Ministry of Defence

Defence Standard 02-309
Issue 2 Publication Date 10 October 2002

Requirements for Gas Turbines

Category 2

AMENDMENTS ISSUED SINCE PUBLICATION
AMD NO

DATE OF
ISSUE

TEXT AFFECTED

SIGNATURE &
DATE

Revision Note
This Issue of this Standard has been prepared to incorporate changes to text and presentation.
The technical content has been updated in line with current practice.
Historical Record
Def Stan 02-309 Issue 1
NES 309 Issue 3
NES 309 Issue 2
NES309 Issue 1

1 April 2000
January 1989
July 1985
1981

DEFENCE STANDARD 02–309 (NES 309)

REQUIREMENTS FOR GAS TURBINES

ISSUE 2

This Defence Standard is
authorized for use in MOD contracts
by the Defence Procurement Agency and
the Defence Logistics Organisation

Published by:
Defence Procurement Agency,
An Executive Agency of The Ministry of Defence,
UK Defence Standardization,
Kentigern House,
65 Brown Street,
Glasgow, G2 8EX.
1

b. Proposals for amendments that are not directly applicable to a particular contract are to be made to the publishing authority identified on Page (1). Guidance material intended to assist the manufacturer or system designer. Extracts from British Standards quoted within this Def Stan have been included with the permission of the British Standards Institution. modified and/or currently in-service shall require a safety assessment. Our aim is to eliminate the use of these substances as soon as a practicable alternative becomes available. authorized and similar terms means by the MOD in writing. Unless otherwise stated. reference in this standard to approval. 2. and gives guidance on the procurement of Gas Turbines for installation in HM Surface Ships as either propulsion prime movers or for use with suitably rated alternators.DEF STAN 02–309 / ISSUE 2 (NES 309) SCOPE 1. Ministry of Defence (MOD). MOD is to be informed in writing of the circumstances. 7. Operating conditions and operating environment. Precautions necessary to remove the hazard shall be detailed. This Standard has been written and shall be used taking into account the policy stipulated in JSP 430 Ship Safety Management System Handbook. If a hazard cannot be completely eliminated the manufacturer shall state the possible consequences to personnel and equipment. This Defence Standard is sponsored by the Warship Support Agency (WSA). FOREWORD Sponsorship 1. Gas Turbines and their associated systems shall comply with the requirements of all relevant standards whether national. international. This Def Stan includes the minimum requirements for the following: a. Quality Assurance and Testing. No alteration is to be made to this standard except by the issue of an authorized amendment. approved. Equipment new to service shall have a full safety case developed for it. The manufacturer shall describe any hazard that may exist during the operation or maintenance of the equipment. c. 3. 6. If it is found to be unsuitable for any particular requirement. 8. and to ensure common ground between him and all involved in procurement. 2. Inspection. Equipment repaired. 3. 5. military or naval. This Defence Standard specifies the general requirements for. and those directly applicable to a particular contract are to be dealt with using existing departmental procedures. 4. Any user of this Def Stan either within MOD or in industry may propose an amendment to it. 4. Deletions will be indicated by 000 appearing at the end of the line interval. Any significant amendments that may be made to this standard at a later date will be indicated by a vertical sideline. 2 . This standard specifies substances contained within the Montreal Protocol which are identified as having ozone depleting potential. 5.

its complement or third parties. Unless otherwise authorized in writing by the MOD it must be returned on completion of the contract. This document is Crown Copyright and the information herein may be subject to Crown or third party rights. The Crown reserves the right to amend or modify the contents of this standard without consulting or informing any holder. 12. If not applied may have a Minor affect on the following: MOD best practice and fleet commonality. To the extent permitted by law. the MOD hereby excludes all liability whatsoever and howsoever arising (including but without limitation. 15. liability resulting from negligence) for any loss or damage however caused when the standard is used for any other purpose. its systems or equipment. Operational performance of the vessel. It is not to be released. its systems or equipment. When this Def Stan is used in connection with a MOD tender or contract. b. users are responsible for their correct application and for complying with contractual and any other statutory requirements. Through life costs and support. Category 1. The Category of this Def Stan has been determined using the following criteria: a. This Def Stan has been reissued because of technical update. Compliance with a Def Stan does not of itself confer immunity from legal obligations. Conditions of Release General 10. Category 3. relevant to each particular tender or contract. in connection with which it is issued. This Def Stan has been devised solely for the use of the MOD.DEF STAN 02–309 / ISSUE 2 (NES 309) 9. Categories of Defence Standard 16. This Def Stan is the property of the Crown. If not applied may have a Critical affect on the following: Safety of the vessel. When Defence Standards are incorporated into MOD contracts. Corporate Experience and Knowledge. 11. Operational performance of the vessel. MOD Tender or Contract Process 13. Enquiries in this connection may be made to the authority named in the tender or contract. Category 2. c. or submission of the tender. including related documents. 3 . Current support practice. and its contractors in the execution of contracts for the MOD. reproduced or published without written permission of the MOD. the user is to ensure that he is in possession of the appropriate version of each document. its complement or third parties. 14. If not applied may have a Significant affect on the following: Safety of the vessel.

and is to be used. those quoted may not necessarily be exhaustive. 389 Chiswick High Road. taking into account the policy stipulated in JSP 430 MOD Ship Safety Management System Handbook. including specifications. Kentigern House. 65 Brown Street. British Standards British Standards Institution. London. 18. This Defence Standard may call for the use of processes. Other documents Tender or Contract Sponsor to advise. substances and/or procedures that may be injurious to health if adequate precautions are not taken. Where attention is drawn to hazards. b. It refers only to technical suitability and in no way absolves either the supplier or the user from statutory obligations relating to health and safety at any stage of manufacture or use.DEF STAN 02–309 / ISSUE 2 (NES 309) Related Documents 17. c. W4 4AL. standards and drawings. An Executive Agency of The Ministry of Defence. In the tender and procurement processes the related documents listed in each section and Annex A can be obtained as follows: a. 21. G2 8EX. All applications to Ministry Establishments for related documents are to quote the relevant MOD Invitation to Tender or Contract number and date. 19. Health and Safety Warning 20. Defence Standards Defence Procurement Agency. together with the sponsoring Directorate and the Tender or Contract Sponsor. UK Defence Standardization. This Def Stan has been written. Prime Contractors are responsible for supplying their subcontractors with relevant documentation. Glasgow. Additional Information (There is no relevant information included) 4 .

. . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. . .. . . . . . . . . Gas Turbine . . . .2. . . . .11 DESIGN REQUIREMENTS GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . Special Service Air . . . . . .. . . .. . . . . . .2. .. . 13 SECTION 3. . . . .. . Definitions . . . . . . . . . 5 SECTION 1. . . . . . . . 4 Health and Safety . . .1 4. . . . . . . . . . . ... .. . . . .. . 8 Gas Turbine Performance . . . .. . . . . . . . . . . Design Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3 Related Documents . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. . . .. . . . .8 PERFORMANCE SPECIFICATION . . . . . . . . . . . . . . 1 SCOPE . . . . . . . . . . . . . .7 4. . Intercooler (where applicable) . . . . . . . . . . .1 1. . . . . .1 NATIONAL/INTERNATIONAL REGULATIONS . . . . . Gas Turbine Surge Margin Control . . . . . . . . .. . . . . . 12 Testing . . . . . . . . . . . . . . . . . . . . . . . . . .4 4. . . . . . . . . . . .. . . 2 FOREWORD . . . . . . . 3 Categories of Defence Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .. . . . .. . . . . . . . . . . . . . . . 4 Additional Information . . . . . . . . . . .. . . . . . . . .. . . . . Recuperator (where applicable) . . . . . . . . . . . . . . . 13 SECTION 2. . . . . . . . . . . . .. . . . . .. .. . . . . . . . . . . .5 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .. . . . . . . . . . . . . . . . . . 1. . . . . . . . . . . . . 11 Conditions of Inclination . . . . . . . . . . . 10 Information Required from the Manufacturer .4 1. . . . . . . . . . . . . . . . Combustion and Ignition . . .. . . 11 Installation . . . . . . . . . . . . . . .. .. . . . . . . . . . . . . . . . . . . . . . . 2 Sponsorship . . 2 Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . .2 1. . . .2. . . . . ... . . . . . . . . . 12 Commercial Support Issues . . . . . . . . . . . . . . . . . . . . . .5 4. 8 Gas Turbines . . . . .1 4. . . . .. . . . . . . 4.8 4. . . . . . . . . . . . . . .2. . . . . . . . . . . .1 MILITARY STANDARDS/REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 4. .. . . . .1 1. . . . .. . . . .7 1. . . 4 CONTENTS .. . . . .. Variable Area Nozzle (where applicable) . .. . . . . . . . . . . . . . 8 Safety . . . . . . . . . . . . . .2. . 9 Gas Turbine Alternator Performance . . .. . . . . . . . . . . . . . . . . . . . . Gas Turbine Installation/Removal . . . . . . . . . . . . . . . . . ... . . . . . ... . . .10 4. . . . . . . . .. . . . . . . . . . . . . . 5 15 15 15 15 15 15 17 18 18 18 19 19 19 20 . .. .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .. . . . . . . . . . . .2. .. . . . . . . . . . . . . . . . . . . . . . . . .DEF STAN 02–309/ ISSUE 2 (NES 309) CONTENTS Page No TITLE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .2. . . . . . .3 4. . . . . 14 SECTION 4. . . . . . . . . . . . . . . . . . . . . . . . .. . . . .. . . . . . . . . .. . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .. . . . 3. . . . . . . . . . . . . . . . 14 Relevant Standards . . . . . . . . . . . . . .. . . . . . . .2 4. . . . . . . . . . . . . . . . . . . .. . . . . . . .6 4. . . . . . . . 2. . . . . . .2 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Relevant Standards . . . . . . . . . . . . . . .. . . ..2. Lubricating Oil System . . . . . . . . . . . . . . . . .. . . . Air Intake Assembly . . . . . Gas Turbine Start Systems . . . . . . . . . . . . . .6 Table 1. . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Component Issues . . . . . . . . . . . . . . . . . . . . . . 37 5. . . . .12 Page No Gas Turbine Enclosure (where fitted) . . . . . . . 6 37 37 37 37 38 38 38 39 39 39 39 39 39 40 . . . . . . . . . 30 Environmental Conditions and Considerations . . . . . Recuperators . . . . .2 5. . . . . . . . 31 Emissions . . . . . . . . .5. . . . . .2. . . . . . Bleed Air Systems . . . . . . . . . . 26 Electrical Supplies . . . . . . . . . 5.6 4. . . . . . . . . . 32 Safety . . . . .3 5. 33 Fire Prevention . .3. . . . . . . . . . . . Gas Turbine Start Systems . .3. . . . . . . . . . . . .13 4. . . Drains . . . . . . . . . . . . . . . . . . . . .2. . .4 5. . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . 31 Material Specification . . . . . . . . . . . . . . . . . . . . . . . 23 Base Frame . . . 32 General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 4.14 4. . . . . . . . . . . . . . . .15 4.2. . . . . 23 On Engine Fuel Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 5. . . . . . . . . . . . . . . . . . 29 Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . .3 5.2 4. . . . . . .4 4. . . . . . . . . . . . . . . . . . . . .1 4. . . . . . . . . . . . .1 4. .20 4. . 20 Output Shaft . . . . . . .3. . . 35 Installation . . . . . . . . . . . . . . . .1 4. . . . . . .2. . . . . .11. . . . . .2 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Auxiliaries and System Interfaces . . . . . . . . . . . . . . .4. . . . . . . . . . . . . . . . . . . . . .17 4. . . Anti–icing Systems .4. . . . 36 Spares Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 4. . . . . . . . . .7 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3. . . . . . . . . . 29 Compressor Cleaning System . . . . . . . . . . . . . . . . . . . . . . . . . .1 5. .2. . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . Post Installation Risk Reduction . . . . . . . . . . . .5. . .3. . . . . . . . . . . . . . . . . . .2 5. . . . . . . . .DEF STAN 02–309/ ISSUE 2 (NES 309) SECTION 4. . . . . . . . .8 4. . . . . . . . . . . . .2 4.18 4. 35 Painting and Preservation . .4. . .11 4. . . Intercoolers . . . . . .3. . . . .5 5. . . . . . . . . . 35 Support Issues . . . Technical Issues . . . . . .11. . . . . . . . 35 Maintenance Check . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . 36 Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . .4 4. 36 Units . . . . . .4 CORPORATE KNOWLEDGE AND EXPERIENCE . . . . . . . . . . . . . . . . . . . . . . . . . .2 4. . . . . . . . . . . . . . Oil Coolers . . . 24 Plant Controls .12 4. . . . . . . . . . . . . . . . . . . . . 32 Gas Turbine Trips . . . . . . . 31 General Requirements . . . . . . . .3 4. . . . .11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . . . . . . . . . . . . . .1 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . .3. . . . .3 4. . . . . . . .16 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 4. . .9 4. . . . . . . . . . .6 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . Background . . . . . . . . . . . . . . . . . . . . . 31 Nuclear Biological and Chemical Defence Precautions . . . . . . . . . . . . 36 Integrated Logistic Support . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . .3 4. . . . . . . . . . . . . . . . . . . . . . . .2. .1 4. . . . . . .2. . . . . . 22 Exhaust Volute/Uptake . . . . .3 5. . . 34 Testing and Trials . . . . . . . . . . . Water Washing Gas Turbines . .2 4. . . . . . Engine Health Monitoring . . . . . . . 23 Free Power Turbine (where applicable) . . . .2. . .2. . . 29 Drains . . . . . . . . . 28 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . .

