose
 Axial Flow Compressor: Purpose

The purpose of the compressor, section is to compress air for cooling and combustion.
The compressor draws in atmospheric air through the air inlet and increases its
pressure while reducing its volume.
In an axial flow compressor the air flows axially. This means that the air flows in a
relatively straight path in line with the axis of the gas turbine.
Axial Flow Compressor: Purpose

TM 2500 Compressor
Axial Flow Compressor: Purpose

Solar Titan 130 Compressor

 Axial Flow Compressor: Purpose

The main components of an axial flow compressor are the:

1. The Case
The compressor case contains the rotor and the stator. The case is divided into
halves. The left half may be removed for inspection or maintenance of the rotor and
stator blades while the right half remains in place.
The case of an axial flow compressor has the following functions:
• Support the stator vanes
• Provide the outside wall for the axial path of airflow
• Provide a means for extracting compressed air

2. The Stator
• Support the stator vanes
• Provide the outside wall for the axial path of airflow
• Provide a means for extracting compressed air
Stator vanes are the non-moving elements of the compressor. They are located
between each rotor stage. Stator blades are attached to the inner wall of the case.
 Axial Flow Compressor: Purpose

Stator vanes also act as diffusers, changing velocity to pressure.

Stator vanes are usually made of corrosion- resistant and erosion- resistant steel.
They may be mounted to the engine case in several ways. For example:
• They are frequently shrouded or enclosed by a suitable band for fastening
purposes.
• The vanes may be welded into the shrouds. The shroud is secured to the inner
wall of the compressor case.
• In some cases, individual blades are inserted into slots cut in the case.
 Axial Flow Compressor: Operation

When air enters the compressor through the air inlet, incoming air passes through
the first row of vanes, called inlet guide vanes (IGV).
As the air enters the first set of rotating blades, it is deflected in the direction of blade
rotation.
The air is then caught and turned as it passes through a set of stator vanes. From
there, the air is picked up by another set of rotating blades.
This process continues through the compressor. The pressure of the air increases
each time it passes through a rotor/stator blade set (called a stage).
As pressure is increased by successive rotor/stator blade sets, air volume is
decreased.
At the compressor exit, the diffusion section finishes the compression process by
decreasing air velocity and increasing pressure just before the air enters the
combustion section.
A major effect of an unstable compression process is surging, which is discussed
next.
 Axial Flow Compressor: Operation

3. The Rotor

The rotor is the rotating element of the compressor. The rotor contains blades fixed
on a spindle, drum, or wheel.
These blades push air to the rear in the same way a propeller does. The movement
of air is caused by the angle and the shape of the blades. When turning at high
speed, the rotor takes in air at the compressor inlet, increases the air pressure, and
accelerates the air toward the rear of the engine through a series of stages. Energy
is transferred from the compressor to the air as velocity energy. Rotor blades are
usually made of stainless steel. They are usually fitted into the rotor disks by either
bulb-type, fir-tree type, or dove-tail type roots. The blades are then locked by means
of screws, spacers, pins, keys, lock wires, or peening. The clearance between
rotating blades and the outer case is critical.
Some compressor blades have knife-edge tips. At ambient temperature, the
compressor rotor fits easily into the compressor case. However, as the blades
expand from compression heat, they lengthen and reduce clearance between the
case and rotors.
Tighter clearances increase the efficiency of the axial flow compressor.
Axial Flow Compressor: Operation
Axial Flow Compressor: Operation

Fir-tree mounted
 Axial Flow Compressor: Operation

Compressor Surge
Compressor surge is a characteristic common to all types of gas turbines. In
general, surge is the result of unstable airflow in the compressor. This unstable
condition is often caused by air building up in the rear stages of the compressor.
When a compressor is not operating at its optimum speed, the forward compressor
blades may provide more air than the downstream stages can compress. The air
then tends to reverse flow. Surging causes the machine to vibrate excessively.

Compression Ratio
Large, high-powered gas turbines require greater efficiency and higher compression
than can be obtained with a single axial flow compressor. Single axial compressors
usually have a compression ratio of approximately 8:1. Compression ratio is
determined by the discharge pressure (psia) divided by the suction pressure (psia).
For example, a gas turbine with a compression ratio of 8:1 discharges 117.6 psia of
discharge pressure for every 14.7 psia of suction pressure. In two-shaft gas
turbines, one or more turbine stages drive the compressor.
 Axial Flow Compressor: Operation

Two-Shaft Axial Flow Gas Turbine (GE 2500 Turbine)

A separate turbine section drives the compressor. Except for the airflow, the two rotor
systems (compressor and turbine) operate independently. Each compressor is driven
at its own speed by its own set of turbine wheels.
 Axial Flow Compressor: Operation

Two-shaft gas turbines use a coaxial rotor shaft. A coaxial shaft consists of a hollow
outer shaft containing a solid inner shaft. The inner shaft is mounted on bearings,
which allows each shaft to independently rotate at different speeds. The front
compressor is the low pressure compressor. The rear compressor is the high
pressure compressor.
Two-Shaft Compressor Ratio
For the dual-compressor engine, compressor pressure ratio is usually given for each
compressor or as:
LP compressor 4:1 x HP compressor 5:1 = Total compression of 20:1
The ratio of one compressor is multiplied by the other to give the total compressor
pressure ratio.
 Compressor Housing Assembly (Titan 130)

The compressor housing assembly consists a forward velocity split case assembly
that incorporates six sets of variable vanes, and an aft vertically split case assembly
that incorporations nine sets of fixed pitch compressor stator vanes, making fifteen
sets of stator vanes in all.

Both cases are bolted together to form a single compressor housing assembly, with
the forward end bolted to the aft end of the air inlet assembly and the aft end bolted to
the forward end of the compressor diffuser section.

Variable Vanes
The variable vanes are positioned by an electric actuator, which is linked to six
actuator rings, one ring for each set of variable vanes.

Movement by the actuator arm results in a corresponding movement of the actuator

rings in unison to control air entering the compressor section.
Compressor Housing Assembly (Titan 130)

TM2500 Gas Turbine

The compressor draws air through the inlet duct, around the center body, and
through the compressor front frame. The air then travels through the inlet guide
vanes (IGV) and passes into the compressor.

The amount of airflow in the 16-stage HPC is regulated by IGVs and six stages of
variable stator vanes (VSV).

The angular position of the VSV’s is changed as a function of compressor inlet

temperature (T2) and compressor speed.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Compressor Rotor(Titan 130)

The 14 stage engine compressor rotor consist of a forward compressor hub, the 0
disk which is connected by an adapter to the rotor drum sub-assembly that contains
stages 1 through 12, and an aft hub incorporations that 13th rotor disk. All of these
sub-assemblies are dowel-pinned together and secured by a hydraulically stretched
centre through bolt threaded into the aft hub and held at the forward end by a nut
that shoulders against the front face of the forward hub.

Diffuser & Combustion

The diffuser is located between the compressor section and the main components
of the combustion section. The purpose of the diffuser is to prepare the air for
entry into the combustion section. The front end of the diffuser is bolted to the
compressor case, and the back end is attached to the combustion section.
The diffuser has an expanding internal diameter that looks like an upside down
funnel. This provides additional space, like the air plenum, for the compressed air
to expand. In an operating gas turbine, the point of highest pressure is in the
diffuser exit.
 Compressor Housing Assembly (Titan 130)

Bleed air ports are usually built into the

diffuser case. Some ports are opened and
closed automatically to aid in start-up and
shutdown.
The primary purpose of the ports is to provide
bleed air for:

• Cooling internal engine parts

• Operating engine sensors and controls
• Preventing compressor surge

The diffuser straightens the flow of air into the

combustion section and provides equal
distribution to each chamber.

When the air leaves the diffuser, it enters the

next main section of the gas turbine, the
combustion section.
 Compressor Housing Assembly (Titan 130)

Combustion Section

Purpose
The combustion section is located between the compressor and turbine sections.
The purpose of the combustion section is to add heat energy to the flowing gases.
This addition of heat causes the gases to expand and accelerate into the turbine
section. The hot gases that are generated by burning fuel in the combustion
chambers are used to power the turbine and the load.

Components
There are two common configurations cannular and annular combustion chambers.
With a cannular combustor arrangement, two cans (flame tubes/liners) will have
ignites filled and upon successful ignition the flame propagates to the other cans
through the inter-connectors, which receive a very severe but transient thermal
loading. The annular combustor has the advantage of a lower pressure loss and
higher power density. However ensuring an even gas temperature distribution into
the turbine blading is more difficult to obtain. Consequently annular combustors will
come with a high number of fuel injectors to compensate for this characteristic.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Cannular combustor arrangement Annular combustor arrangement

Compressor Housing Assembly (Titan 130)

Annular combustor arrangement

 Compressor Housing Assembly (Titan 130)

The main component of the combustion section is the combustion chamber (burner).
A basic combustion chamber consists of the following:

• Outer case
• Perforated inner liner
• Fuel injectors
• Source of ignition

The outer case forms the shell or chamber in which the combustion process takes
place.