.3. . . . . . . . 40 Free Power Turbines . . TESTS AND TRIALS . . . . . . . . . . .4 5. . . . . . . 41 On Engine Fuel Control Systems . . . . . . .6 5. . . . . . . . . . . .5 5. . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . 43 ANNEX B. . . . . . . . . . . . . . . ABBREVIATIONS AND DEFINITIONS . . . . . . . . . . . . . . . . . . . 66 ANNEX J. . . . . .3 5. . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 5. . 60 ANNEX G.4. . . . . . . . . . . . 41 Modularity . . . . . . . . . . . . . . . . . . . . . . 41 Painting . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . 61 ANNEX H. . . . PAINTING AND PRESERVATION . . 64 ANNEX I. . . . . . . . . . . . . .5 5. . . . . . . . . . . .5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 ALPHABETICAL INDEX . . . . . . . . . . . PROCUREMENT CHECK LIST . RELATED DOCUMENTS . . . . . . . . . INTEGRATED LOGISTIC SUPPORT . . . . 47 ANNEX C. . . . . . . . . . . . . . . . . .1 Page No Variable Area Nozzle . . . . . . . . . . . . 41 ANNEX A. . . . . .2 5. . . . . . . . . . . . . . . . . . . 55 ANNEX E. . . . . .4. . . . . . . . . . . . . .3. . . . . CONDITIONAL ASSESSMENT . . . . . . . . . 74 7 . . . . . . . . . . . . .4. . . . SHOCK. . . . . . . . . . . 56 ANNEX F. . . . . . . . .7 5. . . . . . . . . . . . . . . . 40 Enclosures . . . 52 ANNEX D. . . . BLAST AND MOUNTING REQUIREMENTS . . . 40 Support Issues . . . . . . . .DEF STAN 02–309/ ISSUE 2 (NES 309) 5. . . . . . . . . . . . . . . . . . . . . . . . 41 Removal Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORMATION REQUIRED FROM THE GAS TURBINE MANUFACTURER . . . . . . . . . .

without endangering the health and safety of exposed persons. e. manufactured and installed to ensure that. c. DEF STAN 00-25. b. (3) Shaft failure. The vibration monitoring system shall be capable of detecting the out of balance of major components and alerting the ships staff in order to allow shutting down the GT prior to the occurrence of a critical failure. In ensuring that the GT is safe for its intended use. The GT shall be capable of manual operation in applications which allow for this type of control. BS EN 292. which shall be capable of interfacing with the vessel’s Platform/Power Management Systems (P/PMS). Material certification documentation shall comply with the requirements of BS EN 10204.2 Safety a. DEF STAN 61-5 Part 4. the debris resulting from a rotor blade failure is contained. BS 3135. 1.1 1. (5) Fuel/oil leaks. b. the designer/manufacturer shall adhere to the guidance in BS EN 292. d. Gas Turbines a. f. DEF STAN 07–220 (NES320). The control position and 8 . h. PERFORMANCE SPECIFICATION Related Documents: BS MA 100. (4) Disc burst. Gas Turbines (GT) shall be designed and manufactured to withstand the loads associated with the specified and reasonably foreseeable operating and maintenance conditions. Each of the above hazards shall be addressed within the engineering and safety justification provided by the manufacturer for the GT. so far as practicable. The GT installation shall be designed and manufactured to ensure that there are no critical speeds within the operating range. g. (6) Electric shock from High Energy Ignition systems. Vibration monitoring shall form an integral part of the GT safety and control system. BS EN 10204. A control position shall be provided. DEF STAN 91-4. (2) Seal failure.DEF STAN 02–309/ ISSUE 2 (NES 309) 1. see also Annex A. Significant hazards associated with GT include: (1) Blade failure. DEF STAN 08–123 (NES1004). All GT shall be fully automatic in normal operation. GT and Power Turbines (PT) shall be designed.

and stable operation over the specified power output range. (b ) Ambient temperature of 15C (288 K).3 kPa) pressure at the Intake Flare and Exhaust Volute (or if fitted recuperator) exit. (4) No external air bleed. the GT shall achieve the performance specified in the System Requirements Document (SRD) or other values of the following agreed with MOD: (1) Rated power for continuous use. Indicative examples are given at Annex D. The performance of the GT shall be based on the following conditions: (1) Standard conditions (BS 3135 – no loss) of: (a ) 1. (2) Fuel consumption at specified rated powers. In order to minimise corrosion and restore performance levels.DEF STAN 02–309/ ISSUE 2 (NES 309) Man Machine Interface (MMI) shall be ergonomically designed to include the Human Factors (HF) guidance contained in DEF STAN 00-25. The GT shall be required to operate without restriction on NATO F76 Dieso and Marine Gas Oil (MGO) to BS MA 100. shall be capable of surviving the shock conditions specified in the SRD whilst remaining fully operational.013 bar (101. d. means shall be provided for the periodic removal of salt deposits and atmospheric contaminants from blading and internal surfaces. (c ) b. (3) Fuel shall be supplied to the GT by an external system operating in accordance with DEF STAN 07–220. (2) The GT shall be capable of operation at rated performance under the different ship attitudes. in any application. (3) Stable acceleration to the rated power from standstill. while subject to ship motions as defined in DEF STAN 08–123.3 (1) to (3) above. (3) The GT. Ideally. the control position shall be located as close as possible to the GT. (2) Fuel to DEF STAN 91-4.3 Gas Turbine Performance a. within specified time constraints. any restrictions on operation must be stated by the manufacturer. c. its ancillaries and installation. for a given propeller law or constant speed operating regime. 1. The GT should be able to operate using NATO F44 Avcat. The GT is required to operate under the following environmental conditions: (1) The GT shall be capable of operation in extreme tropical and arctic conditions as defined in DEF STAN 08–123. For the conditions given in Clause 1. 9 . within a specified time. Relative Humidity (RH) of 60%. (4) Stable acceleration and deceleration between idle and full power.

(5) Performance over range of speeds.DEF STAN 02–309/ ISSUE 2 (NES 309) (4) The GT. (9) Emissions standards and control. (3) Rated power at ISO conditions. but are not limited to. a Gas Turbine Alternator (GTA): (1) Must provide the quality of electrical power supplies required by DEF STAN 61-5 Part 4. in an Nuclear. Guaranteed parameters and associated tolerance bands that may be listed in the SRD include. e. Indicative examples are included at Annex D. (2) Ideally. Any operating restriction or degradation in performance shall be stated by the GT designer/manufacturer. (4) Performance against specified Intake duct depression and Exhaust duct back pressure loses: (a ) Typically GT 500 mm WG and 760 mm WG respectively for simple cycle GT. associated machinery and enclosure (where fitted) shall withstand air blast pressures that enter the platform’s intake/uptake and ventilation system. the periodic removal of salt deposits and atmospheric contaminants from the blading and internal surfaces of a GTA should be possible whilst it 10 . The GT shall be deemed acceptable to the purchaser if measured parameters fall within the tolerance bands specified in the SRD. These shall be specified in the SRD. (10) Interference with other systems. (8) GT vibration level. (b ) Typically 305 mm WG and 508 mm WG respectively for advanced cycle GT. f. 1. (5) The GT shall function.3. preferably without loss of performance. In addition to the requirements of Clause 1. (7) Noise level of the GT.4 Mean Time Between Failure (MTBF) (or maintenance free operating period) and Mean Time To Repair (MTTR). Biological and Chemical (NBC) environment. g. Gas Turbine Alternator Performance a. (6) Performance in all modes of operation. The GT manufacturer is required to provide a statement that the GT is capable of operation under the above environmental conditions. (2) Operation in all environmental conditions prescribed. the following: (1) System boundaries/interfaces of the propulsion module.

The GT and associated machinery shall be supplied on a base frame and may be considered one unit for alignment and lifting purposes. with a number of applications.1. (2) Intake filtration. the manufacturer is required to supply an engineering description of the GT. and trials information may be acceptable to the MOD. intake and exhaust ducting configuration requirements and constraints. (5) Control alarm and monitoring systems. connected to and supplying the platform power system. Installation a. a reduced level of design. Where the GT manufacturer identifies an advantage to supply the associated machinery on an additional base frame such a proposal may be assessed by the MOD. lubricating and starting systems. c. if any. that too may be included on the base frame. (6) All other critical systems. which should be sufficient to allow the MOD to assess: (1) The mechanical integrity of the GT (including the Power Turbine (PT)). that may result. (3) Enclosure configuration (where appropriate). (4) Fuel. c. All ship’s service and control system interfaces shall be specified. manufacture. Guidance on the level of documentation that may be specified to fulfil the requirements of Clause 1. b.5a is provided at Annex I. b. The GT manufacturer shall specify the external mounting arrangements for all components of the GT system. GT shall operate satisfactorily under the conditions of inclination as shown in Table 1. These shall be identified with reference to the terminal points as supplied by the GT manufacturer. 1. Where the GT has already proved satisfactory in service. If designed as the prime mover for an alternator.5 Information Required from the Manufacturer a. 11 . The manufacturer must state any operational restrictions or impact on authorised component life.DEF STAN 02–309/ ISSUE 2 (NES 309) remains on-load. 1.6 To enable the MOD to make an objective evaluation of available GT.

DEF STAN 02–309/ ISSUE 2 (NES 309) Engineering Installations andd E Equipment i t Angle of inclination.5 10 10 NOTE: 1. Where surfaces of the GT. 12 . Up to an angle of inclination of 45 degrees no undesired switching operations or operational changes may occur.1 – Conditions of Inclination 1.5 (see Note 4) 22. Switchgear. The GT manufacturer’s proposals for testing the GT shall be submitted for consideration and shall include: (1) Details of rotor balancing techniques. Where the length of the ship exceeds 100 m. Table 1..5 Emergency machinery and equipment including electrical equipment. (3) Heat exchanger trials. the fore-and-aft static angle of inclination may be taken as 500/L degrees where L = length of ship. (4) The intended method of demonstration where components have a specified life in terms of operating time or operating cycles. degrees (see Note 1) Athwartship Static (Heel) Fore-and-Aft Dynamic Static (Trim) Dynamic (Roll) (Roll) Main and auxiliary machinery essential to the propulsion and safety of the ship including essential electrical equipment. 15 22. A static damaged condition up to a maximum of 30 degrees may be required by the Naval Authority. e. fore-and-aft inclination may occur 2. 3.5 5 (see Note 2) 7. in meters. PT or Exhaust Volute exceed a temperature of 220C during operation (or any lower value stated in the SRD). Testing a. (2) Methods of determining the integrity of pressure casings. electrical and electronic appliances (see Note 3) and remote control systems. 4. 22.7 d. GT shall be capable of achieving the performance specified in the SRD irrespective of the installed orientation (longitudinally or athwartships). Athwartships and simultaneously. they are to suitably insulated and clad to minimise the risk of fire and prevent damage or injury by heat to adjacent components or personnel.

BS EN 10204. The design. In addition to the technical performance of the GT there are commercial issues involved in the acquisition. f. Guards shall be designed and constructed to the standards specified in BS EN 953. Emissions to atmosphere as a result of the products of combustion shall comply with the standards demanded by IMO Regulations (covering Emissions from Vessels) and BS ISO 11042 (covering Exhaust Gas and Emissions). The GT manufacturer should. and therefore define the required operation of the GT in-service. BS EN 60529. d. operation and support of such equipment. manufacture and servicing (where specified in the SRD) of any GT or GTA is to conducted in accordance with BS EN ISO 9001/2000 ‘Model for Quality Assurance in Design. 2. where fitted. (3) Warranty and performance guarantees. 13 . (5) Transfer of intellectual property rights. Eyebolts for lifting purposes shall conform to BS 4278. 1. BS 4278. shall offer protection as specified in BS EN 60529 and BS EN 61032. BS ISO 11342. The SRD for the platform propulsion system will detail or make reference to the intended usage.8 Commercial Support Issues a. make proposals with respect to such subjects as: (1) Through-life contractual repair (Contractor Logistic Support). (4) Duration of spares availability. g. (6) Any Type Approvals by Classification Societies. or equivalent company specification. practices and procedures in place are equal to or exceed those required by BS EN ISO 9001/2000. Where appropriate. h. Installation and Servicing’. therefore. Production. BS EN ISO 9001/2000. certification inspection documentation shall be to the requirements of BS EN 10204. 2. Development. b. (2) Independent oversight of manufacture/repair.1 Relevant Standards a. e. c. Rotating assemblies shall be dynamically balanced in accordance with BS 6861 and BS ISO 11342. NATIONAL/INTERNATIONAL REGULATIONS Related Documents: IMO Regulations. Enclosures. BS EN 953. see also Annex A. BS EN 61032. BS ISO 11042. The GT manufacturer shall ensure that all suppliers are accredited to BS EN ISO 9001/2000 or shall demonstrate that the quality processes. BS 6861.DEF STAN 02–309/ ISSUE 2 (NES 309) b.

Packaging shall conform to DEF STAN 02–724. k. GTA performance in response to electrical load changes and the overall quality of electrical supplies shall conform to DEF STAN 02–607. for resolution. MILITARY STANDARDS/REQUIREMENTS Related Documents: for a full list of related documents see Annex A. 14 . Noise attenuation shall be achieved using the guidance contained in DEF STAN 08–118. All labels shall be in accordance with DEF STAN 02–723. External fuel systems shall comply with DEF STAN 07–220. n. i. Noise tests shall be as specified in the SRD. The SRD shall include a requirement that where any oils or greases are used or required for any purpose they are. d. DEF STAN 07–254. to be specified from those listed in DEF STAN 01-5. BR 3021. If this is not possible it is to be brought to the attention of the Principle Contract Officer (PCO) and/or the Design Authority. BR 8470.1 Relevant Standards a. o. BR 2000(52). Intakes and Uptakes shall comply with the requirements of DEF STAN 07–218. Vibration tests shall conform to DEF STAN 07–256. Vibration and shock mountings shall conform to DEF STAN 08–120. BR 8471. BR 8742 and BR 8743. Limited Fire Hazard (LFH) cables and wiring shall be used as applicable in accordance with BR 2170(1). Lubricating Oil Systems shall comply with the requirements of DEF STAN 02–303 l. DEF STAN 02–512Pt3 and DEF STAN 61-12 Part 31. b. DEF STAN 08–142. observing the safety requirements of DEF STAN 21–8. unless otherwise stated in the SRD. p. Electrotechnical equipment shall confirm to the requirements for materials and finishes given in DEF STAN 07–224. g. terminals and labels shall conform to DEF STAN 08–107 and DEF STAN 02–502. q. Environmental conditions are detailed in DEF STAN 08–123. c. e.DEF STAN 02–309/ ISSUE 2 (NES 309) 3. j. wherever possible. m. as applicable. h. f. DEF STAN 07–243 and DEF STAN 61-5 Part 4. The electrical system. Requirements for removal routes are given in DEF STAN 02–302 AND DEF STAN 08–103. 3. Safety marking colour coding shall conform to DEF STAN 05-34.

Flexible pipes connected to the GG shall be so configured that they can be easily disconnected (with minimum spillage) and safely stowed. where appropriate.2 Design Requirements 4. Inspection facilities shall be provided to enable internal viewing of the GTCU. It may additionally be required to provide protection to personnel against Nuclear Biological and Chemical (NBC) warfare agents and withstand stated shock and air blast overpressure levels. or where more accurate the Gas Generator assembly (GG). form an acoustic and fire containment barrier around the GT. b. where necessary. The components to be viewed should be those deemed critical. these are termed MACU. c. DESIGN REQUIREMENTS/GUIDANCE Related Documents: for a full list of related documents see Annex A. The maximum time(s) to replace such item(s) at sea shall be specified in the SRD. The contractor should specify these components. Lubricating Oil System a. Module or Maintenance Assembly Change Unit (MACU): When the replacement philosophy is based on breaking down the GT into smaller component groups for exchange. The time(s) to replace such item(s) shall be stated by the GT manufacturer. 4.2. shall be provided with blanks.3 a.1 Gas Turbine Installation/Removal 4. Vibration pick–ups shall be provided on the GG casings for use with vibration monitoring equipment. Gas Turbine Change Unit (GTCU): If the replacement philosophy of the GT is removal of the complete or almost complete unit. this is termed the GTCU.2 4.1 Definitions a. oil seepage or fuel spillage via the planned removal route. The GT shall be supplied with its own lubricating system to provide lubrication and cooling to its own and the engine driven auxiliary bearings and gearing. All pipes and mating connections shall have a suitable standard of identification and. Gas Turbine a. c. The contractor should specify these components. and where visual inspection can aid the assessment of component deterioration.1o.DEF STAN 02–309/ ISSUE 2 (NES 309) 4.2. b. b. Requirements for removal routes shall comply with Clause 3. The GT. The siting and type of vibration pick-up should allow best detection characteristics of failures or deterioration of critical components. Enclosure: When required by and specified in the SRD an enclosure can. which is designated as a ‘lifed’ component by the manufacturer and designed for ‘Upkeep by Exchange’ shall be capable of replacement without removal of the GT. The 15 . GTCU/GG and or its constituent MACU shall be designed so that they can be manoeuvred into or out of the ship without damage. 4. Any component of the GT.2. by sound engineering judgement.

shall be given to the utilisation of a combined GT and GG lubrication system. LO tanks shall have sufficient capacity to permit 200 hours engine operation without need to inspect or top up levels.1k. The functionality to determine the location of the performance/degradation within the GT would be an advantage. (2) Vent. the design shall prevent excessive oil leakage within or outside the engine. i. A suitable Condition Based Monitoring System shall be proposed by the manufacturer. which include the following fittings: (1) Lockable drain cock which is easily visible. (5) Filling funnel with lockable/securable lid. where appropriate. Inspection of oil level and topping up shall be possible during normal engine operation. All LO filters shall be readily accessible for ease of examination and replacement. h. In GTA applications. k. LO may be utilised for hydraulic actuation of GT systems. Any restrictions on the allowable period of ‘windmilling’ must be stated by the GT manufacturer. or 30 seconds supply for maximum oil pumps delivery. (3) Dipstick or Sight Glass and level transmitter. LO systems shall comply with the requirements of Clause 3. consideration. Means shall be provided to detect failures in discrete parts of the equipment. 16 . whichever is greater. shall be adequately protected from misuse and insulated to prevent injury to personnel. c. LO tanks shall be manufactured from corrosion resistant materials. All fittings. as deems necessary by the manufacturer. l. g. f. LO tanks and LO coolers. Where justified by the manufacturer. Where it is possible that the GG may be caused to rotate. in particular those not contained within an enclosure. b. e. pressures and quantities for all GT powers under all specified conditions.1j. connected with atmosphere. and must include all requisite filtering arrangements. Separately mounted LO modules may be used. The position of detectors/sensors should be designated by the manufacturer to allow ease of access and to give the best possible indication/detection of performance/deterioration within the equipment. (4) Air/oil separator. under shut down conditions (known as ‘windmilling’). LO systems shall include pressure and scavenge pumps. j. d.DEF STAN 02–309/ ISSUE 2 (NES 309) Lubricating Oil (LO) system shall supply de-aerated oil at appropriate temperatures. The type of LO is to be specified by the GT manufacturer and shall comply with the requirements of Clause 3.

2.6 times the nominal design value without exceeding a tube water speed of 3 metres/second or a pressure drop of 1500 mm WG (14. The starter system shall be suitable for at least 12 starts in any two hour period and shall be capable of providing. the cooler(s) shall be suitable for a working pressure of up to 10. An air and oil separator shall be provided where required. n. (2) Wet motor the engine for the purpose of purging air from the fuel system. Where a separate Power Turbine (PT) LO system is used. q. water inlets and outlets to coolers shall not be interchangeable. conditions of oil pressure and filtration quality shall be specified by the PT manufacturer. intercooler) washing. without replenishment. To ensure water flows through coolers in the correct direction. Each lead shall be clearly identified at both ends. (3) Dry motor the engine for the purposes of purging fuel from the gas path. t.4 kPa). Where required. All leads for temperature and pressure sensing elements shall terminate in a junction box sited externally on the GT or enclosure (where fitted). oil cooler(s) shall be selected with sufficient heat transfer capability to cool full oil flow to 70C (343Κ) in 35C (308Κ) sea temperature. including short term minimum values (10 second duration) and necessary sampling pressures and temperatures. The purge cycle shall be of sufficient duration to displace at least three times the volume of the exhaust system. If required. All thermometers and thermocouples measuring oil temperatures and pressure sensing elements shall be secured as follows: (1) Inside the enclosure – locked.3 bar (1030 kPa) on the sea water side and shall be capable of passing a sea water flow of 1. they shall be fitted with an approved design of temperature controller to adjust cooled oil flow to maintain a mean oil outlet temperature of 70C (343Κ) at sea temperatures from 35C (308Κ) to –2C (271Κ) and ambient air temperature of up to maximum tropical conditions as defined in DEF STAN 08–123. o. 17 . b. where necessary. If sea water cooling is employed.DEF STAN 02–309/ ISSUE 2 (NES 309) 4. A sea water cooled fresh water cooling system should be used wherever possible. All sensing elements shall be easily accessible for replacement. (4) Dry motor the engine for the purposes of compressor (and. The starter system shall be required to: (1) Start the engine at the minimum level of power provision when the GT LO temperature is 0C. Terminals in the junction box shall be clearly identified in accordance with DEF STAN 08–107. Gas Turbine Start Systems a. p. s. not less than six consecutive starts (or three per engine for multi engine installations).4 m. r. (2) Outside the enclosure – fitted in pocket with pocket welded in position.

DEF STAN 02–309/ ISSUE 2 (NES 309) 4. e. The PMS shall control the rate of air bleed demand. Combustion and Ignition a. d. f. by the engine manufacturer.5 4.5. The start system shall be capable of remote operation where required and the controls. of bleed valves and variable geometry systems shall be incorporated into the GT controls. d. incorporating safeguards against maloperation of the equipment.2. A locally operated isolating valve shall be mounted in a safe access position external to the enclosure (where fitted). b. shall comply with the requirements of Clause 4. Special Service Air a. the starter system shall prevent crash re-engagements irrespective of engine spool speed.2. provision is to be made to supply ship services with air bled from the GT compressor(s). The manufacturer shall define the operation and parameters for any air bleed system required to maintaining appropriate compressor surge margins. The frequency of examination.2. The engine manufacturer shall also ensure that adequate safeguards are taken for the protection of personnel and relevant equipment. without the formation of excess deposits within the engine. d. The GT manufacturer shall. 18 . and the starter air should not exhaust directly into the machinery space. Each combustion chamber shall have provision for automatic drainage at the lowest possible level and sufficiently adequate to avoid accumulation of fuel during starting and when stopped. the air starter motor shall be capable of self-containment should any failure occur. c. cleaning or replacement of any component in the combustion system shall not be greater than that stipulated in the SRD. The selected combustion system shall give stable and efficient combustion over the agreed range of fuel specifications and all operating conditions.6 4. where necessary control. if required. If an engaging/disengaging arrangement is employed. If the proposed ignition system is of the High-Energy type. b. where applicable. In which case conduit shall be provided between the air bleed manifold(s) and the platform interface. If fitted. Where specified in the propulsion system SRD. state the noise levels produced at the bleed pipework interface. c. the manufacturer shall clearly identify the number of igniters required by the system to achieve the specified start reliability. A means of measuring starter motor speed shall be provided. Gas Turbine Surge Margin Control a.7 c.2. The manufacturer shall define the operation and parameters for any variable geometry system required to maintaining appropriate compressor surge margins. Indication of position and.

8 4. the manufacturer shall demonstrate that the possibility of condensation on the air side of the intercooler has been considered and mitigated. Depending on the project specific terms of the contract. If specified in the SRD. h. Variable Area Nozzle (where applicable) a. b.1q. e. the air intake may be the responsibility of the platform provider or system integrator. Flow distortions shall not exceed 10% under any environmental condition or operational duty. Should the manufacturer propose a GT solution incorporating an intercooler. The power output/performance of the GT with the intercooler bypassed shall be specified by the manufacturer.10 Air Intake Assembly a. The module design shall assume an intake air quality not worse than 0. Suitable arrangements shall be made by the manufacturer in the design of the intake system to allow ease of access for maintenance. f. d. The GT shall be capable of operation with the intercooler. b. the air intakes shall avoid protuberances such as ladders. The air intake may have a screen to protect the equipment from Foreign Object Damage (FOD). c.2. 19 . avoiding bends and contractions as far as possible. b.01 ppm by weight ingested salt content.2. which shall prevent significant objects (e. g. Variable Area Nozzle (VAN) control shall be integrated with the engine control system. a suitable means of creating the required air flow distribution at the engine air intake shall be designed and provided by the engine manufacturer. In the event of a VAN control failure.9 4.DEF STAN 02–309/ ISSUE 2 (NES 309) 4.2. bypassed. as specified within in DEF STAN 07–218. This could be a cascade bend or a bellmouth intake assembly. it is preferable that the engine is capable of restricted operation with the VAN locked in position. The connection between the intake assembly and the intake duct is to incorporate a flexible seal arrangement. The design requirements for Intakes and Uptakes shall comply with the requirements of Clause 3.g. The design of the assembly may be required to facilitate the fitting of compressor cleaning equipment as defined by the GT manufacturer. if fitted. GT performance under this condition shall be specified by the manufacturer. > 6 mm) from entering the GT. The air intake shall provide a uniform air velocity distribution at the entry to the GT and minimise flow/pressure distortion at the entry to the compressor blading while minimising the overall pressure loss in order to optimise engine performance. pipes and wiring. The effect of operation with the intercooler bypassed shall be fully documented and validated. Intercooler (where applicable) a. To minimise overall pressure losses. Air intakes shall be as straight and as short as possible.

11 4. thermal shock tolerance and expansion and corrosion resistance. the transition times from recuperator on-line to recuperator bypassed and vice versa shall be stated. the main entry point to the enclosure shall be situated to allow ease of access to local controls where fitted (for example they may be arranged on the same side of the enclosure). Where an enclosure is specified or recommended by the manufacturer. Where more than one entry is specified. a panel handling system. (2) Remain operational through the working temperature range of –40C (233K) to 70C (343K). Should the manufacturer incorporate a recuperator (an exhaust gas heat recovery device) into the proposed GT. the SRD shall specify the requirements. b. The manufacturer should also state if both version are suitable for ‘nose up’ or ‘nose down’ installation. then the manufacturer shall provide evidence of its suitability for operation in a warship. Specific reference shall be made by the manufacturer to material selection. Where this is proposed to be via removable side panels. or similar. d. Gas Turbine Enclosure (where fitted) a. shall conform to Human Factors (HF) constraints as detailed in DEF STAN 00-25. air blast over pressure and thermal expansion. the manufacturer shall state any limitations on power output/performance or GT operation with the recuperator bypassed. If the local control panel. The movement encountered will be in all planes. d. Adequate and acceptable access shall be provided to allow condition monitoring of the recuperator. method of manufacture. c.2. Where a recuperator is fitted.2. the manufacture shall provide a safety justification and. is not mounted on the GT module but is available for mounting within the machinery space. 20 . including access and control panels. then suitable access should be provided. The enclosure. The air intake sealing arrangement at the interface between the module and intake ducting shall: (1) Be resistant to cracking by flexing. Where a recuperator bypass is fitted. where appropriate. allowance for access shall be made for maintenance of the recuperator and associated equipment. The normal operating mode should be with the recuperator on-line. The enclosure shall be capable of accepting the design forces imposed by the bellows and seal arrangements and those caused by shock. Any limitations on the power output/performance at which this transition can occur shall be specified by the manufacturer. If a bypass system is fitted. b.12 Recuperator (where applicable) a. The manufcaturer should provide a left and/or right dressed version and state if both versions are suitable for either direction of rotation of the output shaft. c. e.DEF STAN 02–309/ ISSUE 2 (NES 309) 4. where fitted.

THE VENT FAN MUST BE SHUT DOWN BEFORE OPENING THE DOOR. j. m. The exhaust flexible sealing arrangement at the interface between the module and exhaust ducting shall: (1) Be resistant to cracking by flexing. GTCU/MACU removal routes from the enclosure shall be identified in the SRD. or in. Enclosure design should preferably permit either sideways or forward removal of the GTCU/MACU (and the free PT. i. g. to facilitate GTCU replacement. The enclosure shall include structural characteristics that permit the noise attenuation requirements of DEF STAN 08–118 and DEF STAN 07–254 to be achieved. The enclosure shall be gastight and all penetrations of the walls are to be sealed for acoustic and NBCD purposes. Observation windows shall be provided which: (1) Allow a view of the accessory gearbox (where relevant). including lifting lugs and brackets. The enclosure shall be supplied complete with fittings. The following warning notice in letters of 10 mm minimum height. o. n. INHIBIT FIRE EXTINGUISHER ON ENTERING AND RESET ON LEAVING. and shall be attached to the enclosure in such a way that sufficient flexibility exists to allow for acceptable movement. the enclosure in such a way as to hinder or disrupt the GG removal or impair access for maintenance and inspection. l. 21 . The enclosure shall be sized to contain the maintenance envelope of the GT or shall be so designed to allow ease of access for maintenance of the GT. including the burner manifold. No equipment shall be positioned on. DANGER FROM TOXIC GAS AFTER OPERATION OF FIRE EXTINGUISHER. where applicable). Pipework connecting to or from the enclosure shall be in accordance with DEF STAN 02–345. h. k. (2) Maintain flexibility whilst at an internal temperature of up to 550C (823K) with an outside temperature of –40C (233K) to 70C (343K). Gastight doors shall be designed/provided to withstand blast conditions as specified in Annex D. shall be provided on the door: WARNING NO ENTRY WITHOUT PERMISSION OF SCC. (2) Allow a view of all associated fuel system components. (for pressurised enclosures) p. Lugs shall conform to BS 4278 with a minimum factor of safety of 5.DEF STAN 02–309/ ISSUE 2 (NES 309) f.