The perforated inner liner, also called a combustion liner, is designed to provide
paths for compressed air and gases to flow through the chamber for efficient
combustion and expansion.

The fuel injectors are located at the inlet of the combustion chamber.
 Compressor Housing Assembly (Titan 130)

The fuel system supplies clean, pressure-

regulated fuel to the combustion chamber
in the lower where it is mixed with the
incoming compressed air from the
diffuser.
During start-up, the fuel and air mixture is
ignited by a spark plug (source of
ignition).
After combustion occurs, the spark plug
stops firing. The burning gases supply the
heat energy required to operate the
turbine and load.
Coaxial Arrangement
Combustion chambers are arranged coaxially (common axis) with the compressor
and turbine to allow efficient flow-through operation. The figure shows a typical
combustion chamber arrangement.

Note the location of the spark plugs. Not all combustion chambers have spark plugs.
Some are equipped with only crossfire tubes.
 Compressor Housing Assembly (Titan 130)

To supply the needed source of ignition,

the flame from the combustion chamber is
carried through a crossfire tube to the next
chamber.

It is then used as the source of ignition for

the next chamber.

This process continues until all chambers

are ignited.

Operations
Compressed air enters the combustion chamber , fuel is injected, and the fuel/air
mixture is ignited and burned.
The burning or combustion gases expand and travel toward a point of lower pressure
at the rear of the chambers.
Because high pressure compressed air surrounds the burner on all sides except the
rear, the hot, expanding gases are directed toward the turbine section.
 Compressor Housing Assembly (Titan 130)

To operate efficiently, a combustion chamber

must provide:

• A means for proper mixing of air and fuel.

• A way to cool the hot combustion
products to a temperature the turbine
section components can tolerate.

To accomplish these actions, airflow through

the combustor is divided into two air paths:

• Primary
• Secondary

The primary air is approximately 25% of the

total air that enters the chamber. Primary air
is sent to the fuel nozzle area for
combustion.
 Compressor Housing Assembly (Titan 130)
Combustor Housing (Titan 130)
The combustor housing, which is bolted to the aft flange of the compressor diffuser
assembly, is the main support structure for the combustor assembly, externally, the
housing supports an array of 14 or 21 injectors, the fuel manifold(s), torch ignites;
bleed air valve, and the thermocouples that measure T5 temperature.
Several variations are possible in the type of fuel equipment that may be used on any
specific engine. Engines for use with gas fuel only are filled with a single fuel
manifold, whereas engines configured for operation on dual fuel such as natural gas
or diesel oil are fitted with three manifolds, one for gas fuel, one for liquid fuel, and
the third for atomizing air. Some installations employ NOx control which requires
additional manifolds.
Turbine & Exhaust
 Compressor Housing Assembly (Titan 130)

Components
Like the compressor section, the turbine section,
consists of two major components,
• The stator or turbine nozzles
• The rotor or turbine wheel

Stators & Rotors

The stators and the rotors of the turbine and
compressor sections are similar in their
construction.

The primary difference is the angle at which the

vanes, nozzles, and blades are positioned.
Their positioning is critical to efficient engine
operation.
Compressor Housing Assembly (Titan 130)

TM2500 Turbine Mid-Frame Assembly

 Compressor Housing Assembly (Titan 130)

Turbine Nozzle
The turbine nozzle vanes have two purposes:
Prepare the combustion gases for driving the
turbine rotor
Deflect the combustion gases in the direction of the
turbine rotation

To accomplish this, the shape and position of the turbine nozzle vanes form passages
for expanding gas flow.
These passages:

• Change the direction of gas flow

• Increase gas velocity
• Reduce pressure and temperature of the gas
 Compressor Housing Assembly (Titan 130)

Turbine Rotor
The energy of the gases leaving the first row of turbine
nozzle vanes encounters the next major component of the
turbine section, the rotor or turbine wheel.

The purpose of the turbine rotor is to extract mechanical

energy to operate the compressor, accessories, and load.

In Titan 130 the turbine rotor assembly consist of the

turbine rotor shaft and three disks. The turbine rotor shaft
is connected to the compressor rotor shaft by a keyed
tapered fit, held together by a centre stud. In effect, they
become a single shaft (a single shaft arrangement works
best for generator drives because it improves speed
stability and response during constant and varying load
conditions).
The turbine rotor consists of the following:
• Shaft
• Blades or buckets
• Disk
 Compressor Housing Assembly (Titan 130)

Turbine Rotor Blades

The blades of the turbine wheel are mounted to
the disk in the same manner as compressor
blades are mounted to the rotor, by either fir-tree,
bulb, or dove-tail type roots. This rotor and disk
assembly is attached to the shaft. As the turbine
wheel rotates it transfers energy to the shaft,
which is connected to the compressor, the
accessories, and/or the load. The turbine section
may be either single stage or multistage. When
the turbine has more than one stage, nozzle
vanes are installed between each stage.
Nozzle Vane Assembly
Each set of stator vanes forms a nozzle vane assembly for the following turbine
wheel. Exit guide vanes straighten the gas flow as it enters the exhaust section. We
have looked at the purpose, function, and design features of the two main
components of the turbine section, the stator and the rotor. Our next focus is on the
operation or flow of gases through the turbine section.
 Compressor Housing Assembly (Titan 130)

Turbine Section: Operation

Hot, expanding gases from each burner (or combustion chamber) flow through a
transition duct to turbine nozzle vanes.

The nozzle vanes direct the expanding gases into the turbine section. As you recall,
the components of the compressor section convert energy by increasing the airflow
pressure.
 Compressor Housing Assembly (Titan 130)

In contrast, the components of the turbine section convert energy by reducing the
pressure of the flowing gases. Pressure is changed to velocity by the shape and
position of both the turbine stator vanes and the rotor blades. The shape of the
vanes causes an increase in velocity as the gases pass between the vanes. As the
gases flow into the first set of vanes, the gases accelerate because the space
between the vanes is converging (a funnel effect similar to the first half of the venturi
tube).

The gases are again accelerated between the

nozzles. The second set of nozzles generates
additional gas velocity just before the hot gases
impinge on (hit) the second set of rotor blades.
The process continues through each stage of the
turbine section. Exit vanes reduce turbulence before
the gases enter the exhaust section. This reduces
backpressure on the turbine section. Approximately
two-thirds of the total energy available for work in a
gas turbine is used to turn the compressor. The
remaining energy available for work is used to drive
the load.
 Compressor Housing Assembly (Titan 130)

Exhaust Section: Purpose

When the gases exit the turbine section they enter the last section of the gas
turbine, the exhaust section.

The exhaust section is located directly behind the turbine section of the engine. The
purpose of the exhaust section is to discharge the spent gases to the atmosphere.
 Compressor Housing Assembly (Titan 130)

The exhaust section usually consists of the following components:

• Outer housing
• Inner housing
• Struts
• Plenum
These components act as a diffuser, to reduce the turbulence and velocity of
exhaust gases.

The outer housing is fastened to the rear flange

of the turbine section.

The inner housing is connected to the outer

housing by struts and may be fitted with a cone
to help in the diffusion process.

Struts also straighten the exhaust flow.

 Compressor Housing Assembly (Titan 130)

Exhaust Section: Components

The inner housing may contain the gas turbine rear bearing assembly and over
speed trip device.
The outer housing flange is used to connect the exhaust collector or plenum to the
gas turbine exhaust section . The diffusion process occurs in the exhaust section as
the volume is increased.

As the exhaust gases pass through the exhaust

section components:

• The velocity is decreased

• The pressure remains relatively constant
• The turbulence is reduced

The exhaust gases enter the atmosphere from

the exhaust plenum. Because exhaust gas
temperatures normally exceed 700°F, external
areas are covered with insulation or guards to
protect personnel and to prevent fire.
Compressor Housing Assembly (Titan 130)

TM2500 Rear Frame Assembly

 Compressor Housing Assembly (Titan 130)
Reduction Gear Unit
A reduction gear unit , is needed to reduce the turbine output shaft speed to the lower
input speed required by the generator.

The gear unit is an epicyclic high –speed star- gear arrangement designed for an
output speed of 1500 rpm.

The reduction gear unit base is firmly bolted to the

package skid and accepts the bolted up engine air
inlet housing at its aft end.