an Alternator. (4) sustain NBC protection. Where appropriate.13 One window shall be located on the control side of the enclosure adjacent to the control panel (if fitted). b. Arrangements shall be made to allow for axial and transverse displacements between the GT and the driven equipment during normal operation and to accommodate the excursion of the engine or driven equipment under shock. d. as appropriate. Access to the forward flange or coupling shall be provided for inspection and detailed alignment checks. (3) The mounting arrangements for the engine and the driven equipment. The flange or adaptor to mate with the driven input flange shall be defined in the SRD. r. The output shaft characteristics shall be specified for the particular application. Typically the specification should include: (1) The desired separation between the GT and the driven equipment. s. (2) The required torque capability. This flexible seal shall. a flexible seal shall be provided between the acoustic enclosure and PT. 22 . Compressor-washing connections shall (where fitted) be provided on the enclosure. The functions of the cover include the provision of: (1) Personnel protection. c. Where the PT is mounted separately from the GTCU. (2) be fire resistant to DEF STAN 02–345.g. q. A coupling shaft cover between the rear face of the engine and the driven equipment may be required and shall be supplied by the customer. (1) be resistant to cracking by flexing. e.DEF STAN 02–309/ ISSUE 2 (NES 309) (3) 4. (3) maintain flexibility whilst operating over a specified temperature range within the acoustic enclosure. The manufacturer shall provide alignment procedures and tolerances for MOD consideration and approval.e. Sealing of the access aperture shall also be provided. rigidly or flexibly mounted. The GT manufacturer shall provide the coupling or output shaft to connect the PT to the ship’s propulsion Main Reduction Gearbox or other driven equipment. e. Output Shaft a. such as portable vibration monitoring. Such provision shall allow for the temporary mounting of a sensor within the enclosure with the associated instrument electronics and/or readout being situated outside the enclosure. separate or common base(s).2. i. provision shall be made for access for removable equipment and instrumentation.

pipes and wiring.12f . The requirements for flexible sealing between the exhaust volute and remainder of exhaust ducting are as stated in Clause 4. c. When the design incorporates a Free PT. for larger machines. 23 . the designer may intend it to be considered as part of the GT or as a ship fit item.15 4. and all mounted assemblies. In the first event it is likely that the PT inspection intervals will be similar to those of the hot section(s) of the GG (in which case the remainder of this Clause is not applicable). In the later case the PT should be designed to require intensive inspection at not less than the vessels refit periodicity. BR 3021 provides guidance on how this should be achieved.16 (2) A seal for module ventilation air. The base frame shall have suitable. and Recuperator (where applicable) and shall be sufficiently substantial to allow it. Exhaust Volute/Uptake a. shall require the manufacturer to provide justification of the structural integrity in the event of worst case failures. b. if relevant. c. Two overspeed sensors for detecting PT shaft speed. to be considered as one unit for alignment and lifting purposes without creating unacceptable strain. The base frame shall be designed to support items of equipment mounted on it. The exhaust volute shall normally exhaust upwards. enclosure (where fitted).14 4. (3) Access to the output shaft after coupling.2. b.2. the PT may be lubricated by the main gear LO system if sufficient spare cooling capacity is available. but may be inclined either side of a vertical plane parallel with the engine axis. Typically this supports the air intake assembly.2. Free Power Turbine (where applicable) a. b. Base Frame a. shall be provided. d. Uptakes shall be as straight and as short as possible. PT assembly. avoiding bends and contractions as far as possible. In the case of a ship fit PT. Exhaust duct design shall avoid protuberances such as ladders. which are subject to the shock accelerations given in Annex D. support provision for anti-shock/vibration mountings to meet the requirements of the SRD. c. The base shall withstand ship hogging or sagging up to a maximum 2000 m radius of curvature without imposing unacceptable strain on any component mounted on it. These should be made of appropriate heat resistant materials or should be cooled.2.DEF STAN 02–309/ ISSUE 2 (NES 309) 4. if appropriate. The build-up of back pressure should be avoided in order to maximise engine performance. GTCU/GG. In a GTA application. the generator may also require mounting on the same base frame. Exhaust Volute. This may be detailed in the SRD and.

(c) HP Compressor speed (separate to LP Compressor speed. 24 . b. when appropriate). On Engine Fuel Control a. PT design shall permit ready access to bearings. with the GG running in its normal rotational direction at up to 25% of the design point power. (4) Control fuel flow following a decrease in demand so that the engine decelerates to provide the required response without engine flame out. such as ‘Man Aloft’. to regulate the fuel flow automatically so that the engine accelerates to idling speed in a controlled manner. (b) LP Compressor speed (separate to HP Compressor speed when appropriate). e. The position and type of sensor should allow best detection characteristics for all possible failure modes. The following features shall be provided: (1) Capability. The following limiters shall be provided: (a) PT speed.17 d. The PT shall be designed so that the nozzles. Dedicated lockable switch/switches shall be provided to ensure that equipment cannot be operated when formal hazard control procedures. (3) Control fuel flow following an increase in demand so that the engine accelerates to provide adequate response without being subject to undue temperature. f. maintenance and replacement where necessary. h. couplings and (where fitted) the VAN assembly for inspection. or compressor surge.DEF STAN 02–309/ ISSUE 2 (NES 309) 4. (d) GG Turbine(s) and/or PT entry temperature. (2) Control fuel flow in response to a demand signal to give the desired power output whilst operating between idling speed and the limiting controls of the engine. The SRD shall state the required direction of rotation of the PT. are in force (DEF STAN 21–8. g. (5) Control fuel flow to ensure stable steady-state operation at any desired power level within the specified limits. following start initiation. Typically this shall be with the transmission at up to 50% of the design point astern speed. DEF STAN 08–132 and DEF STAN 00-56 refer. Vibration pick-ups shall be provided on the PT for use with monitoring equipment. The PT shall be designed to allow for reverse rotation for a period specified in the SRD. rotors. (6) Control fuel flow so that the engine is maintained within its safe operating margins under all ambient temperature conditions. The engine control system shall include a system that regulates the fuel flow in a stable and safe manner over the whole operating regime of the GT.2. stress. diaphragms and shaft can be removed from the ship via the planned removal route detailed in the SRD.

consist of a demembraned polyrethane filter 12 pores per lineal cm. All components in contact with the fuel shall be capable of continuous operation with only the lubrication provided by the fuel. venting. The engine control system shall include full flow filtration upstream of the engine driven pumps. where necessary. in two layers. the materials of all components in contact with the fuel shall be resistant to corrosion. j. the engine control system shall: m. h. g. to absorb relative movement of all enclosure components and to facilitate GTCU replacement. priming. The engine control shall be provided with adjustable datums to cater for tolerance in the fuel system equipment preventing the limiters and schedules from being preset or to suit the differing operating conditions likely to be encountered in service. The contractor shall specify the arrangements for the removal. f. When either manual or automatic trips shut down an engine. Cross flow ceramic filters may be used as an alternative. cleaning. as detailed in the SRD. the automatic engine control system shall be reset to the shut down condition. each 13 mm thick. In the event of the fuel being contaminated by sea water. transient and steady state control criteria may be defined by the required quality of power supplies. In the event of failure of electrical power supplies or part of the equipment which prevent unsafe automatic operation of the engine. Means shall be provided to isolate the fuel from the burner manifold when the GT is shut down. i. This shall be possible by both local and remote facilities without external electrical or pneumatic power supplies.keep the engine at its last demanded power condition until a lower mode of control is applied and control regained. When operating under conditions where the automatic control system has failed set (excluding digitally controlled GT): (1) Where appropriate. (1) For Mechanical Drive applications . It must always be possible to rapidly reduce the fuel flow to the GT by means of a the governor in response to an overspeed or over temperature trip demand. Flexible pipes shall be provided in the system. The engine control shall permit satisfactory start to engine idle conditions on minimum throttle setting and shall be consistent to within 3% of fuel flow demand at other settings (if not over-ridden by another control system). draining and replacement of the filter(s). For GTA applications. facilities are to be provided to allow a manual device to be engaged which allows the engine power to be increased or decreased in a 25 . This should.return the engine to an idle condition where control to maintain operation is lost. An inlet filter shall be provided on the inlet side of the enclosure (where fitted). k. and permitting these functions to be undertaken without stopping the engine. l.DEF STAN 02–309/ ISSUE 2 (NES 309) c. (2) For Electrical Drive applications . where applicable. d. e.

If a battery back-up is used it shall fully recharge within 24 hours. alarm. for advanced/complex cycle GT. (5) Where specified.17): (1) Incorporate the control of intercooler. (c ) Operation of GT wet and dry motoring and system test facilities. 4. VAN. Where the acceleration and deceleration control functions are bypassed.DEF STAN 02–309/ ISSUE 2 (NES 309) safe manner.2.. conditions and transmits primary surveillance signals to the remote operating stations. provides sufficient control and surveillance facilities at the GT local control position to allow: (a ) Automatic starting and stopping.2. Essential control supplies shall be provided with an Uninterruptible Power Supply (UPS) to ensure continued operation in the event of a failure of the platform power supplies for a minimum period of 30 minutes. Unless otherwise agreed with MOD. to allow direct manual control of fuel flow and engine shut down in the event of failure of the electrical power supplies or a critical failure of the engine control system (see Clause 4. provide control functions at the component control level. facilities shall be provided to shut down the engine manually via a mechanical linkage. each production engine shall be fitted with control equipment that provides the following functions (additional and complementary to those stated in Clause 4. warning and state indications. Limited self-powered instrumentation is necessary to allow operation of the equipment in a safe manner. Where appropriate. Plant Controls a.2). (3) If compatible with the control logic. recuperator. etc. conditions and transmits secondary surveillance signals to the remote operating stations. n. (d ) Observation of engine’s operating status via analogue or digital instruments. (3) Collects. Each GT shall be provided with a Plant Control Unit (PCU) comprising: 26 . the mechanical movement of the device is to be such that the fuel flow cannot be changed at a rate which would cause an unacceptable engine or transmission loading condition. (b ) Power regulation within the safe operating envelope of the engine control system. (6) b. (4) Collects.5. stop or motor and regulates the power of the GT from remote operating stations. (2) Receives and responds to signals to start. when further operation is not required.18 (2) At least one PT facility shall be available to shut down the engine should excessive overspeed occur.

) necessary for the operation of the module under both local and remote operating conditions shall. Control. etc. Panels may be insulated from vibration emanating from the equipment if the GT manufacturer deems it necessary. During enclosure design. (3) Any control components necessary to operate the various GG and fuel system components mounted on the enclosure. (2) All state indication lamps necessary for the correct operation of the available plant under local operating procedures. d. (1) The minimum instrumentation necessary for satisfactory level of control of the machinery available under local operating procedures. include: (1) A control authority selection switch for transference of control to either the local or remote operating positions. etc. No hazard to the operator or maintainer shall be present in the positioning of these controls. ergonomic consideration shall be given to the location and presentation of the controlling levers. etc. All controls (including switches. The PCU and system shall take full consideration of the variations in environmental conditions (ambient and atmospheric pressure. (2) The required electronic components for a distributed control system. h. (3) Limiting (engine parameters). shall be achieved. for any given power demanded. instrumentation and surveillance systems shall be housed in waterproof enclosures to IP67. (2) Continuous control and stable handling. f. regardless of environmental conditions. The PCU and system shall ensure that. within a tolerance of 1.5%. e. 27 . Parameters monitored by the PCU and Surveillance System should be those deemed appropriate by the GT manufacturer to ensure the safe and efficient operation of the equipment. (2) Means of starting the GT either by manual (switch control) or automatic means. g. Depending on the type of fuel control system used. i. push-buttons. (4) Engine protection (tripping devices). (3) All surveillance indication necessary for the safe operation of the available plant under local/remote operating procedures. where appropriate. RH. the same power output. The PCU shall provide for: (1) ‘Hard wired’ and/or ether net links for use with a centralised propulsion control and surveillance system.DEF STAN 02–309/ ISSUE 2 (NES 309) c.. the PCU may be required to accommodate any associated electronic units comprising: (1) All equipment required for controlling the fuel flow to the burners over the whole operating range.). where appropriate.

The movement of all rotating controls. to be carried out. the enclosure (where fitted). as required by DEF STAN 08–107 and DEF STAN 59-41.2. shall be limited by mechanical stops to avoid damage to the working parts of the operating gear. All controls shall be positively secured by keys. e. 11 and 31. (5) DEF STAN 61-12 Parts 1. n. (4) DEF STAN 61-5 Part 4. indicators and switches shall be located in a group on. Electrical Supplies a. or ‘On enclosure’. Such requirements shall be detailed in the SRD. Lighting levels shall be sufficient to enable maintenance operations. or adjacent to. instrumentation consisting of gauges. Lighting shall be provided within the enclosure (where fitted) in accordance with DEF STAN 02–587 Part 1 and installed to DEF STAN 02–502. d. l. levers.19 j. control position. in addition to a light switch located outside the module in accordance with DEF STAN 08–109 . The GT manufacturer shall make clear to the contractor or shipbuilder his requirements for electrical supplies. as designated by the GT manufacturer. k. etc. A Man Machinery Interface (MMI) with full interrogation of the PCU and Control and Surveillance System may be incorporated if considered appropriate. Instrumentation associated with starting. handwheels. Instrumentation a. Facilities for the monitoring of equipment parameter trends may be required. 28 . (3) DEF STAN 07–244. Power sockets shall be provided inside the enclosures (where fitted). (2) DEF STAN 02–512 Parts 1 and 3. m. The SRD shall define the agreed conclusions. 4. b. Where fitted.20 The design of electrical supplies shall be in accordance with the following: (1) DEF STAN 08–107. Other instruments shall also be grouped and similarly located. An equipment diagnostics interface shall be provided at the local operating position.DEF STAN 02–309/ ISSUE 2 (NES 309) 4. switches. operating and stopping the machinery shall be located adjacent to the manual controls and shall be arranged so as to be clearly visible to the operator when standing at the normal. Push-buttons shall be shrouded to prevent accidental operation. splines or flats (not grub screws or taper pins) and located such that it is impossible to replace in a different position after removal. Enclosures are to be fully screened and are not to produce any electromagnetic field. c.2.

3. drains shall be fitted with automatic valves that shut when all liquids have been removed from the engine. g. d. The GT fuel drains shall be led via flexible pipes to terminate at approved positions on the enclosure exterior (where fitted). and other low points as necessary. For general information relating to instrumentation. rapid engine shut down (i. DEF STAN 02–626 and DEF STAN 02–627. 4. Drainage arrangements shall be provided in the base of the enclosure to prevent a build-up of liquids at all installation attitudes. to maintain enclosure surface metal temperatures below levels hazardous to personnel and to limit enclosure heat release to the machinery space in all environmental conditions and during all operational duties.DEF STAN 02–309/ ISSUE 2 (NES 309) b.e. The enclosure (where fitted) shall be ventilated to maintain the safe working temperature of all components within the enclosure. this feature shall be provided either by the engine manufacturer or the platform’s Prime Contractor. c. Ventilation a. Gauges shall be calibrated in SI units. The ventilation air may be drawn and filtered directly from machinery space atmosphere or alternatively can be drawn from the engine Air Intake system 29 . Provision shall be made to accommodate sealing arrangements to overcome any enclosure differential pressure (dP) requirements as appropriate.2 a. to prevent any accumulation of liquids in the engine or enclosure (where fitted). Mixing of different liquids should be avoided. b. c. f. All drains shall be positioned to take account of a ‘Nose Up’ or ‘Nose Down’ attitude. If necessary. h. Drain pipework or tanks shall not be open to atmosphere within the platform. In the event of tank overflow. If required. see DEF STAN 02–599. Where the installation requires the Inlet Assembly and/or Exhaust Volute to be off the vertical. b. The GT drain systems shall ensure that the removal of fluid waste from the equipment is completely safe and environmentally compliant. the contents of the drain tank(s) shall enter the engine or enclosure. special provisions for drainage shall be specified in the SRD. DEF STAN 02–604. Drains shall be provided at the lowest points of the Exhaust Volute and Air Intake. Such duties will include maximum rated power. d. Transducers for operating remote gauges shall be easily removable for repair and calibration checking. Drains shall be led to appropriate tanks. or on any other occasion. The requirements for any particular application shall be specified in the SRD. e. or where specified.3.3 Auxiliaries and System Interfaces 4.1 Drains 4. soak conditions) and situations when the PT is driven backwards during manoeuvres.

It shall.3. The enclosure ventilation system (where fitted) shall be designed to exhaust either into the platform’s Main Exhaust system by Ventilation Via Volute (VVV) or through separate exhaust ducting. including ducting. b. f. by liquids or solids.DEF STAN 02–309/ ISSUE 2 (NES 309) utilising a common set of filters for both air systems. without shutting down the GT). Compressor Cleaning System a.e. The ventilation system shall be provided with a flexible sealing arrangement that shall.3 (1) be resistant to cracking by flexing. Low Pressure (LP) compressed air. provision shall be made for cleaning of the engine compressor blading. Since the aim of compressor cleaning is to restore GT/GTA performance whilst maximising system availability it is desirable to: (1) Extend the time between washes. seals. c. d. the engine should be capable of restricted operation in the event of a fan failure for a period defined in the SRD. c. (4) Minimise any effect on GT life related to washing on-line. This is particularly important when considering GTA. The SRD shall indicate any requirement/preference. (3) Minimise any power limitations during the wash. (2) Wash GT on-line (i. shall be able to withstand the shock and air blast over pressure conditions specified in the SRD. Where required by the GT manufacturer to prevent degradation of performance. If a forced draught ventilation fan is employed. may be used to assist in compressor cleaning. if available. The exhaust duct shall be fitted with a flame trap if required. If relevant. (2) be fire resistant to DEF STAN 02–345. 4. The compressor cleaning system shall remove all the salt and dirt deposits from the gas path internal surfaces of the compressors and intercooler (where fitted). (4) be positioned such that it will not cause corrosion of the GT outer casing. which can be operated manually and which shut automatically on operation of the firefighting system to capture the extinguisher charge. The ventilation system. (3) maintain flexibility whilst operating within a temperature range of –40C (233K) to 70C (343K). and for the injection of inhibiting fluid. dirt or cleaning mediums in or on the GT hot-end components. e. the supply and exhaust ducts shall be fitted with flaps. 30 . filters and fan (where fitted). d. under no circumstances deposit salt.

shock and containment in the event of failure. The enclosed area within the enclosure boundary containing the GG and the intake and exhaust systems shall be gastight in accordance with BR 2170 Volume 2. The GT shall function without loss of performance in an NBC environment. fire.4 Environmental Conditions and Considerations 4. c. Limits for all emissions shall be related to the engine power and where appropriate to the ambient conditions and shall be indicated in the SRD. are superseded. In such circumstances the environmental conditions identified in DEF STAN 08–142 and DEF STAN 07–243.1 General Requirements 4.4. c. these shall supersede those currently specified. suitable access for cleaning shall be made available. The GT shall be capable of operating with floodwater to the level of the underside of the lowest exposed GT casing. but shall require MOD approval. f. The water wash and the inhibitor spray systems (where fitted) should incorporate automatic features. The cleaning system and fluids shall be specified by the GT manufacturer. The MOD has a stated policy to meet obligations world-wide with respect to emission levels as defined by the International Maritime Organisation (IMO). 31 . At present these levels are defined for Diesels. If a water wash tank is fitted. g. for 60 Hz and dc generators respectively. Emissions a. Alternators housed in the same enclosures as the GT are subject to the same environmental conditions.DEF STAN 02–309/ ISSUE 2 (NES 309) e. In the event of a machinery space fire. Carbon Monoxide (CO) and Unburned Hydrocarbons (UHC). Under all conditions emissions shall be expected to conform to IMO Regulations applicable at the time of procurement.4. GT systems shall operate in a segregated environment to protect personnel from adverse effects of NBC contamination. Under the conditions above.2 4. b. in normal operation. 4. Nuclear Biological and Chemical Defence Precautions a. the GT shall be capable of withstanding the fire for the time prescribed in the SRD and shall remain operational within the limits defined in the SRD. A system shall be provided for the injection of a sprayable inhibiting fluid into the GG. c.4. h. visible and measurable smoke levels shall be no greater than those specified in the SRD. When of emissions levels for GT have been defined. including those specified for material tolerance to contamination. b. Lower levels of emissions are most desirable and are to include consideration of such constituents as the oxides of Nitrogen and Sulphur (NOx and SOx).3 a. b. The tank shall be arranged so that it can be filled from the ship’s fresh water system and shall also be fitted with a drain connection.

Copper shall not be used for piping related to LO systems. b. Equipment components shall be coated.e. All surfaces exposed to the inlet airflow shall be of corrosion resistant materials or shall be treated such that deterioration shall not result in FOD or from other solid particle contamination of the inlet air. (8) Solvent fluids associated with GT equipment. (5) Water repellent (e. intake filter bypass doors open). (4) Alkalis. Zinc based. Localising potential leaks shall be given special attention. (6) Acids. 4. b. f. e.1 General Requirements a. Materials employed in the construction of the GT and enclosure (where fitted shall be suitable for all the environmental conditions stated above and shall be capable of withstanding emergency conditions (e. d. WD40 or PX24). GT design shall minimise the possibility of a fire fed by LO and fuel leaks. The total life of GT natural rubber-based flexible hoses for both HP and LP services in ships shall be taken as 10 years in store. Corrosion resistant material shall be used in all fuel pipes between the ship’s filtration system and the engine/enclosure (where fitted) interface.g. zinc coated.DEF STAN 02–309/ ISSUE 2 (NES 309) d. The materials employed in the construction of the GT and accessories shall be able to withstand exposure to contamination from the following: (1) Fuel and its trace contaminants. c. but are replaced depending on condition. GT design shall avoid electrical hazards illustrated in DEF STAN 08–107. 32 . (2) Hydraulic fluids. (7) Firefighting mediums. 4.g. Hazards to personnel as a result of exposure of materials to fire.5. arising from dillution of exhaust products in water. including sea water and its constituent salts. as the GT manufacturer deems necessary.5 Safety 4. production of toxic substances) shall be stated by the manufacturer. cadmium plated or pure copper materials shall not be used. to protect them from water and salt contamination and the effects of combustion. Neither the use of cadmium nor zinc finish is permitted on surfaces in contact with LO.4 All interior surfaces within the enclosure (where fitted) which are exposed to contamination shall be treated such that ‘washing down’ operations do not adversely influence performance or cause corrosion. h. Synthetic rubber-based flexible hoses are not lifed. Material Specification a. (3) Engine oil. g.4. which may be followed by a full 16 years in-service life. (i.

The local manual trip gear (where fitted) shall be located in a readily accessible position for speedy operation but which avoids possible inadvertent operation. The equipment should. the trips signals shall be automatically sent to the fuel shut off valve so that complete fuel isolation to the burner manifolds is achieved. (3) Temperature spread monitoring if applicable (alarm only). GT design shall ensure protection against both electrical shock and mechanical hazard when checked by the application of the standard test figures as specified in BS EN 61032:98. e. (4) NOT initiate a shut down sequence. the operating linkage shall be in tension when tripping. Adequate safeguard against inadvertent operation shall be provided. A suitable warning lamp shall be provided at the control 33 .5. d.DEF STAN 02–309/ ISSUE 2 (NES 309) 4. g. Where compatible with the control logic of the engine. A partial overspeed trip shall be provided which shall: (1) operate above the 100% full power level but should also operate below the level of operation for main trips intended to initiate GT shut down. capable of being operated independently from the local and remote positions. b. e. Where rapid operating devices are used which do not provide positive fuel cut-off to the engine. Where applicable to the enclosure (where fitted). a manual trip shall be provided. to positively shut off fuel to the engine. The PTET trip shall be fitted with suitable isolation to allow local or remote inhibiting of the trip. d. (2) PT Entry Temperature (PTET). f. (1) PT speed. all doors shall be provided with a locking device capable of securing the door in the open and closed positions during normal ship movement and shock conditions. pending determination of the reason for the overspeed. Means shall be provided to automatically shut down (trip) the engine by rapidly reducing fuel flow below the flame out level under conditions of excessive: c.2 c. The contractor should designate trip levels which should ensure that no damage occurs to any part of the equipment and that there is no compromise to the safety of personnel. (2) initiate a rapid drop off in power. When remote mechanical operation is specified. h. Personnel employed on operating and maintaining the GT machinery shall be provided with instructions concerning safe operations. (3) prevent the GT from falling below idle conditions. Gas Turbine Trips a. be available for re-starting after a minimum shut down period which shall be given in the SRD.

clear and unambiguous indication of when the system has operated shall be provided at all operating positions. A means shall be provided for purging the enclosure (where fitted) in the event of a fire. The checking of all trip channels shall be achieved without disconnecting any trip circuits. Such a connection should be situated in a position to ensure that all unwanted gasses. Where appropriate. Physical. f. the system shall give warning automatically at local and remote positions. consideration should be given for the inclusion of an over torque trip mechanism.DEF STAN 02–309/ ISSUE 2 (NES 309) stations to indicate that this inhibit is in operation. g. b. Spurious trips must be avoided at all times and particular consideration shall be given to prevent inadvertent trips under the maximum shock conditions imposed on the GT enclosure (where fitted). required to extinguish all possible fires. e. shall be achieved and maintained throughout the entire enclosure (where fitted). When initiated. Discharge trials shall be required to prove the correct concentration can be achieved. 34 . An inhibiting device shall be provided to prevent inadvertent local. k. Local manual. d. with appropriate indication provided at all positions when in the inhibited mode. including those heavier than air. Arrangements shall be provided to allow the equipment comprising the trip systems to be periodically tested in service. 4. are removed. remote manual and automatic facilities for operation of the fire extinguishing system may be required. c. All non-mobile GT installations installed within an enclosure shall be fitted with a fire detection system. i. Any other options shall be discussed with the Prime Contractor. The concentration of the chosen extinguishant. In the event of a fire in the enclosure (where fitted). The system shall be designed to totally flood the enclosure (where fitted). containers will be located on the outer surface of the module with ability to remove/replace individual containers without entering the enclosure. When activated. j.6 i. an engraved plate giving instructions for the sequence of operations shall be fitted adjacent to the control box. If required. Indication of inhibit should be given at all positions when inhibited from any position. Details shall be given in the SRD. remote or automatic operation. The use of a computed value of torque for control and alarm may be considered. h. A connection may be fitted that enables on-board portable fans to be used. the system shall operate immediately to stop the supply of ventilation air to starve any fire(s). Fire Prevention a. for complex cycle GT configurations. A system of pipework and cylinders containing the fire-extinguishing medium shall be provided.

The GT manufacturer shall specify what items of GT equipment shall be painted and which items of GT equipment shall not be painted. Maintenance Check a. damage to machinery components and health risks to personnel. GTA shall be subject to a similar material survey that shall be agreed with the Equipment Project Officer (EPO).8 4. Production/shop tests and inspections and Type Tests shall be carried out in accordance with DEF STAN 02–362.7 Testing and Trials a. by the greatest degree. together with a Machinery Installation Guide. A list of typical additional maintenance tasks to be conducted is given at Annex F. The requirement for type testing of the first production or prototype engine may be specified in the SRD. Typical examples are given at Annex H. maintenance documentation. In addition to the machinery inspection undertaken after Contractors’ Sea Trials (CST) in accordance with DEF STAN 02–353.DEF STAN 02–309/ ISSUE 2 (NES 309) j. 35 . Insulation or screening shall be provided on any hot surfaces external to the enclosure (where fitted) sufficient to protect personnel. The extinguishant chosen shall be fully compliant with the requirements of the Montreal Protocol. This CA shall include analysis of all logistic items. the manufacturer shall physically demonstrate on one engine that the method. Painting and Preservation a. etc. tools and any specialised support equipment are appropriate and fit for purpose with regard to the specified method of engine removal/replacement. intercooler fluid. boroscope inspections. Annex E. 4. c. c.9 (1) Installation tests and checks. installation. a Conditional Assessment (CA) shall be carried out on the GT irrespective of the number of hours run during the trials period. The GT manufacturer shall be responsible for the labels and markings on the enclosure (where fitted). 4. (2) Commissioning tests and checks. fuel. b.10 The extinguishant chosen shall be selected on the basis of that it limits. Installation a. such as hydraulic fluids. PT and Exhaust Volute. gives guidance on recommended (non-mandatory) items for inclusion. In the case of the first installation only. Thermal insulation shall be attached to the hot areas of the GTCU. More comprehensive installation requirements are given at Annex G. b. 4. maintenance and servicing of the GT. the GT manufacturer shall supply the platform’s Prime Contractor with information on preparation. Prior to installation. Platform/shipboard trials and inspections are divided into: d.

(6) Drawings Lists. Spares Requirements a. The GT manufacturer shall advise the MOD of the spares recommended for each installation. pressures. flow rates. etc.. The dimensions of threads of tools shall be in SI units. flanges. 4.e. The format of the demonstration and shall be specified in the SRD. 4. temperatures. c. Any deviations from these requirements shall be clearly identified and agreed with the MOD customer. c. b. masses. 36 . NOTE: 4. identifying those required on-board the ship and those that can be retained ashore. dimensions. etc. (4) Family Tree. (4) Lifting points. noting the requirements of DEF STAN 02–628 for rotating electrical machinery as applicable to GTA. (1) General Arrangement.e. i.11. to identify all interfaces with the Shipbuilder or Contractor of associated equipment and to define the GTCU for removal purposes. (7) Circuit Diagrams. (2) Assemblies. (5) Installation instructions. threads. (8) Detailed Spare Part and Tooling drawings.DEF STAN 02–309/ ISSUE 2 (NES 309) b. i. shall be expressed in SI units.11. All spares shall be clearly identified. All drawings shall be produced in accordance with DEF STAN 02–722.2 Drawings a. flanges. Jacking points.11 Support Issues 4. Interchangeable spares are to be clearly identified as interchangeable. All interfaces with the ship. Drawings will also be needed to supply information detailed in Annex J.. shall be expressed in SI units. These drawings shall include: (1) Principal dimensions. (2) Terminal points. if practical. The GT manufacturer shall supply the following drawings: c. (5) Parts Lists. (3) Sub-assemblies. b. etc..3 All data. in accordance with DEF STAN 02–54. (3) Maintenance envelopes (see DEF STAN 02–302). expansion pieces. centre of gravity (C of G). b.11. d.1 Units a.