Therefore, the reduction gear forms an integral

part of the engine assembly and also acts as a
rigid support structure for the forward end of the
engine.
 Compressor Housing Assembly (Titan 130)

The reduction gear unit base is firmly bolted to the package skid and accepts the
bolted up engine air inlet housing at its aft end. Therefore, the reduction gear forms
an integral part of the engine assembly and also acts as a rigid support structure for
the forward end of the engine.
Compressor Housing Assembly (Titan 130)

Hydraulic Starting System Components:

The main components of a hydraulic starting system are as follows:

•Electric motor
•Hydraulic pump:

1- Axial-Piston Pump
The hydraulic pump is an axial-piston, variable-displacement or variable-volume
pump. This type of pump automatically increases or decreases the volume of
fluid flow to limit output pressure. A small charge pump is mounted on the head
of the hydraulic pump. The purpose of the charge pump is to prime the system
and to ensure that air is purged from the system. The charge pump is driven
through the main hydraulic pump.
An axial-piston pump consists of several small reciprocating pumps in a common
cylinder block and housing.
The head, which contains an inlet port and an outlet port, is attached to one end
of the pump housing.
Compressor Housing Assembly (Titan 130)

The cylinder block contains an odd number of cylinders (usually seven) equally
spaced from the center.
Three cylinders are always connected to the inlet port, and three cylinders are
always connected to the outlet port. One cylinder is located between the ports.

The cylinder block and pistons rotate inside the pump housing.
The pistons have connecting rods that are fastened to a swash plate by ball
joints.
The drive shaft of the axial-piston pump rotates the swash plate and cylinder
block so that the pistons move back and forth in the cylinder block, creating the
pumping action.
Piston movement is almost overlapping, which results in a constant flow of
hydraulic fluid.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

The figure shows the pumping action of one piston as the cylinder block makes one
revolution inside the pump housing.
When the piston is at point 1, it has just started its inward movement and is only
partly open to the inlet port.
At points 2 and 3, the piston is moving inward and the space in the cylinder is being
filled with hydraulic fluid.
At point 4, the piston is at the bottom of its stroke and it is not connected to either
port at this time.
This movement from point 1 to point 4 represents the first half of a revolution.

During the last half of the revolution, the piston moves outward toward the head.
The hydraulic fluid that filled the cylinder during the first half of the revolution is now
forced out through the outlet port as the piston returns to point 1 to start another
cycle.
 Compressor Housing Assembly (Titan 130)

2- Variable Displacement Piston Pump

A variable-displacement piston-type pump provides a means for varying the length
of the pumping stroke.
The length of the pumping stroke determines the volume of hydraulic fluid that is
discharged to the system. Pump stroke length is varied by changing the angle of
the swash plate.
 Compressor Housing Assembly (Titan 130)

The angle of the swash plate is controlled by two different means

• A solenoid selects high or low flow operation.
• An internal compensator limits output pressure to 5000 psig by reducing the
swash plate angle to reduce cylinder displacement.
•hydraulic fluid reservoir
•hydraulic starter motor (engine mounted)
•filter elements

TM 2500 ACCESSORY GEARBOX

 Compressor Housing Assembly (Titan 130)

Hydraulic Starting System Operation:

The typical hydraulic start system is a closed loop system with all return lines to the
hydraulic fluid reservoir.

The reservoir usually stores 40 to 50 gallons of hydraulic fluid. Automatic

temperature controls maintain hydraulic oil temperature between 50F and 60F.
 Compressor Housing Assembly (Titan 130)

Fluid from the charge pump flows through a charge pump discharge filter and then to the main hydraulic pump.
The charge pump provides over 300 psig to the main pump suction. The main hydraulic pump provides up to
55 gpm at 5000 psig to the hydraulic starter motor. High pressure fluid lines are installed between the starting system
module and the hydraulic starter motor.
 Compressor Housing Assembly (Titan 130)

The hydraulic starter motor is similar to the hydraulic pump. The motor is variable
displacement with a swash plate. The power cylinders are arranged axially around a
shaft. The angle of the swash plate on the shaft is controlled by a speed-sensing
mechanism.

At speeds up to 2500 rpm, the swash plate is held at its maximum angle, and the
pistons are working through their full stroke. At speeds over 2500 rpm, the swash
plate angle decreases. At about 4500 rpm, the swash plate is almost square to the
shaft.

The flow through the motor is equal to cylinder displacement times rpm. The flow
gradually increases as the
motor speed increases up to 2500 rpm. Flow then remains more or less constant up
to cut-out speed (speed
increasing, displacement decreasing). The starter converts high pressure fluid
energy to shaft torque, which
rotates the engine.
 Compressor Housing Assembly (Titan 130)

The fluid discharges from the starter to the low pressure side of the system (about
150 psig) and returns through a filter to the supply pump inlet. Solenoid control
valves are sequenced and controlled by the main unit control panel.
When a start is initiated, the system accelerates the gas generator from static
conditions to self-sustaining idle peed.
The hydraulic starter motor has an overrunning clutch, which disconnects the
starter shaft from the gas turbine during engine operation.
 Compressor Housing Assembly (Titan 130)

Coupling to the generator

Mechanical connecting between the reduction gear unit and the generator is
completed by using either a gear type or a disk type coupling. Both are similar in
construction but have certain notable differences.

Shear Pack
The share pack, is a coupling element continuing a bearing-mounted inner sleeve
that can rotate within the counter sleeve. The shear pack forms a continuous part of
the coupling but is connected to the other elements by special bolts designed to
shear if a sudden abnormally heavy load is applied to the coupling.
 Compressor Housing Assembly (Titan 130)

Gear type Coupling

Each of the shaft hubs associated with the gear type coupling consists of two
elements, a hub and a sleeve, both of which fit together by means of splines.

The splines provide a necessary degree of flexing in the coupling during operation.

Grease is used to provide lubrication between the splines and the task of
maintaining this lubrication is typically incorporated in routine maintenance
procedures.
The shear pack for this type of coupling is incorporated in the forward end of the
spacer.
 Compressor Housing Assembly (Titan 130)
Flexible Disk Type Coupling
The reduction gear unit shaft hub associated with the flexible disk type coupling
incorporates the shear pack.
Flexing in the disk type coupling is provided by two sets of disk packs located
between the spacer and each of the shaft hubs.

Each disk pack bolt-hole is bolted either to the spacer flange or shaft hub flange in
alternating fashion to permit flexing.
The low maintenance flexible disk coupling is sometimes known as a dry coupling
because it does not require grease lubrication.
 Compressor Housing Assembly (Titan 130)

Engine External Accessories

1 Bleed air valve and duct:

Bypasses excess air from the combustion chamber around the turbine sections and
directly into the exhaust stream during acceleration and lower engine speeds to
minimize the potential for engine compressor surge.
 Compressor Housing Assembly (Titan 130)

Inlet & Variable Guide Vane Actuator:

Includes a 120 Volt DC motor driven actuator, an actuating arm and actuator rings
for the Inlet Guide Vanes and first, sectioned, third, fourth, and fifth stage Variable
Vanes.
A sheet metal cover provides personnel protection and prevents debris from
obstructing the guide vane operation.
Inlet & Variable
Guide Vane
Actuator
 Compressor Housing Assembly (Titan 130)

3. T5 Thermocouples-Twelve Nicrosil/Nisil (Type-N)

Thermocouples are mounted on bosses equally spaced around the perimeter of the
combustor housing to monitor the temperature at the third-stage turbine nozzle. The
thermocouple tips protrude into spaces between nozzles. The thermocouple leads
are collected in a stainless steel harness assembly and routed to a dedicated
junction box on the base frame.
4. Gas Fuel Manifold:
Mounted on buckets around the diffuser to combustor casing flange. Gas fuel is
supplied to the manifold through a flexible armored hose. Each injector is connected
to the manifold by an interconnect tube.

5. Liquid Fuel Distribution Manifold:

Liquid fuel is supplied to each injector through a flow divider and individual lines to
the injectors.

6. Atomizing Air manifold:

Mounted around the engine. This two –piece manifold is used to distribute
compressed air needed to atomize liquid fuel at the injectors during liquid fuel
operation.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

7. Torch / Igniter Assembly:

Ignition is obtained, during the engine start cycle, by means of a torch / igniter (spark
plug) located in the torch housing.

The torch produces a high energy flame which quickly and reliably lights the fuel / air
mixture in the main combustion chamber. Fuel used for the torch is supplied by a
separate dedicated line.
Dual fuel / Liquid fuel engine torches also have connections for liquid fuel, and
atomizing air, and a drain.

8. Fuel Injectors (non-SoLoNox) :

A total of 21 injectors (Conventional Combustion) or 14 injectors (SoLoNOx
Combustion), force pressurized fuel into the combustion chamber to support
continuous combustion.

Duel fuel injectors have three connections, one for each type of fuel and one for
atomizing air.
Fuel flow through the injectors is metered by the electronic fuel control valve, or ( in
earlier installations) the mechanical load valve, and throttle valve.
Compressor Housing Assembly (Titan 130)

4-Igniter Plug
12-Injector
Compressor Housing Assembly (Titan 130)

Gas
Fuel
Inlet

Liquid
Fuel
Inlet

Air Inlet
 Compressor Housing Assembly (Titan 130)
Engine Air System

The main function of the engine air system is to use air as the working medium to
drive the engine output shaft. However, it also provide the other essential services
listed here, and described in more detail below.