It is MOD policy to procure equipment that meets the required performance to time and cost and which is fully supportable at the optimum Life Cycle Cost (LCC). of a wide range of alternative support strategies.2. The information that follows is not intended to be prescriptive and is provided for consideration and reference only. including Availability. Reliability and Maintainability (AR&M). Although a dry carbo blast technique (using crushed walnut shells) was used on early GT. Current systems employ cold water washing using the water of the highest quality available in each platform.12 5. DEF STAN 00-60 identifies the ILS requirements for MOD procured equipment. d. b. This technique is used on all warship propulsion GT currently In-Service with the RN. Integrated Logistic Support (ILS) is the accepted discipline for managing that cost.1 Background a.1 Water Washing Gas Turbines a. Integrated Logistic Support a. These include self-sufficient support and limited contractor support options through to full Contractor Logistic Support (CLS). with industry. b. c. The Royal Navy (RN) and UK MOD have over 30 years experience in the operation and support of Gas Turbines (GT). It is a mandated requirement for all major procurement programmes. b.DEF STAN 02–309/ ISSUE 2 (NES 309) 4. The RN and MOD have been directly involved in this field and are well placed to consider the relative merits of conventional versus innovative solutions for future applications. for causing support considerations to influence the design or selection of an equipment and for delivering and monitoring a consistent support environment for the in-service equipment. A key development has been the proposed use of Gas Turbine Alternators (GTA) in support of Integrated Electric Propulsion (IEP) concepts and solutions for the next generation of warships. Interest in the further reduction of whole life financial aspects of warships has led to the development. of advanced cycle GT. or otherwise. water washing has provided a satisfactory method of restoring compressor performance and minimising the effects of potentially corrosive contaminants entrained in the inlet air. Support of both in Service systems and development programmes has allowed the MOD to gain a practical understanding of the benefits. CORPORATE KNOWLEDGE AND EXPERIENCE Related Documents: There are no related documents within this section. 5. as well as auxiliary equipment such as fire pumps. 5.2 Technical Issues 5. That expertise and experience includes GT utilisation for warship. c. are discussed further at Annex K. Some of the elements which are relevant to GT and GTA. hovercraft and aircraft propulsion. To date there is insufficient evidence of the benefits of 37 .

starting the GT may be accomplished by air driven motor. if a good case can be presented.2 5. experience to date has not supported the requirement for those anti-icing systems and they are being removed from installed propulsion GTS. such as Compressor Cleaning and Inhibiting Fluids (CCIF). If an air start system is fitted then it should be noted that the air should not exhaust directly into the machinery space. engine run-down times. Any special chemicals proposed. Anti–icing Systems a. 5. the manual removal of self-sealing magnetic chip detectors whilst the GT is at greater than idle powers is currently strongly discouraged (the MEO permission is required to enter a GT enclosure at powers above idle).3 Since the aim is to restore performance whilst maximising system availability it is desirable to: Anti air icing equipment has been installed on GT in RN Service. to outweigh the additional system complexity.DEF STAN 02–309/ ISSUE 2 (NES 309) washing with heated water. that the engine health monitoring techniques adopted are able to provide warning of deterioration with the GT on line and at all powers. However. It is therefore desirable. will be required increasingly to operate for extended periods without interruption. Where one is fitted it can exhaust into the enclosure.2. would need to be acceptable to the GT manufacturer and the MOD. GT and GTA especially. 5. hydraulics. (i. compared with cold water. LO analysis and LO consumption) and to trap metallic debris for later laboratory analysis. Electric start is preferred for larger engine sizes in future platforms utilising the principles of the MOD All Electric Ship concept.4 (1) Extend the time between washes.2. Gas Turbine Start Systems a. b. It may still be considered necessary to continue to install manual or automatic check magnetic chip detectors to confirm warnings alerted by other methods (such as vibration monitoring. d.2. without shutting down the GT). However. c. explosive cartridge or by hand. Engine Health Monitoring a. b. (4) Minimise any effect on GT life related to washing on-line. if not essential. 38 . The use of magnetic chip detectors in the LO scavenge system of a GT has proved reliable in Service and is considered an acceptable method of gathering Condition Based Monitoring information.e. (3) Minimise any power limitations during the wash. (2) Wash GT on-line. This prevents air utilised to start a stand by GT from feeding a potential fire in a common machinery space. However. To minimise supportability issues the proposed chemical should be acceptable for use by the Joint Services.

For example there is a need to ensure that the contents of any drain tank cannot be forced or sucked back into the GT enclosure (where fitted).2. or intercooler (IC).DEF STAN 02–309/ ISSUE 2 (NES 309) 5. preferably. To cool the gas path. or a combination of variable geometry and BOV.1 Oil Coolers a. c. upstream of the duplex filter and will preferably not be direct sea water cooled. The Prime Contractor may need to install silencers/mufflers if noise levels are considered excessive. reduce compressor work and increase the charge density. If necessary.6 The importance of auxiliary systems must not be overlooked. air may be bled from the GG compressors. Alternatively. This risk is reduced by sideways removal as the intake remains sealed.3. Typically this can be accomplished by single or multiple valves (Blow off Valves (BOV)) if appropriate. Bleed systems should minimise noise at their interface as a result of their operation. Bleed Air Systems a. This can provide additional protection during the early commissioning runs and has proved effective during initial WR 21 development testing. Despite thorough inspection of intake systems there have been instances where fasteners and grit blast debris has been ingested by the newly installed GT.2. there is a significant risk of FOD to the engine. Post Installation Risk Reduction a. Bleed air systems can be sensitive to back-pressure. This has led to compressor blade damage and premature removal. Intercoolers a. b.2 5. Durability issues have arisen with respect to some bellows pieces as fitted in RN Ships. may be introduced between the LP (or IP. can manage compressor surge margins. flexible bellows shall be required.3.3 Component Issues 5. If ducting is directed to a point outside the module threshold. discharging to bleed manifolds before interfacing with the ship’s ducting.3. Integration of systems such as enclosure drains has failed to address all aspects of the design in some platforms. Bleed valves should be shut at the lowest power output possible consistent with stable acceleration and deceleration to maximise overall efficiency.5 Drains a. 5. to maintain appropriate compressor surge margins during acceleration and deceleration and at low power. the Prime Contractor shall take full consideration of the GT manufacturer’s requirements for ducting and should conform to those requirements wherever possible. 5. 5. If bleed systems are required. a heat exchanger. When a GT has been installed through the air intake. but not essentially. be situated in scavenge return lines. variable geometry mechanisms. if 39 . Further preventative action can include the temporary installation of a durable fine mesh screen in addition to the permanently fitted FOD screen.3 Oil cooler(s) will.

The PT should preferably be designed to require intensive inspection at intervals not less than that for ship refit. In the latter case the following design guidance is considered appropriate. Material selection and method of construction are key to the longevity of the recuperator in service. However. Consideration should be given to fitting a drain to the intercooler for the purposes of draining water whilst the equipment is shutdown. suitable condensation control provisions are to be incorporated with instructions from the manufacturer for their use.7 The addition of a VAN before the Power Turbine (PT) may be considered. Detailed analysis of the exhaust gas environment. This shall enable the temperature of the engine exhaust to be maintained artificially high and relatively constant. Enclosures a. the engine should be capable of operating with no restriction on power capability with the recuperator bypassed during cleaning operations or following damage to the Recuperator. c.3. modelling and trial of any new design of recuperator.6 5. c. 5.4 5. thermal expansion. Where this could be detrimental to the engine.3. Free Power Turbines a. the designer may intend it to be considered as part of the GT or as a ship fit item. improving joule cycle thermal efficiency and resulting in a comparatively flat SFC curve from a specified part load up to full power. In the first event it is likely that the PT inspection intervals will be similar to those of the hot section(s) of the GG. Variable Area Nozzle a. The normal operating mode for a recuperated engine to achieve maximum fuel savings should be to have the recuperator on-line. Particular attention should be paid to the design and manufacturing methods of the recuperator.5 b. The PT may be lubricated by the main gear lubrication system if required.DEF STAN 02–309/ ISSUE 2 (NES 309) appropriate) and HP compressors. b. b. Dedicated enclosures have been fitted around all propulsion GT in current RN service to provide an acoustic barrier. When the design incorporates a Free PT. shock loads. corrosion and thermal mass of the design proposal are required to de-risk the design of this critical component.3. Significant resource should be allocated to the development. This provides a high temperature differential between compressor delivery air and exhaust gas in the recuperator. This results in increased power density of the overall machine. Ten years should be assumed unless otherwise stated in the SRD. The possibility of condensation on the air side of the IC should be considered. No planned maintenance of the PT outside of refit periods involving a downtime of greater than 24 hours should be accepted. 5. Recuperators a. containment of an on engine fire and an 40 .3. When used in conjunction with a recuperator an improved joule cycle thermal efficiency is achieved.

1 Removal Routes a. Fully modular GT allows the possibility of modular (MACU) exchange in-situ in the platform. the introduction of analogue control systems has demonstrated increased reliability. The increased flexibility of Full Authority Digital Engine Controllers (FADEC) will continue this trend and allow full data integration with modern Platform/Power Management Systems (P/PMS).5. This can permit greater progress in the preparation of the GT for removal prior to the vessel berthing alongside and reduces the risk of incurring FOD on re-commissioning the engine and intake system.3 Removal of GT in RN warships is usually through the GT intake or via a dedicated removal route from the machinery space.4 Support Issues 5. With the introduction of GTA. easier and faster set to work procedures as well as easier fault diagnosis. 5. at a dockside facility or at a contractor’s support facility. IEP concepts allow increased flexibility in the siting of GTA.DEF STAN 02–309/ ISSUE 2 (NES 309) airtight NBCD boundary. Advances in the construction methods of some GT produced a design where the GT could be stripped down into a number of assemblies or Maintenance Assembly Change Units (MACU) at the support facility.1 On Engine Fuel Control Systems a. Guidance on Painting and Preservation can be found in Annex H. b. Painting a.5 Control Systems 5. serious consideration should be given to the requirement for GT enclosures on a case by case basis. The holding of a number of the lowest release life MACU permits the number of complete GT held in storage to be decreased.2 5. The added flexibility of such GT can be utilised to minimise support costs and spare holdings requirements for each application. Current GT enclosures are usually fitted with self contained fire detection and fire extinguishing systems. thus further reducing support costs. Whilst proven and still in-service on some GT. rotationally balanced and ‘pass-off’ tested prior to installation in a platform. Where a GTA is installed in a small dedicated machinery space it may be that the requirements for an enclosure are reduced and possibly the enclosure can be dispensed with as the machinery space effectively becomes the enclosure. b. Breaking down a GT into MACU has the potential to reduce the repair and overhaul time and associated costs. The benefit of this system is to remove the requirement to strip out the internals of the GT downtake trunking and install removal rails. Earlier GT in RN Service used the fuel as the control medium in a purely hydro-mechanical control system.4. Modularity a.4. Early GT were built as complete units. such as the WR21.4. Sideways removal of the GT from its enclosure was introduced with the Spey GT (Type 22 Batch III and Type 23 Frigates). 5. The concept of fully modular GT has been achieved with the development of new GT. b. 41 . 5.

where machinery and platform control is achieved by the use of a P/PMS. d. Built in Test Equipment (BITE) and conditioning monitoring facilities.DEF STAN 02–309/ ISSUE 2 (NES 309) c. In modern ship systems. 42 . a digital engine controller capable of readily interfacing with the P/PMS is considered to be advantageous. surveillance capabilities and where appropriate. Typically GT control systems should be digital microprocessor based providing full authority control and safety logic.

The following documents and publications are referred to in this Defence Standard: Montreal Protocol Use of Ozone Depleting Substances MARPOL 73-78 Emissions from Vessels BS MA 100 Specification for Petroleum Fuels for Marine Oil Engines and Boilers BS ISO 7919-4 Gas Turbine Sets BS ISO 11042 Gas Turbines. Types of Inspection Documents BS EN 60529 Specification for Degrees of Protection Provided by Enclosures BS EN 61032 Protection of persons and equipment by enclosures. Model for quality assurance in design.DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX A. Guards. Exhaust Gas and Emissions BS ISO 11342 Mechanical vibration. Probes for verification BS 3135 Specification for gas turbine acceptance test BS 4278 Specification for Eyebolts for Lifting Purposes BS 6861 Balance Errors DEF STAN 00-25 Human Factors (HF) for Designers of Equipment DEF STAN 00-40 Reliability and Maintainability (R&M): Part 1: Management Responsibilities & Requirements Part 8: Procedurement of Off The Shelf (OTS) Equipment DEF STAN 00-56 Safety Management Equipment for Defence Equipment DEF STAN 00-60 Integrated Logistic Support (ILS) DEF STAN 01-5 Fuels. Basic concepts. Methods and criteria for the mechanical balancing of flexible rotors BS EN ISO 9001 Quality systems. methodology Part 2: Technical principles and specifications BS EN 953 Safety of Machinery. development. General Requirements for the Design and Construction of Fixed and Movable Guards BS EN 10204 Metallic Products. Lubricants and Associated Products DEF STAN 05-34 Marking of Service Materiel DEF STAN 05-57 Configuration Management (CM) DEF STAN 59-41 Electromagnetic Compatibility (EMC) DEF STAN 61-5 Electrical Power Supply Systems below 650 Volts Part 4: Power Supplies in HM Ships 43 . installation and servicing BS EN 292 Safety of machinery. general principles for design: Part 1: Basic terminology. RELATED DOCUMENTS A1.

Limited Fire Hazard (LFH) DEF STAN 68-10 Corrosion Preventive Compound.DEF STAN 02–309/ ISSUE 2 (NES 309) DEF STAN 61-12 Wires. Cords and Cables – Electrical: Part 1: General Requirements & Test Methods for Qualification Approval Part 11: Imperial/Metric Cross Reference Index Part 31: Sheaths. NATO C–634 DEF STAN 91-4 Fuel Naval Distillate: NATO F–76: JSD DIESO F–76 JSP 430 Ship Safety Management System Handbook: Volume 1: Policy and Guidance on MOD Ship and Equipment Safety Management (NES 41) DEF STAN 02–41 Requirements for Configuration Management (CM) and Ship Fit Definitions (SFD) (NES 45) DEF STAN 02–45 Requirements for the Application of Reliability Centered Maintenance (RCM) Techniques to HM Surface Ships and Submarines: Part 1: New Equipments Part 2: In-service Equipment (NES 54) DEF STAN 02–54 Supply of Information to Determine the Ship Fit of Equipment and Identification of Parts and Spares (NES 302) DEF STAN 02–302Pt1 DEF STAN 08–103 Requirements for Maintenance Envelopes and Removal Routes Part 1: HM Surface Ships (NES 303) DEF STAN 02–303 Lubricating Oil Systems for Propulsion and Generation in HM Surface Ships and Submarines (NES 312) DEF STAN 07–218 Requirement for Gas Turbine Intakes and Uptakes (NES 320) DEF STAN 07–220 Requirement for the Design and Installation of Fuel Systems for Gas Turbines. Water Displacing: JSD: PX–24. and Diesel Engines in HM Surface Ships (NES 345) DEF STAN 02–345 Requirements for Flexible Rubber Pipe Assemblies and Bellows for use in Systems from Vacuum to 10 bar (NES 353) DEF STAN 02–353 Examination of Machinery in HM Surface Ships on Completion of Contractors Sea Trials (CST) (NES 362) DEF STAN 02–362 Type and Production Testing of Mechanical Equipment (NES 501) DEF STAN 08–107 General Requirements for the Design of Electrotechnical Equipment (Restricted) (NES 502) DEF STAN 02–502 Requirements for Electrical Installations Part 2: Requirements for Submarines (UK Restricted) 44 .

Electrical and Associated Items: Part 1: General (NES 532) DEF STAN 08–109 Guide to the Design of Electrical Supply and Distribution Systems in HM Surface Ships and Submarines (Restricted) (NES 539) DEF STAN 08–109 Guide to the Design of Supply Systems for Portable Electrical Equipment (NES 587) DEF STAN 02–587 Pt1 Requirements for Lighting System: Part 1: HM Surface Ships (NES 599) DEF STAN 02–599 Policy Requirements and Design Guidance for Alarm and Warning Systems (NES 604) DEF STAN 02–604 Electrical Indicating Instruments (NES 607) DEF STAN 02–607 Guide to the Design of a High Voltage Distribution System in HM Surface Ships and Submarines (NES 626) DEF STAN 02–626 Control and Surveillance Equipment for Plant and System Installations (NES 627) DEF STAN 02–627 Requirements for General Application to Rotating Electrical Machinery (NES 628) DEF STAN 02–628 Requirements for Preparation of Drawings for Rotating Electrical Machinery (NES 630) DEF STAN 08–142 Requirements for Main 60 Hz Generators (Restricted) (NES 631) DEF STAN 07–243 Requirements for Main DC Generators (NES 632) DEF STAN 07–244 Requirements for AC and DC Motors (NES 703) DEF STAN 02–703 Thermal and Acoustic Insulation of Hull and Machinery (NES 722) DEF STAN 02–722 Requirements for the Preparation.DEF STAN 02–309/ ISSUE 2 (NES 309) (NES 507) DEF STAN 07–224 Requirements for Materials and Finishes for Electrotechnical Equipment (NES 512) DEF STAN 02–512 Pt1 DEF STAN 02–512 Pt3 Guide to Cables. Identification and Management of Drawings (NES 723) DEF STAN 02–723 Requirements for Marker Plates Part 3: Limited Fire Hazard (LFH) 45 .

DEF STAN 02–309/ ISSUE 2 (NES 309) (NES 724) DEF STAN 02–724 Packaging (NES 726) DEF STAN 02–726 Requirements for the Cleanliness of Ships During Build (NES 737) DEF STAN 02–737 Preservation and Painting of Mechanical Machinery Items (NES 810) DEF STAN 08–118 DEF STAN 07–254 Design Guide on the Reduction of Acoustic Noise in HM Surface Ships: Part 1: Reduction in Noise Radiated Underwater (Restricted) Part 2: Reduction of Internal Airborne Noise (NES 813) DEF STAN 07–256 Requirements for Structure Borne Vibration Testing in Warship Equipment (NES 814) DEF STAN 08–120 Requirements for Determining the Shock Strength of Equipment (NES 1004) DEF STAN 08–123 Requirements for the Design and Testing of Equipments to meet Environmental Conditions (Restricted) (NES 1008) DEF STAN 21–8 Safety Requirements for the Design of Electrotechnical and Naval Weapon Equipment (Restricted) (NES 1031) DEF STAN 08–132 Requirements for Hazard Stateboards in HM Surface Ships (Restricted) BR 2000(52) Electrical Power Distribution and Utilization BR 2170 Nuclear Biological Chemical Defence (NBCD) Manual: Volume 1: Damage Control and Firefighting Volume 2: Nuclear. Installation and Maintenance BR 8472 Naval Standard Range of Mounts for Equipment Installation BR 8473 Miscellaneous Mounts for Equipment Installation IP67 Institute of Petroleum Standard 67 .Control Equipment Enclosures SSP 45 Procedures for the Control of Change to Warships and Warship Equipments 46 . Biological and Chemical (NBC) Warfare BR 3021 Shock Manual (Metric) BR 8470 Shock and Vibration Manual BR 8471 Mounting System Design.

DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX B. ABBREVIATIONS AND DEFINITIONS B1. For the purpose of this Defence Standard the following abbreviations apply: AR&M Availability. Reliability and Maintainability AVCAT Aviation Category BOV Blow Off Valve BR Book of Reference BS British Standard CA Conditional Assessment CBM Condition Based Maintenance CCIF Compressor Cleaning and Inhibiting Fluids CLS Contractor Logistic Support CM Configuration Management CO Carbon Monoxide CODERM Committee of Defence Equipment Reliability and Maintainability C of G Centre of Gravity COTS Commercial off the Shelf CST Contractors Sea Trials dB(A) Acceleration Decibels DEF STAN Defence Standard DLO Defence Logistics Organisation dP Differential Pressure DPA Defence Procurement Agency EHM Engine Health Monitoring EPO Equipment Project Officer FADEC Full Authority Digital Engine Controllers FMECA Failure Modes and Criticality Analysis FOD Foreign Object Damage GG Gas Generator(s) (as text dictates) GT Gas Turbine(s) (as text dictates) GTA Gas Turbine Alternator(s) (as text dictates) GTCU Gas Turbine Change Unit HF Human Factors HFI Human Factors Intergration HP High Pressure IC Intercooler 47 .

Biological and Chemical Defence NES Naval Engineering Standard(s) (as text dictates) NGV Nozzle Guide Vane NOx Oxides of Nitrogen OTS Off the Shelf PCU Plant Control Unit PCO Principle Contract Officer P/PMS Platform/Power Management System PT Power Turbine 48 . Biological and Chemical NBCD Nuclear.DEF STAN 02–309/ ISSUE 2 (NES 309) ICR Intercooled and Recuperated IEP Integrated Electric Propulsion ILS Integrated Logistic Support IMO International Maratime Organistation IP Intermediate Pressure ISO International Standards Organisation JSD Joint Service Designation JSP Joint Service Publication LCC Life Cycle Costs LCP Local Control Panel LFH Limited Fire Hazard LO Lubricating Oil LOP Local Operating Panel LP Low Pressure LSA Logistics Support Analysis LSAR Logistic Support Analysis Record MACU Module/Maintenance Assembly Change Unit MARPOL Marine Pollution MEO Marine Engineering Officer MFOP Maintenance Free Operating Period MGO Marine Gas Oil MIL SPEC Military Specification MMI Man Machine Interface MOD Ministry of Defence MTBF Mean Time Between Failures MTTR Mean Time To Repair NATO North Atlantic Treaty Organisation NBC Nuclear.

Burner A device for introducing fuel into the Combustion Chamber. in years. Base Frame A base structure to mount the major GT assemblies. Combustion Chamber A major component of the combustion system within which air and fuel mixture is ignited. Calendar Life The life. refurbishment. 49 . Combustion System The system used to introduce. and leading air into the GT compressor. Air Intake Assembly An assembly with mountings for compressor cleaning equipment. For the purpose of the Defence Standard the following definitions apply: Accessory Drives Gear drives from the GG and/or Power Turbine to provide auxiliary services. recondition.DEF STAN 02–309/ ISSUE 2 (NES 309) PTET Power Turbine Entry Temperature R&M Reliability and Maintenance RCM Reliability Centered Maintenance RH Relative Humidity RN Royal Naval RPO Resident Project Officer SCC Ship Control Centre SFC Specific Fuel Consumption SFD Ship Fit Definition SI Systeme International (of units) SOx Oxides of Sulphur SRD System Requirement Document SSCP Ships Systems Controllerate Publication S&ET Support and Test Equipment TET Turbine Entry Temperature TLC Through Life Cost UHC Unburned Hydrocarbons UPC Unit Production Cost UPS Uninterruptible Power Supply VAN Variable Area Nozzle VIGV Variable Inlet Guide Vanes VVV Ventilation Via Volute WG Water Gauge B2. modification or uninstalled service. and burn the air/fuel mixture in a controlled manner. Calendar life does not include storage periods when fully preserved during or after build. of a GT recorded from the point of installation in a ship. ignite. repair. A cascade bend may also be included.

Intercooler A heat exchanger to cool the air between low and high pressure Compressors. Inter-turbine Duct That unit of annular ducting which directs the gases from the GG to the Power Turbine. Gas Turbine Alternator A combination of a GT engine and an alternator set. Gas Turbine A machine which converts thermal energy into mechanical work. Local Control Panel A panel mounted on.DEF STAN 02–309/ ISSUE 2 (NES 309) Compressor That component of a GT which increases the pressure of the air. Exhaust Volute A duct (usually right angled) with thermal insulation designed to convey exhaust gases to ships Uptake Ducting and provide access to the Power Turbine bearing support and output shaft. governor and fuel control systems. Free Power Turbine A bladed disc or discs and associated NGV having a separate shaft and not connected to the GT Compressor. Compressor Turbine A bladed disc or discs and preceding NGV to extract power sufficient to drive the Compressor and accessories. speed indicator(s). 50 . it consists of one or more rotating compressors. This can be a single. one or more turbines. Gas Generator An assembly of GT components. electrical power supply controls and any other controls necessary for the orderly start-up. Gas Turbine Change Unit The part of the GT engine which is designated as a complete unit for exchange. twin or triple spool machine. Gas Turbine with Integrated Power Take-off A GT engine where output power is extracted from the Shaft on which the LP Compressor and the Compressor Turbine are mounted. monitoring of operation. Igniter Plug An electrical discharge Plug for igniting the fuel when starting the GG. from which output power is taken. adjacent to or remote from (but within the machinery space) the GT unit indicating all the major parameters. which provides heated pressurised gas to a Power Turbine. a control System and essential Auxiliary Equipment. Control System This includes starting control systems. and one or more Compressor Turbines and essential Auxiliary Equipment. warning and/or shutdown for abnormal conditions. alarm and shutdown systems. Enclosure A sealed. In the case of main propulsion engines this is sometimes limited to the GG. this is not essential for all GT. a combustion System which heats the working fluid. the prime purpose of which is electrical power generation. a combustion System associated with the working fluid. and including the MMI and electrical distribution for local control. gauges. Idling Speed The normal minimum speed designated by the manufacturer at which the GG will run in a stable condition. if required. acoustically lined containment enclosing the GT and providing a mounting for engine ancillary services While it is preferable for a free power turbine to be contained within the enclosure. shutdown. stable operation. It consists of one or more rotating Compressors.

exhaust/uptake Volute and Recuperator (where applicable). which actuates the over-temperature protection system when a Gas Temperature reaches the limiting. Power Turbine Assembly An assembly comprising the Power Turbine. Rated Speed The speed of the GT Output Shaft at which the rated power is developed. Propulsion Module Comprises of the engine air intake assembly. entry duct. IP for WR-21) turbine compressor. Power Turbine Shaft). casings and bearing support. where required. equipment or system. GT enclosure. Over-speed Trip A trip element which actuates the overspeed protection system when the Rotor reaches the speed for which the device is set. VVV Ventilation via Volute is airflow induced through the enclosure by exhaust gas flow.DEF STAN 02–309/ ISSUE 2 (NES 309) Maintenance Assembly Change Unit The term given to a sub-assembly of a modular GT. Recuperator A heat exchanger to transfer exhaust gas heat to the compressed air prior to entering the combustion zone. Maximum Continuous Speed The upper limit of the continuous operating speed of the GT output shaft (i. Man Machine Interface A local operating panel or console which allows the operator to monitor and control the performance and output of a machine. GTCU and Intercooler (where applicable). Base Frame and Power Turbine (when not part of the GTCU). to reduce Turbine speed to that acceptable for the equipment driven. Fitted before the power turbine in a complex cycle GT. VAN Variable area nozzle. 51 . Over-temperature Trip A trip element. Rated Power The maximum output of the Gas Turbine under specified conditions. value for which the device is set. Primary Gear Box The first reduction Gear. it enables the temperature of the engine exhaust to be maintained artificially high at part loads to optimise SFC across the power range. VIGV Directs and helps to smooth the flow of air into the first (normally LP. Nozzle Guide Vanes Re-direct the air flow onto the discs of each stage of the turbine compressors and the power turbine.e.

3d .1. 1.4. 1. List 3. 4. Annex B Environmental Conditions 4 The fractions of specified performance in climatic conditions have been laid down.2 1. List any documents or drawings not included in Def Stan 02–309.3d 6 The shock and blast requirements have been laid down.3f (4) 3.3 8 The limits for black and white smoke conditions have been stated. PROCUREMENT CHECK LIST Notes: 1 1. 10 The anticipated power losses have been stated. 2. 11 The installed noise limits have been stated.DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX C.3d 5 The time that the module must remain operational in the event of a machinery space fire has been prescribed. 4. Annex D 7 The failure pattern of components and validation of containment have been given. Duties 52 2. This Thi Check Ch k List Li is i to ensure that h certain i aspects off this hi Defence D f Standard S d d are consulted l d when h ppreparing p g a pprocurement specification p p pp for a particular application.2 Definitions 3 Define any terms additional to those used in Def Stan 02–309. Annex A Related Documents 1 Drawings 2 State types and quantities required.2c 9 The emissions to atmosphere have been stated. 1. Paragraphs where a preference for an option is to be used or where specific data are to be added are included in the Check List. Check Clause No. 4. 1. Each item is to be marked either:  = NA = included not applicable Check No.11.4.1  or NA .

direction of rotation of the output shaft and that ‘nose up’ or ‘nose down’ installation.3 23 Is the type of lubrication oil specified.12 19 Has period between inspections of the Power Turbine been agreed? 4.2 53  or NA .2.16g 21 Has the specified time for reverse rotation been stated? 4.2.2 16 Have the components to be viewed been stated? 4.2 Power Turbine 17 Have the limit of balance for the separately mounted power turbine assembly been agreed with the manufacturer? 4.14 14 The Planned life and overhaul life of the GTCU has been stated.2. 15 The siting and type of vibration pick ups has been stated. Enclosure and Gas Turbine Change Unit 12 Left or right-hand dressing.1 27 Are flame traps required in the engine breather system and ventilation exhaust duct? 4.16 20 Has the siting of vibration pick up been stated? 4.3 Has the minimum starter power source value been stated? 4.3.2. I4. and filtration quality for the separately lubricated power turbine stated? 4.2.2.2.12 Gas Turbine Charge Unit 13 Has the inclination of the Exhaust Volute been specified? 4.3.2.2.3. Check Clause No.2.2.16e Lubrication Oil System 22 Are the GTCU and the Power Turbine to be lubricated separately or by a single closed system? 4.16 18 Has the temperature of the Power Turbine flexible seal been stated? 4.2. 4. 4.DEF STAN 02–309/ ISSUE 2 (NES 309) Check No.2 Vent and Drain Systems 26 Has the special drainage provision for off vertical inlet and/or exhaust volute been specified? 4. has been stated.4 Start Power 24 Air System Bleeds 25 Have mass flow requirements been specified? 5.