1. Air / Oil Seal System: to pressurizes the oil seals.

2. Turbine Cooling Air System: Cools the turbine rotor discs and first nozzles and
blades.
3. Compressor Discharge Control Air: Supplies Pcd air as a control reference for
the fuel control valve.
4. Surge Avoidance( Variable Vane and Bleed Air Valve System): Assists in
achievement of smooth engine operation by preventing surge conditions at
critical speeds.
Air / Oil Seal System
The engine incorporates three air-pressurized labyrinth seals, installed next to the
engine bearings at the locations. These prevent the leakage of lube oil from the
bearings and prevent the oil from contaminating the air flow paths. An additional
air-pressurized labyrinth seal is installed at the Reduction Gear Unit output shaft
bearing.
 Compressor Housing Assembly (Titan 130)

Seal Airflow Routing

The air / oil labyrinth seals at the Compressor Rotor Forward #1 bearing and the Aft
Turbine Rotor #3 bearing are pressurized by the 7th stage compressor bleed air,
routed to the seals from two external taps on the compressor case.

Some of the air routed to #3 bearing is also used to cool the stage 2 and 3 turbine
discs.
The Compressor Rotor #2 seal is pressurized by Pcd air that is metered through
internal engine passages.
 Compressor Housing Assembly (Titan 130)
Labyrinth Air / Oil seals
Labyrinth seal. use pressurized air to create a barrier against lube oil leakage from
the bearings. A typical seal consists of a number of razor-sharp concentric rings, ( or
teeth as they are sometimes called), machined directly on the engine rotor shaft.
These mate with grooves cut into soft bronze material in the stationary seal housing.

To avoid back pressure on the seals which could interfere with their operation, the
diameter of the tank vent line is sized to allow a free flow of air from the tank. A
demister is typically installed in the vent stack line to separate the oil mist and return
it to the lube oil tank.
 Compressor Housing Assembly (Titan 130)

Cooling Air System

Metallurgy is a major limiting factor to the maximum power that a gas turbine engine
can produce. Although exotic high temperature alloy are used for the engine parts
exposed to high combustion gas temperatures, the engine power is limited by the
maximum temperature that the materials can withstand. The use of air to cool the
engine components has proven to be a cost effective way of firing at higher
temperatures to gain a desired power increase, while maintaining engine component
temperature that are consistent with long engine life.
Rotor Cooling Air
Pcd air is bled through passages in the compressor bearing support housing and
directed through the turbine rotor center bolt. From there it flows through the turbine
rotor disks and inter-stage diaphragms, providing an insulating layer of cool air
between the metal surfaces and the hot combustion gas.
First Stage Blade Cooling
The first stage turbine blades are cooled by pre-swirled Pcd air that is directed into
the base of the blades from a stationary nozzle ring that faces the turbine disk at the
blade root level.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)
Surge Avoidance
The surge topic was discussed briefly. To state that the condition in another way;
regime compressor surge can occur if the pressure ratio across the compressor
becomes greater than that which the compressor is able to support at a given rotor
speed. This can happen at low compressor speeds, typically during starting and
stopping, when the compressor is operating outside of its design aerodynamic
envelope.
 Compressor Housing Assembly (Titan 130)

Two systems, the Variable Guide Vans System and the Bleed Air System are used
to minimize the risk of engine surge under these conditions. Both systems function
differently, and each is discussed below.

Variable Vane System

The variable vane system, operates to prevent engine compressor surge during
both the start up and shutdown sequences.

Initially during startup the vanes are positioned to their minimum open position and
then transition to the maximum open position as the engine achieves of the self-
sustaining speed.

This enables the low pressure stages of the compressor to aerodynamically match
the higher pressure stages the compressor increases.

Similarly when the engine shutdown sequence is initiated and with engine
compressor speed decreasing, the vanes start restricting the volume of air entering
the compressor.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Direct AC (DAC) Start System( Solar Titan 130)

The direst AC Start System provides engine rotation from standstill through the purge
to light off sequences, then accelerates the engine to self-sustaining speed, at which
point the starter disengages and is de-energized.

The system is also used for rotating the engine at 20% speed for the on-crank
water/detergent wash cycle.
System Functional Description
Major Elements
The five major element of the Direct-AC Start System, are AC Electric Starter
Motors, a Variable Frequency Drive Controller (VFD) and sprag clutches, and 87.

The motors are a standard squirrel cage 3-phase AC induction motor, and is
mounted on the reduction gear unit through which it rotates the engine.
Between the reduction gear and the start motor is a sprag clutch which allows the
disengagement of the start motor after the engine is self-sustaining. The VDF is a
solid state programmable controller that convert input voltage and frequency to a
variable output voltage and frequency. Speed and torque of the starter motors are
controlled by the varying VFD output voltage and frequency.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Purge Sequence
After the gas fuel valve check and pre-lube sequences have been completed, and all
start permissive requirements are satisfied, a signal is sent to the VDF from the
Turbotronic control system to commence the start sequence.
 Compressor Housing Assembly (Titan 130)

Initially the VFD supplies a low voltage and frequency input at a low value of torque,
to start the motors turning at a low speed.
Motor speed is gradually increased for approximately 30 seconds until it reaches 20%
speed, which is then maintained for a minimum of 30 seconds to purge the engine
with clean air.
Compressor Housing Assembly (Titan 130)

Lube Oil Systems

The lube oil tank , also known as the lube oil reservoir, is installed in the
package base frame.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

It has an operating capacity of approximately 600 gallons (2270 liter), with additional
volume provided for oil run-back from coolers and drain lines.

Initial filling and subsequent replenishment of oil is made through the filter opening
on top of the tank, which is protected by a 20 – mesh strainer, and a spring loaded
filter cap.
Indication of the oil level in the tank is provided by a sight glass.

Oil in the tank must not fall below a certain minimum temperature, and in most
climates this temperature is maintained by a immersion heater that is controlled by
the Turbotronic Control System.

A separate temperature probe monitors oil temperature in the tank and transmits this
information to the Turbotronic Control System. Hot oil vapor escapes from the tank
through a vent system that incorporates a separator to recover oil from the vapor,
and return it to the tank.
 Compressor Housing Assembly (Titan 130)

Oil Tank Level Indicator

Oil level in the tank is indicated by a sight glass located on the left side of the base
frame, near the mid-point.
 Compressor Housing Assembly (Titan 130)

Oil Tank Level Alarm And Shutdown Switches

A float switch assembly incorporating two switches provides protection against the oil
level in the tank falling below safe limits.
One switch is set to initiate a low oil level alarm if the oil level, as measured from the
bottom of the tank, falls to 15.3 inches (39 cm). This is equivalent to approximately
500 gallons (1892 liter) of oil remaining.
The other switch is set to initiate a low oil level shutdown if the oil level, as measured
from the bottom of the tank, falls to 13.3 inches (33.8 cm) . This is equivalent to
approximately 435 gallons (1646 liter) of oil remaining. This is a cool down lockout
shutdown, which also locks out the lube oil tank heater to prevent damage to the
heater element.
 Compressor Housing Assembly (Titan 130)

Oil Tank Heater and Temperature Sensor

An electrically powered 20 kW, immersion heater is installed in the lube oil tank to
maintain the oil above a minimum permissible temperature when the turbine is shut
down for extended periods. The heater is controlled by the Turbotronic Control
System, which constantly monitors the oil temperature from a sensor immersed in
another part of the tank. The signal from the tank sensor is also scaled and displayed
on the Operator Interface Display.
Compressor Housing Assembly (Titan 130)

Oil Tank Pressure transmitter

An air / oil seal is positioned next to each engine bearing to permit a small
amount of airflow across the seal face, thus preventing oil from migrating into the
gas path in the engine.

The exhausted seal air travels to the lube oil tank through the bearing oil drain
lines, as it passes through on its way to the vent system. In doing so, it raises
tank pressure above atmospheric.

Tank pressure is monitored by the tank pressure transmitter, and should the tank
pressure exceed 8.5 inches H2O (0.307 psi, 0.0211 bars), due to excessive seal
air flow or obstruction of the oil tank vent, the Turbotronic Control System will
annunciate a lube oil tank pressure high alarm.

A continuing increase in tank pressure beryond 10 inches H2O will result in the
engine being automatically shut down, annunciating lube oil tank pressure high.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Air / Oil Separator

The Air/Oil Separator is also often identified as an Oil Mist Eliminator, or
Demister. The separator is installed in the oil tank vent line. Its function is to
recover oil from the air/oil vapor escaping from the tank as it passes through the
vent system, and return it to the tank. Oil coalesces on the element and drains
back down the vent line into the lube oil tank.
 Compressor Housing Assembly (Titan 130)

Lube Oil Header Pressure Transmitter

A pressure transmitter, connected to the oil header supplying lube oil flow to the
engine, provides a 4-20 mA proportional signal to the Turbotronic Control System.

The Turbotronic control system controller compares the pressure transmitter signal
to programmed setpoints to annunciate Alarm and Shutdown functions, and to
control the prelube and postlube schedules.

Pre/Post Lube Oil Pump

The Pre/Post Lube Oil Pump , is a rotary gear-type pump.
The pump performs the following functions:
•Provides a flow of oil for bearing lubrication prior to startup, during startup, and
engine roll down when a shutdown has been initiated.
•Provide an oil flow an extended period after shut down , to remove heat from the
engine bearings.
Compressor Housing Assembly (Titan 130)
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Pre-Lube

The Pre/Post Lube Oil Pump circulates oil to the engine, reduction gear unit, and
driven equipment bearing during the pre-lube sequence. It then continues in
operation during the remainder of the start sequence, to supplement oil flow from
the main lube oil pump.

Post-Lube and Cooldown

The pump is restarted during the engine shutdown sequence, when the fuel valves
are closed. Initially this is to supplement the decreasing output of the main pump
during the engine roll down. However, the pump continues to operate for a 4-hour
period, for the critical purpose of cooling the engine bearings, preventing them
from being damaged by heat soak from the engine.
The Pre/post Lube Oil Pump will also be started anytime oil header pressure falls
below a programmed limit, normally 25 psig (1.7237 bars).
 Compressor Housing Assembly (Titan 130)

Backup Post Lube Pump

The Backup Post Lube Pump is a rotary gear-type pump, its purpose is to provide oil
flow to the Number 2 and 3 engine bearings if the Pre/Post Lube Oil Pump is
unavailable when the engine shuts down, or fails during the post lube sequence. It is
automatically started by the action of the Backup Lube Pump Activation Pressure
Switch reverting to its failsafe condition when the lube oil header pressure falls to 8
psig.
Pump Discharge
The pump’s discharge is connected directly to the oil supply line to the number 2
and 3 bearings, bypassing the lube oil filter and the oil cooler. A check valve,
installed at the connection point, isolate the pump’s discharge line from the lube oil
supply header, allowing flow only to the Number 2 and 3 bearings, A check valve in
the discharge line, downstream of the pump, protects it and associated components
from being exposed to the normally higher pressure of the lube oil header, when the
main engine-driven oil pump is in operation. A relief valve in the pump’s discharge
line limits pressure 10 6-14 psig, measured at the lube oil header pressure
transmitter.
 Compressor Housing Assembly (Titan 130)

Main Lube Oil Pump

The Main Lube Oil Pump, is a positive –displacement gear type pump, mounted on a
Reduction Gear Unit accessory drive pad, through which it is driven by the engine.
 Compressor Housing Assembly (Titan 130)

Pressure Control Valve

A spring-and –diaphragm actuated pressure regulator valve, connected at the main
lube oil pump discharge, senses lube oil header of 35 psig at the lube oil header. The
valve diverts oil back to the lube oil tank when the set point is exceeded. The volume
of oil diverted is proportional to the differential between the set point and the higher
header pressure. An adjustable spring unloader on the regulator valve allows for
calibration of the set point pressure.

Main Lube
Oil System
Relief
Valve
 Compressor Housing Assembly (Titan 130)

Main Lube Oil System Relief valve

The main lube oil system relief valve is a direct-acting poppet valve with a screw –
type pressure setting adjustment.
The valve is connected in the main lube oil pump’s discharge line.
The relief valve acts as a pilot stage for an unloading.
Differential pressure cartridge valve.
During operation, if oil system pressure exceeds 150 psig, the valve will adjust
internal flow control pressure by allowing a small amount of oil to flow to the lube oil
tank.
This slight increase in flow decreases the internal control pressure which creates an
imbalance on the differential pressure valve.
To compensate for the imbalance, the valve opens to allow excess oil flow to be
returned to the lube oil tank, which protects the lube oil system components from
excessive pressure.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Thermal Control Valve

The thermal control valve , is a three-way mixing valve controlled by an internal
thermal element.

The valve has the task of bringing the lube oil temperature to its 124 ⁰F (51 ⁰C)-
140⁰F (60⁰C) operating range as soon as possible after startup, and maintaining it
there for the duration of turbine operation.

It achieves the initial objective by bypassing the oil around the cooler system when
it is cold, until it reaches the target temperature range.

The temperature of the oil is then maintained in this range by passing some of it
through the cooler and re-mixing it with un-cooled oil.
Compressor Housing Assembly (Titan 130)
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Thermal Control Valve Operation

When the temperature of the oil is lower than 124⁰F, all of it bypasses the cooler,
but when it reaches 124⁰F the thermal element starts transferring the valve to pass
some of the oil through the cooler, mixing cooled oil with hot oil.

Continuing increases in oil temperature causes the valve to progressively divert

more oil through the cooler and less to bypass until, at 140⁰F, all of the oil is flowing
through the cooler. Thereafter the thermal element modulates the valve between
both of the extreme positions, at maintain oil temperature in the 124⁰F to 140 ⁰F
range.
Compressor Housing Assembly (Titan 130)

Lube Oil Header Temperature Sensor

A resistance temperature detector (RTD) in installed in the lube oil header to

monitor the temperature of the oil supplied to the engine.
The RTD signal is monitored by the Turbotronic Control System, and the system
controller compares the temperature to programmed setpoint to annunciate the
temperature ALARM and SHUTDOWNS, and to control lube oil cooling
equipment. The temperature signal is also scaled and displayed on the operator
interface display.
Compressor Housing Assembly (Titan 130)

Lube Oil Cooler

The lube oil cooler removes heat that the oil has absorbed from the turbine,
generator, and reduction gear unit bearings.

Units may be supplied with either an air-to-air-oil cooler, or a water-to –oil cooler,
depending on the type of installation.

In either case the cooler is mounted off the package, and is connected to the
package lube oil system by interconnecting piping, piping hookup between the
package and the cooler is made of at two flanges connections, located side by
side on the side of the skid.
Compressor Housing Assembly (Titan 130)

Air-to-Oil Cooler
The air-to-oil cooler consists of a tube and fin heat exchanger. And a three-phase
AC electric motor-driven cooling fan.

It is designed for service in an environment where the maximum ambient

temperature does not exceed 110⁰F (43.33⁰C).

Tube material is copper, and the fans which fit over the tubes are manufactured
from aluminum.

The fan is automatically energized by the Turbotronic Control System when lube
oil yank temperature has risen to a programmed setpoint value, and is de-
energized when the temperature falls below another setpoint.

Typical setpoint values are 110⁰F tank temperature to energize the fan, and
100⁰F to de-energize the fan.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Water-to Oil Cooler

A Water-to-oil Cooler consists of a series of thin, corrugated alloy plates, which
are gasketed and compressed together to create an arrangement of parallel flow
channels.

One fluid travels in the odd numbered channels, and the second fluid in the even
numbered channels. Heat is transferred , through the plate material, from the oil
on one side to the cooling water on the other side.

Cooling water is supplied as a site utility by the customer, and is not controlled by
the Tyrbotronic Control System. Operators are required to make sure that water
is available, and flowing through the cooler, prior to initiating the engine start
sequence.

A 20 mesh filter strainer is installed in the water inlet line upstream of the cooler.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Lube Oil Filters (Duplex Filter)

Operation with a single filter unit has the obvious disadvantage of requiring engine
shut down when the element needs to be replaced, therefore, a duplex system is
provided in which case a second filter unit is added. The second filter is typically kept
on standby, and can be switched fully into service by a transfer valve, thus avoiding
the need to shut the engine down when service on the first filter becomes necessary.
The filter selector assembly is a dual-section valve with a single actuator level. The
valve assembly isolates both the inlet and outlet ports of the deselected filter.
Compressor Housing Assembly (Titan 130)

NOTE: A new filter element must be primed with oil prior to starting the
engine, otherwise the bearings will suffer oil starvation due to absorption of
the initial flow by the new element.

Priming a New Simplex Filter Element

This operation assumes that the engine is running during change out of a dirty
filter element, and that the transfer valve has been operated to bring the
standby filter on-line and take the filter to be serviced off-line.
After a new filter element has been installed in the out of service canister, the
cover must be securely replaced.
The filter unit is then primed by opening the manual vent valve on top of the
out-of –service filter, and opening the Filter Cross-freed Valve to fill the
canister.
Oil will eventually start discharging from the open vent, but this should be
allowed to continue until the oil is completely free of oil bubbles. The vent and
cross-feed valves can then be closed. The filter is now ready for standby duty,
and can be immediately transferred into service when needed.
 Compressor Housing Assembly (Titan 130)

Lube Oil Filter Instrumentation

A Differential Pressure transmitter is connected across the filter system to initiate a
Lube Oil Filter ∆P High alarm from the turbotronic Control system when the
differential pressure rises to 30 psid.
Lube Oil Filter Differential Pressure can be selected for display on the Operation
Interface Display.
Compressor Housing Assembly (Titan 130)

Package Lube Oil Distribution

Two branch lines from the main lube oil header supply oil to the engine.
One branch supplies oil to the Reduction Gearbox assembly.
A branch line in the reduction gearbox supplies oil to the Number 1 Engine
Bearing and thrust bearing.

The other branch line from the main oil supply header supplies oil to the
Number 2 and 3 Engine Bearings.

Number 1 bearing and the thrust bearing drain back to the reduction gear Unit,
and since the reduction gear Unit is mounted on top of the lube oil tank, it drains
directly into the tank through its base.
The thrust bearing is constructed with a temperature sensor, providing a
temperature signal to the Turbotronic Control System controller.
The signal is used by the controller for ALARM and SHUTDOWN annunciation,
and is available for monitoring on the Operator Interface Display.
Compressor Housing Assembly (Titan 130)

Oil draining from the Number 2 and 3 Bearings is returned to the tank through a
common drain line, which is equipped with a sight glass for visual monitoring.

A temperature sensor is also installed in the drain line to monitor the oil
temperature in the bearing drain.

The Tyrbotronic Control System controller compares the temperature signal

from the sensor to programmed setpoints to annunciate ALARM and
SHUTDOWN functions.

The temperature signal can be observed on the Operator Interface Display.

Compressor Housing Assembly (Titan 130)

Generator Bearing Oil Supply

A pair of branch lines from the main lube oil header supply oil to both generator
bearing housings. Flow-control orifices, provided by the generator supplier, are
installed upstream of each bearing to maintain lube oil flow at approximately 1
gpm (3.785 liter/ minute) per bearing. The drain lines from both bearing housings
are equipped with sight glasses for visual confirmation of oil flow.

Rotor Bearing

Rotor journal bearings are of a tilting-pad radial type that ensures stable
operation. Rotor thrust bearings on the loaded side. The unloaded aft side are of
a fixed tapered land design. Pads and thrust washers are of a bimetal
construction, consisting of a steel backing and babbitt facing.
Compressor Housing Assembly (Titan 130)

Tilting-Pad Radial Journal Bearing

Compressor Housing Assembly (Titan 130)

Tilting-Pad Axial Thrust Bearing

 Compressor Housing Assembly (Titan 130)

In TM2500 the two engine shafts are supported by seven bearings in four dry
sumps where synthetic oil is sprayed onto each bearing for cooling and lubrication.
Ball bearings maintain axial or thrust positioning of each shaft. Other shaft loads
are carried by roller bearings. Each bearing is numbered as it relates to engine
station location and type: B for ball and R for roller. Sumps are alphabetically
identified from front to rear in the engine.
 Compressor Housing Assembly (Titan 130)

Engine Removal Facilities

A traveling internal trolley beam is incorporated in the enclosure to assist with engine
and reduction gear unit removal. Depicts a typical a typical trolley beam. An external
trolley beam extension can be bolted up to the internal trolley beam to enable the
engine or gearbox to be pulled out of the enclosure.
 Compressor Housing Assembly (Titan 130)
Generator Parts
The Generator is a typical brushless generator that converts mechanical energy
provided by the turbine through the reduction gearbox unit into AC Electrical
power. For 50Hz the generator spins at 1500 rpm or 3000rpm.

Generator Sleeve Bearing

The generator rotor is supported by a bearing on both ends. The bearing located
closest to the reduction gearbox is called the Drive End Bearing while the other
bearing is called the Non-Drive end or Exciter –End bearing. Antifriction and
sleeve bearings are commonly used on rotating machinery. Smaller generators
typically use Roller or Ball bearings.
On sleeve type bearings oil is typically supplied by an oil ring (slinger) fed from a
bearing housing that acts as a reservoir. Generators usually do not have a thrust
bearing as the rotor will find and run in the magnetic center of the generator. The
magnetic center is normally marked on the shaft for use during alignment of the
generator to the driver.
Compressor Housing Assembly (Titan 130)
 Solar Titian 130 Gas Turbine Operation Sequence

A. Pre-Lube

a. Start command initiated

b. Back-up lube oil pump started momentarily for integrity / operational check

1. Pre/post lube oil pump started supplying oil to turbine, accessory drive,
gearbox and generator bearings
2. Start 10 sec. timer with 5 sec at 8psi min. and 25 max.
3. VDF controlling Pre/Post lube oil pump output pressure

c. Gas Valve Check

d. Engine driven lube oil pump starts as engine rotates, lube oil controlled by lube
oil pressure regulator
e. Commence rotation of Starter and Gas Producer

B. Phase 1 start ramp

C. Purge Cycle (15% to 20% NGP)
Fuel Valves and torch opened / Ignition Commanded
 Compressor Housing Assembly (Titan 130)
D. Phase 2 start Ramp
a) T5 <400⁰F & > 10 Sec elapsed time or Ignition Failure
b) 65% Ngp:
1- Self –sustaining speed
2- Starter droop out
3- Engine driven lube oil pump supplying al oil pressure
4- Pre/post lube oil pump stopped
c- 70% Ngp
Bleed Valve starts to close
d- 80%:
1. Bleed valve fully closed
2. Variable Vanes start to open
3. Activate the voltage regulator

e) 83% Ngp:
Bleed Valve fully closed
f) 90% Ngp
Start 10 sec “Ready to Load” timer
 Compressor Housing Assembly (Titan 130)

E. Ready to load (100% Ngp synchronous speed)

a. On Load (Breaker Closed)

b. 50%-100% Load Guide vanes modulate (T5 setpoint control) / (SoLoNOx mode)

Note:
•NPT=%Power Turbine Speed
•NGP=%Gas Producer Speed
•(NGP): % Gas Producer Speed (Compressor Speed)= (NPT):% Power Turbine
Speed (Gas turbine output speed) in single shaft gas turbine.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Gas Turbine Vibration

Purpose:
The purpose of the vibration monitoring system is to help in preventing
abnormal operating conditions.
The rotating shafts of any machine or gearbox have a tendency to move
axially or radially as a result of speed, loads, worn internal parts,
unbalance, or other reasons.
 Compressor Housing Assembly (Titan 130)

Axial and radial shaft movement is called vibration. Vibration is a continuing

periodic change in a displacement from a fixed reference.
Excessive vibration is an abnormal operating condition that can result in
equipment damage. Excessive vibration is a symptom of other abnormal
conditions.

A bent shaft or improper shaft alignment could be the source of vibration.

Vibration Monitoring

Several protective systems are used to alert operators to abnormal operating

conditions that could result in damage to the turbine or other equipment. Vibration
is one of the critical operating parameters that is monitored by a protection
system.

A vibration monitoring system is usually a part of the gas turbine's programmable

logic control and operator terminal. The figure shows typical vibration detector
locations in relation to the rotor.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Shaft Movement
Vibration monitoring systems are installed on gas turbines and driven equipment
to monitor and sometimes record axial and radial shaft movement. Shaft
movement is monitored in either displacement (mils),
velocity (length/unit-time), or acceleration (g's).

Vibration Monitoring Probes

Two vibration probes are used in the gas turbine applications:

1-Displacement transducers:

•Displacement traducers measure the distance between the end of the sensor
and the shaft
•They are drilled into the bearing, thus they are not portable.
•Used on plain (journal/sleeve)bearings
•The units are mils pk-pk or microns pk-pk
•They are also known as “eddy current probes”, “non-contact probes”, and
commercially as “Proximity probes”, or “prox. Probes”
 Compressor Housing Assembly (Titan 130)

Why do we measure PK-PK?

You can see the movement of the shaft inside the bearing. The displacement probe
measure the gap between the tip of the probe and the shaft.
Compressor Housing Assembly (Titan 130)
Compressor Housing Assembly (Titan 130)

2-Accelerometers:
•The most common sensor used for routine “route-based” vibration monitoring
system
•Commonly used in on-line monitoring systems
•Units: g’s rms or pk, mm/sec² rms, in/sec² or AdB

In the gas turbine, vibration probes are installed in the bearing housings near the
shaft. The probe tips operate on 24-volt DC power to establish a magnetic field
between the probe tip and a burnished area on the shaft.

As the distance between the probe tip and the shaft changes, the strength of the
magnetic field changes.

The probe senses fluctuations in the magnetic field, and the monitoring systems
uses this information.

The figure illustrates a typical single and double radial probe installation in a
bearing.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

In the figure , four probes monitor the radial movement of a gas turbine shaft and two
probes monitor the shaft axial location. Axial position probes 1 and 2 monitor shaft
axial movement in two places at the thrust collar.
Probes 3Y and 4X measure radial movement at the low pressure end of the
compressor.
 Compressor Housing Assembly (Titan 130)

Probes 5Y and 6X measure radial movement at the high pressure end of the
compressor. The probes are placed 90 degrees apart to monitor relatively both
horizontal and vertical radial movement. One probe monitors the X axis, and the
other monitors the Y axis.

Axial movement is usually monitored by two probes, as shown in the figure. One
probe is mounted at the end of the shaft, and the other is mounted at the thrust
collar. During operation, any of the vibration monitors can usually be read on the
PLC display.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

At some preset vibration limit (3 mils, for example), the vibration monitoring system
will initiate an alarm.
If vibration increases to the high limit (5 mils, for example), another alarm is initiated
and the vibration monitoring system will initiate a TRIP signal to shut the unit down
before damage occurs.
 Compressor Housing Assembly (Titan 130)

Exhaust Emission and Control

NOX refers to a family of compounds NO and NO2. They are formed during
combustion from the reaction of the oxygen and nitrogen naturally occurring in the air,
and are partially responsible for creating acid rain. As can be seen in Fig. below, the
rate of NOX formation decreases exponentially as the temperature decreases. The
main way
to decrease NOX is to decrease the fuel to air ratio and operate with a lean fuel
mixture. However, a decrease in combustion temperature also increases the
undesirable formation of CO (carbon monoxide) so a balance has to be achieved.
 Compressor Housing Assembly (Titan 130)

Water Or Steam Injection Systems

Water or steam injection reduces NOX by dropping the combustion
temperature, which drastically reduces the formation of NOX. Either steam
or water can be used depending on what is most easily available.
Cleanliness and purity of the water or steam is of paramount importance to
prevent corrosion of hot section components.

The water or steam can be injected into the combustion section through the
fuel nozzles or can be premixed with liquid fuels in a separate manifold.
 Compressor Housing Assembly (Titan 130)

Aside from increased corrosion, the main disadvantage of water or steam injection
is that, as more water or steam is injected to further reduce NOX, the thermal
efficiency is reduced because of the energy transferred to the water or steam.
There is also an increase in combustion activity and pulsation, which reduces the
life of hot section components.

There is, however, an increase in power output that is important to some users.
The practical limit for NOX emissions achievable with water or steam injection is 25
ppm for natural gas and 42 ppm for liquid fuels.
Compressor Housing Assembly (Titan 130)

Dry Low Nox Combustion Systems

The standard scrubbing method for limiting NOX is now mostly being replaced by
dry low NOX (DLN for dry low NOX or DLE for dry low NOX emission)
technology, which is able to achieve the lower levels now required. The standard
maximum level for NOX in many locations is now 25 ppm and some gas turbines
are now able to reach levels of 9 ppm.

Dry low NOX combustion systems operate on the principle of lean premixed
combustion. Air and fuel are premixed to the proper lean proportion and then
combusted at lower temperatures. This requires an increase in combustion area.
Compressor Housing Assembly (Titan 130)
 Compressor Housing Assembly (Titan 130)

Other manufacturers use variations on this approach but the basic principles are
the same. In all cases, fuel control becomes more complicated to enable low
NOX to be achieved over the entire operating envelope. Some vendors are also
supplying retrofit options for existing equipment.

Fuel Injector Cutaway

 Compressor Housing Assembly (Titan 130)

Turbine Trouble Shooting

Consequences of Gas Turbine Failures can be catastrophic
Failures of gas turbines driving major compressors can cause major process
Disruptions that can cost >$1M/day, and can last for days to weeks depending
On the degree failure or damage and availability of spare parts.
Turbines that are not operated as designed can cause inefficient process
operations resulting in economic loss
If gas turbine problems are not recognized in time and resolved correctly,
extreme consequences could occur
• Extensive equipment damage
• Serious personnel injury
• Environmental exceptions

Step Troubleshooting Approach

Step 1: Problem Recognition
Know the difference between normal and abnormal to detect a problem
Step 2: Problem Confirmation
Look at other functions and parameters to validate that there is a problem.
Step 3: Identify Probable Causes
Consider all of the factors that could contribute to the problem.
 Compressor Housing Assembly (Titan 130)

Step 4: Verify or Eliminate Probable Causes

Test what does and what does not fit as a probable cause.
Step 5: Isolate Root Cause
Determine the one component or fault that caused the problem
Step 6: Implement Solution
Determine what is required to solve the problem, recognizing the impact on other
associated systems.
Step 7: Confirm Problem Corrected
Recheck/retest system after solution implemented to confirm resolution

Common Gas Turbine Problems

•High Vibration
•Inadequate Lubrication Problems
•Speed/Fuel Control Problems
•Axial Compressor Fouling
•High Exhaust Temperatures
Compressor Housing Assembly (Titan 130)
Maintenance
Operation Factors Affecting Maintenance

•The effect of maintenance factors for fuel, starts, environment and load duty cycles
are cumulative.

•As the maintenance factor increases, the time between inspections and
component repairs decreases and it is possible that component replacement
frequency will increase.
Key Factors Affecting Maintenance Planning
Plant Level Top 5 System Contributions to Downtime
 MAINTENANCE FACTORS

1.Cyclic Effects
a. Startups: Normal, Fast Load and Emergency
b. Stops: Normal shutdown and Trips (>80% Load)

2.Firing Temperature
3.Fuel

Gas, Distillate, Crude, Quality, etc...

4.Water or Steam Injection
5.Environment
Air Quality
6.Maintenance Practices
 Inspection Schedules

Maintenance inspection types may be broadly classified as:

1.Standby inspection: It is performed during off-peak periods when the unit is not
operating and includes routine servicing of accessory systems and device
calibration.

-This inspection includes routinely servicing the battery system, changing filters,
checking oil and water levels, cleaning relays and checking device calibrations.

-Servicing can be performed in off-peak periods without interrupting the availability

of the turbine.
 Inspection Schedules

-A periodic startup test run is an essential part of the standby inspection.

-The Operations and Maintenance Manual, as well as the Service Manual

Instruction Books, contain information and drawings necessary to perform these
periodic checks.

-Among the most useful drawings in the Service Manual Instruction Books for
standby maintenance are the control specifications, piping schematic and electrical
elementariness.

-These drawings provide the calibrations, operating limits, operating characteristics

and sequencing of all control devices.

-This information should be used regularly by operating and maintenance personnel.

 Inspection Schedules

2.Running inspection: It is performed by observing key operating parameters

while the turbine is running.

-Running inspections consist of the general and continued observations made

while a unit is operating.

-Data should be taken to establish normal equipment start-up parameters as well

as key steady state operating parameters.

-Steady state is defined as conditions at which no more than a 3 C change in

wheelspace temperature occurs over a 15-minute time period.

-Data must be taken at regular intervals and should be recorded to permit an

evaluation of the turbine performance and maintenance requirements as a
function of operating time
Inspection Schedules

Operating inspection data parameters

Inspection Schedules

3.Disassembly inspection: It is requires opening the turbine for inspection of

internal components and is performed in varying degrees.

A. Combustion Inspection
-The combustion inspection is a relatively short disassembly shutdown inspection
of fuel nozzles, liners, transition pieces, crossfire tubes and retainers, spark plug
assemblies, flame detectors and combustor flow sleeves.

-This inspection concentrates on the combustion liners, transition pieces, fuel

nozzles and end caps which are recognized as being the first to require
replacement and repair in a good maintenance program.

-The combustion liners, transition pieces and fuel nozzle assemblies should be
removed and replaced with new or repaired components to minimize downtime.
Inspection Schedules

-Typical combustion inspection requirements for machines are:

•Inspect and identify combustion chamber components.

•Inspect and identify each crossfire tube, retainer and combustion liner.
•Inspect combustion liner for TBC spallation, wear and cracks. Inspect
combustion system and discharge casing for debris and foreign objects.
•Inspect flow sleeve welds for cracking.
•Inspect transition piece for wear and cracks.
•Inspect fuel nozzles for plugging at tips, erosion of tip holes and safety lock of
tips.
•Inspect all fluid, air, and gas passages in nozzle assembly for plugging, erosion,
burning, etc.
•Inspect spark plug assembly for freedom from binding; check condition of
electrodes and insulators.
•Replace all consumables and normal wear-and tear items such as seals, nuts,
bolts, gaskets, etc.
Inspection Schedules

•Perform visual inspection of first-stage turbine nozzle partitions and

borescope inspect turbine buckets to mark the progress of wear and
deterioration of these parts. This inspection will help establish the schedule
for the hot-gaspath inspection.

•Perform bore scope inspection of compressor.

•Enter the combustion wrapper and observe the condition of blading in the
aft end of axial-flow compressor with a bore scope.

•Visually inspect the compressor inlet and turbine exhaust areas, checking
condition of IGVs, IGV bushings, last-stage buckets and exhaust system
components.

•Verify proper operation of purge and check valves. Confirm proper setting
and calibration of the combustion controls
 Inspection Schedules

B. Hot Gas Path Inspection

•The purpose of a hot gas path inspection is to examine those parts exposed to
high temperatures from the hot gases discharged from the combustion process.

•The hot gas path inspection outlined in the Figure below includes the full scope of
the combustion inspection and, in addition, a detailed inspection of the turbine
nozzles, stator shrouds and turbine buckets.
 Inspection Schedules

Typical hot gas-path inspection requirements for all machines are:

•Inspect and record condition of first-, second and third-stage buckets. If it is

determined that the turbine buckets should be removed, follow bucket removal and
condition recording instructions. Buckets with protective coating should be
evaluated for remaining coating life.
•Inspect and record condition of first-, second and third-stage nozzles.
•Inspect and record condition of later-stage nozzle diaphragm packings.
•Check seals for rubs and deterioration of clearance.
•Record the bucket tip clearances.
•Inspect bucket shank seals for clearance, rubs and deterioration.
•Check the turbine stationary shrouds for clearance, cracking, erosion, oxidation,
rubbing and build-up.
•Check and replace any faulty wheel space thermocouples.
 Inspection Schedules

•Enter compressor inlet plenum and observe the condition of the forward section of
the compressor. Pay specific attention to IGVs, looking for corrosion, bushing wear
evidenced by excessive clearance and vane cracking.

•Enter the combustion wrapper and, with a borescope, observe the condition of the
blading in the aft end of the axial flow compressor.

•Visually inspect the turbine exhaust area for any signs of cracking or deterioration.

•The first-stage turbine nozzle assembly is exposed to the direct hot-gas discharge
from the combustion process and is subjected to the highest gas temperatures in
the turbine section. Such conditions frequently cause nozzle cracking and oxidation
and, in fact, this is expected.

•The second- and third-stage nozzles are exposed to high gas bending loads, which
in combination with the operating temperatures, can lead to downstream deflection
and closure of critical axial clearances.
Inspection Schedules
 Inspection Schedules

C. Major Inspection

• The purpose of the major inspection is to examine all of the internal rotating and
stationary components from the inlet of the machine through the exhaust.

• A major inspection should be scheduled in accordance with the recommendations

in the owner’s Operations and Maintenance Manual or as modified by the results
of previous borescope and hot gas path inspection.
 Inspection Schedules

Typical major inspection requirements for all machines are:

•All radial and axial clearances are checked against their original values (opening
and closing).
•Casings, shells and frames/diffusers are inspected for cracks and erosion.
•Compressor inlet and compressor flow-path are inspected for fouling, erosion,
corrosion and leakage. The IGVs are inspected, looking for corrosion, bushing
wear and vane cracking.
•Rotor and stator compressor blades are checked for tip clearance, rubs, impact
damage, corrosion pitting, bowing and cracking.
•Turbine stationary shrouds are checked for clearance, erosion, rubbing,
cracking, and build-up.
•Seals and hook fits of turbine nozzles and diaphragms are inspected for rubs,
erosion, fretting or thermal deterioration.
Inspection Schedules

•Turbine buckets are removed and a nondestructive check of buckets and wheel
dovetails is performed (first stage bucket protective coating should be evaluated
for remaining coating life). Buckets that were not recoated at the hot gas path
inspection should be replaced. Wheel dovetail fillets, pressure faces, edges, and
intersecting features must be closely examined for conditions of wear, galling,
cracking or fretting.

•Rotor inspections recommended in the maintenance and inspection manual or by

Technical Information Letters should be performed.

•Turbine stationary shrouds are checked for clearance, erosion, rubbing, cracking,
and build-up.

•Seals and hook fits of turbine nozzles and diaphragms are inspected for rubs,
erosion, fretting or thermal deterioration.
Inspection Schedules

•Turbine buckets are removed and a nondestructive check of buckets and

wheel dovetails is performed (first stage bucket protective coating should
be evaluated for remaining coating life). Buckets that were not recoated at
the hot gas path inspection should be replaced. Wheel dovetail fillets,
pressure faces, edges, and intersecting features must be closely examined
for conditions of wear, galling, cracking or fretting.

•Rotor inspections recommended in the maintenance and inspection

manual or by Technical Information Letters should be performed.
Inspection Schedules
Safety Precautions

•Make sure the generating facility is well ventilated when using cleaning
solvents. The following requirements must be met when the engine room is
entered.

1. The gas turbine shall be shut down or limited to idle power.

2. The enclosure door shall be kept open. If the gas turbine is operating, station
an observer at the enclosure door.
3. Do not touch any part of an operating engine, as the engine becomes
extremely hot. Wear insulated gloves as necessary.
4. Wear approved ear protection if the engine is operating.
5. Do not remain in the room or enclosure, or in the plane of rotation, when
starting or monitoring the engine.
6. Attach an approved safety clearance tag to the starting control when work is
being done.
7. Make sure the engine, generator, and related equipment are clean. Keep oil-
soaked rags out of the generating facility to avoid a fire hazard.
Gas Turbine Preventive Maintenance

The Most Important Item in the Periodical Maintenance Is the Air

Compressor Wash

The major cause of deterioration in gas turbine performance is fouling of the

compressor blading. Fouling results in a decrease in compressor efficiency
which reduces overall thermal efficiency and maximum power. It will also result
in compressor surging and acceleration problems.

The source of contamination is usually dust, salt and other airborne particles that
are not trapped by the intake filters. Contamination can also come from other
machinery close to the gas turbine or even the
gas turbine exhaust being re-ingested under certain wind conditions. Sometimes,
a compressor front bearing oil leak will make the problem worse.
Gas Turbine Preventive Maintenance

DS7 TM2500 Air Filter covered with dust

DS7 TM2500 Gas Fuel Filter DS7 GE2500 Hyd starter motor oil leak sign
 Gas Turbine Preventive Maintenance

Compressor cleaning can be accomplished by using either a liquid or an abrasive

material. In the past, it was quite common for walnut shells or even rice (or other
abrasive materials sometimes called carbo-blast) to be injected into the intake to
abrasively clean the compressor blading.

This is done while the unit is running and the materials are burnt up in the
combustion section and then pass through the engine.

Since it is not as effective as the water wash method, it is not utilized as often any
more. It also has the disadvantage of plugging up cooling passages in the
compressor and cooling holes in the turbine blades.

The most effective method of compressor cleaning is the off-line water wash.
This method consists of stopping the unit, injecting water wash fluids into the intake
of the compressor while running on the starter and then restarting. It is also
referred to as the crank-soak method. On-line water washing is not as effective as
off-line although it is still a viable alternative if downtime is not acceptable.
 Water Wash Fluids

The water that is used must be very clean and must conform to quality standards
specified by the gas turbine vendor. Using hard water or water contaminated with
sodium, potassium, vanadium or other chemicals can cause further fouling and
increased corrosion.

To remove oily substances, additional cleaning agents and solvents need to be

used. These are mixed with water and gas turbine vendors often specify
acceptable cleaners. However, the most effective cleaning agents are also the
most toxic and require special handling.

If the temperature is less than 4°C, a 1:1 mixture of water and ethylene glycol is
recommended to prevent icing. Again the gas turbine vendor has to be consulted
since commercial and automotive anti-freeze
products are usually not acceptable.
 Off-Line Water wash

To perform an off-line water wash, the engine is stopped and allowed to cool
first. Some vendors specify that various instrumentation, bleed and drain lines be
disconnected prior to water washing. The engine is
then run at maximum crank speed with the fuel valve and igniters deactivated.

The water wash fluid can be injected either through a pre-installed water wash
ring or provided manually by means of a hand-held sprayer.

The water wash ring can be installed on the intake bell mouth or on the intake
volute.
As can be seen from Figure, due to the difference in airflow, there are two ring
assemblies depending whether an on-line or off-line wash is performed.
 Off-Line Water wash

In some cases, operators will actually go into the intake to manually scrub and
wash the first few stages with a brush if deposits are especially stubborn.

The water wash fluids are contained in a special tank and the spray pressure is
provided by compressed air applied to the tank. This tank may be permanently
installed or located on a special cart such.

Once all of the fluids have been sprayed into the intake, all disconnected lines are
reconnected and the unit restarted.

If the water wash has been successful, the operator should be able to see an
increase in compressor discharge pressure and a decrease in turbine inlet
temperature.
Off-Line Water wash
On-Line Water wash

To perform an on-line wash, the gas turbine is brought to idle and allowed to cool.
The waterwash fluid or abrasive material is then injected and burnt in the
combustion chamber, after which the engine is returned to the required operating
condition.
This method is sometimes used to reduce the time between off-line washes,
/however this method is not recommended with some gas turbine manufacture
On-Line Water wash
Thank You

248
A Better You for A Better Iraq

249