been specified? E3.10 37 Is the GT expected to be despatched to a MOD store? G3.5 31 Have the number and type of starting igniters been specified? 4.11 of intercooler 54 by pass been  or NA .9 40 Has the restriction of the engine operation been stated with the VAN locked in position? 4.2.2.2.3 Combustion and Ignition 30 Has the type of combustion chamber system been stated? 4.11. been stated? 4.2.5 Plant Control Unit 32 Has the means of starting either by manual (switch control) and/or by automatic means.1 Shipboard Trials 34 Has the power for the remainder of the trial now been specified? E3.2.3.3. 28 Is it stated where the ventilation system is to be exhausted? 4. been specified? 4.2.2.9 39 Has the effect documented? 4. Intercooled and Recuperated Gas Turbines (where applicable) 38 Has suitable condensation control been specified if required? 4.10 41 Has the effect of having the recuperator (if fitted) bypassed been detailed? 4.18 Instrumentation 33 Have the requirements for gauges to be calibrated in other than SI units.2 Compressor Cleaning System 29 Has the type of cleaning system been specified? 4. 36 Is this a first installation where cost and time is to be indicated under the contract to cover removal and re-installation of a complete unit? 4. 35 Has the time period for setting to work tests and calibrations following a GTCU exchange. Check Clause No.DEF STAN 02–309/ ISSUE 2 (NES 309) Check No.

a. the following may be considered as indicative. D2. However. b When mounted on shock mounts the resonance frequency of the GTA for the vertical direction is to be between 5 Hz and 10 Hz. Mounts a Shock mounts may also serve as a means to attenuate structure borne vibration and radiated noise. with general guidelines stated in Def Stan 08–120. During and after the shock no mechanical damage or interruption to the power supply is permitted. uptakes and ventilation systems: Overpressure (bar) Underpressure (bar) Half Cycle Time (seconds) GT and Enclosure to Remain Fully Operational and Gastight 0.b). 55 .068 0. D4. Blast Capability a The GT.247 – * Runable is defined as capable of continuing operation at a maximum power loss of 10% for a minimum period of 12 hours. b All bellows and seal arrangements are to withstand without damage the forces caused by the shock and blast values in the table in Clause D2. associated machinery and enclosures (where fitted) are to withstand the following blast pressures that penetrate the ship’s intakes. Gas Turbine Alternator Requirements a For GTA applications. SHOCK.5 to 5 Machinery to Remain Runable* 0.49 0. BR 8472 and BR 8473.DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX D. with guidelines stated in Def Stan 08–120 (NES 814). BR 8471. D3. and then capable of Refurbishment at Sea with shipboard spares. the equipment should be capable of surviving shock conditions defined in the SRD. following the guidelines given in BR 8470.24 0. c Information on stresses at critical areas under shock and blast conditions is to be provided (see Annex I12. BLAST AND MOUNTING REQUIREMENTS D1. The selection of mounting arrangements will be detailed in the SRD. General a The shock and blast criteria that GT and their ancillaries and installation are to withstand shall be defined in the SRD.

(3) Effectiveness of interlocks. if fitted. (10) Avoidance of excess temperature and compressor surge on maximum GG accelerations. TESTS AND TRIALS E1. f During the type test at specified full power. (12) Satisfactory component temperatures on soak conditions after shut down from hot engine condition. (4) Satisfactory LO and fuel system characteristics. g During the type tests the following features are to be demonstrated: (1) Freedom from air and gas leaks.DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX E. e During the overspeed test. The PT disconnected from the dynamometer shall be run at not less than 15% in excess of the maximum continuous speed for not less than 10 minutes continuously. b A type test is to be done on the first production or prototype engine supplied for Naval service to establish the principal performance data. 56 . (6) Engine start following a failure to start. c The whole of the type test programme is to be completed on the same turbine set unless otherwise agreed. Type Testing a This Annex is provided as guidance where consideration shall be given to tests and trials which shall be conducted by the GT/GTA manufacturer at their own expence. (11) Avoidance of flame out on maximum GG decelerations. (8) Reliability of operation at minimum idling speed. also operation and maintenance characteristics of the GT. (5) Wet and dry motoring. d The type test of the GT is to be conducted on the complete unit comprising the GG and the Power Turbine (PT) (where applicable) delivering to a dynamometer or load cell in the case of a GTA. (2) Operation of starting arrangements. (7) Operation of cleaning system. (9) Smoke characteristics. a GG is to be run for not less than 10 minutes continuosly at not less than 10% in excess of the ‘Gas Generator Speed’ corresponding to the specified rated full power of the GT. if fitted. the pressure and temperature of the gas at the outlet from the GG is to be recorded and the gas mass flow is to be assessed from the air flow and fuel flow measurements. to assess life expectancy.

are required: (1) A cold start is defined as a start after two hours or more of natural cooling with the engine at rest. E2. Tests are to be repeated not less than three times per device/initiating event. pressure and temperature are to be within the values established by the tests and trials for the complete unit. b Routine production rig tests to confirm the satisfactory performance of all important assemblies are to be done before fitting. The MOD may specify additional readings. d Production ‘Pass-off’ tests are to include checks at various powers up to the specified full power. (3) Time to reach full output from idling speed. (5) The minimum state of the starter power source to ensure a cold start. (2) Time to reach idling speed from cold. 57 . In these circumstances the GG exhaust is to be fitted with a nozzle of such a diameter that it would simulate running with a PT at design conditions. When a device has more than one initiating event. c The limits for all GT production ‘Pass-off’ tests and the overall requirements are to be agreed with the MOD and incorporated into a single ‘Pass-off’ test document. (3) An intentional failure to start is defined as the performance of a normal starting sequence with the ignition system deliberately rendered inoperative.DEF STAN 02–309/ ISSUE 2 (NES 309) h Starting tests are to be done to determine: (1) Time to light from cold. NOTE: i j (1). (4) That the required number of starts can be obtained from the specified starting system. g Where applicable the separately mounted PT will be subjected to production ‘Pass-off’ tests to a schedule acceptable to the supplier of the GTCU and agreed with the MOD Project Manager/Equipment Support Manager (PM/ESM). (2) A hot start is defined as a start within 15 minutes of shutting down after the engine has been running for not less than two hours. exhaust gas mass flow. readings are to be taken of fuel flow. This will include an overspeed test at 115% of specified maximum duty for a minimum of two minutes continuously. e Production ‘Pass-off ’tests are to include at least one hour running including at least 30 minutes at the rated full power condition. The obtained fuel flow. then all such events are to be produced to demonstrate the proper working of all the trips. f Separate GG units may be subjected to production ‘Pass-off’ tests independently of the PT. (2) and (3) are to be the average of four readings. as defined below. smoke and vibration levels. All protective devices are to be tested. speed. Production Tests a Production‘ Pass-off’ tests shall be carried out on all production engines to demonstrate that the performance and integrity corresponds with that achieved during type testing. At each stage. An agreed number of hot and cold starts and intentional failures to start.

(8) Satisfactory operation at minimum idling speed. (3) Operation of interlocks. Both pumped and gravity flow will be measured. (9) Operation of protection devices. (4) Satisfactory oil. i GT production ‘Pass-off’ tests may include tests to demonstrate: (1) Freedom from air or gas leaks. (2) Operation of starting arrangements.DEF STAN 02–309/ ISSUE 2 (NES 309) h For GTCU with integral PT. (7) Pre-delivery final inspections. (6) Engine start following a failure to start. (11) Avoidance of flame out on maximum rate GG decelerations. (5) Safe temperature of outer casing. (3) Alignment checks as applicable. j The production tests are intended to demonstrate to the MOD that the GT machinery is in all respects suitable for its intended service and that it is able to perform its specified functions. b Tests are to be made on the fuel supply system to demonstrate its ability to draw fuel from the storage tanks and deliver it to the engine as required. component temperatures on soak conditions after shut down from hot engine condition. Shipboard Trials a The objective of shipboard trials is to ensure that the equipment has the same performance characteristics when installed in its working environment that it has achieved during representative production tests. (10) Avoidance of excess temperature and compressor surge on maximum GG accelerations. an overspeed test on the output Turbine is to be done at not less than 115% of the speed for the specified maximum duty for a minimum of two minutes continuously. (4) Filter inspections. (2) Concentricity checks on rotating components/assemblies to agreed limits. 58 . (12) Satisfactory. E3. (7) Operation of engine cleaning system. k MOD personnel may attend the following tests and inspections: (1) Balancing rotating components/assemblies to agreed limits. (5) Bearing inspections. air and gas pressures and temperatures. (6) Production acceptance test.

j Engines are to be started at the maximum specified angle of heel to port and to starboard. f The satisfactory operation of all speed limiting governors and overspeed trip gear is to be demonstrated. d The control system and starting arrangements. The power for the remainder of the trial will be specified by the MOD. l During trials the GT are to be worked at such powers and speeds from idle to 100% power as are necessary to check and adjust the fuel supply and the control systems. n The setting to work tests and calibrations required following a GT exchange shall be within the capability of Ship’s Staff and a demonstration performed to confirm that the operation will be within the time period specified in the SRD. where fitted. both local and remote. particularly in respect of LO supply and drainage. each GT is to be started and run as such powers as may be required to: (1) Set. and satisfactory operation of the throttle. high pressure fuel pumps and all interlocks. if installed. k Any instruments and fittings additional to those fitted in the ship and required for trials are. adjust and test automatic and remote control systems. m The GT machinery is to develop the rated full power ahead continuously for at least one hour during trials. if necessary. g The compressor cleaning arrangements will be demonstrated to prove the correct functioning of all components. e During trials. i The fuel and LO systems are to be inspected and any leakage rectified. to be removed before final machinery trials.DEF STAN 02–309/ ISSUE 2 (NES 309) c Lighting-up arrangements are to be tested to prove the functioning of the igniters and of the auxiliary fuel jets as applicable. (2) Prove the correct working of forced lubrication pumps. and are to be run for a sufficient length of time to demonstrate their satisfactory operation. The correct functioning of these is then to be demonstrated. governors and relief valves. h The operation of the various drains within the module will be observed. adjustments made. are to be tested and. 59 .

which. e. a Review of accumulated vibration data as observed during the trials period. hydraulic oil. It is not intended that this CA should jeopardise the integrity of the machinery. CONDITIONAL ASSESSMENT F1. Unnecessary inspections requiring significant disassembly of engine components should be avoided. PT and ancillary systems for evidence of fluid or gas leakage. fuel.. c Boroscope inspection of the engines gas path components. etc. F2.g. On completion of a vessel’s Contractor Sea Trials (CST) scheduled maintenance operations up to and including those required at running hours approximating to twice the logged hours are carried out on the installed GT as defined in the engines’ standard operating/maintenance manuals. lifting bearing caps on journal bearings. is operationally acceptable. d External inspection of GT. e Analysis of all system fluids. by definition of having just achieved required standards during sea trials. intercooler fluid.DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX F. LO. 60 . the following tasks shall be carried out as part of a Conditional Assessment (CA): F3. b Review of accumulated LO magnetic chip evidence as observed during the trials period. In addition to the requirements of Clause F1. as applicable to the engine type.

maintenance and servicing of the GT. 61 . f Safety markings are to be fitted wherever: (1) Hazards to personnel are present. its assemblies and components are to be clearly and easily identified by means of an identification label/tally/marker plate. Installation a Prior to installation. etc.DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX G. this method of marking shall not to be used. the GT manufacturer is to supply the platform’s Prime Contractor with information on preparation. d When an enclosure or a module consists of both metric and imperial parts. G2. Thermal Insulation a Hot surfaces of the GTCU. Labels/tally/marker plates shall remain effective (clarity. then metric/imperial plates are to be fixed in accordance with current instructions. g For information relating to safety marking colour coding see DEF STAN 05-34. in some instances. INSTALLATION REQUIREMENTS G1. PT and Exhaust Volutes. (2) Instructions to prevent damage to equipment or forestall hazardous use are required. h Labelling of the Electrical System is to be in accordance with DEF STAN 02–502. c As ‘Type Stamping’ can produce stress raisers and distortion.) and in-situ for the planned life of the equipment. b Hot surfaces on the outside of the enclosure are to be similarly treated. installation. Identification is to be applied to protective packaging as well as items of equipment to prevent unnecessary unpacking and repacking. where accessible to personnel. or guarded with a protective screening. (3) The markings are particularly necessary where equipment may be tampered with by unauthorised personnel. and as a means of identification and modification state. Asbestos must not be used. are to be insulated and clad so that the surface temperature does not exceed 60°C (333 K). Labels and Markings a Labels are to be used on the enclosure to give operating instructions. c All insulation and its applications are to conform to DEF STAN 02–703. G3. b The enclosure and. The information is to include lifting and transportation arrangements for the enclosure and associated equipment. e Every valve is to be identified with a tally plate indicating its purpose in the installation. All labels shall be in accordance with DEF STAN 02–723. danger and safety warnings.

(4) Fitting mounting system. (5) Installation of the enclosure and intake assembly. The modification procedure for aeroderived marine GT is to be in accordance with SSP 45 Chapter 5 Section C. (2) Lifting. d Before despatch all items of the GT machinery are to be cleaned. h Before any major GT component or Turbine accessories are installed. i The GT manufacturer shall accept full responsibility for the provision. maintenance and accuracy of installation aids such as Drilling Jigs and interface Assembly Drawings. Sealed equipment shall not be unsealed during the period of storage. (2) Shipping.DEF STAN 02–309/ ISSUE 2 (NES 309) b The GT manufacturer is also to supply a Machinery Installation Guide comprising: (1) Build progress. the GT manufacturer shall provide personnel to assist and advise on matters concerning the following: (1) Preparation of documents related to installation procedures. storage or weather damage. j The SRD shall state that prior to and during installation. c When despatching the equipment. (6) Interfaces requiring special attention. storage and handling. maintained and serviced in accordance with the drawings and procedures provided by the manufacturer. (4) Operation of GT machinery to prove its functional capability. dried and packaged in accordance with DEF STAN 02–724 to avoid damage during transit and deterioration prior to installation. setting to work and the preparation of test forms for use during tests and trials. the GT is to be as assembled for installation aboard a platform. the modifications incorporated and the state of interchangeability. e When intended for despatch into MOD(DLO) store. (3) Machinery mounting arrangements. (7) Enclosure services to be supplied. handling. 62 . f The platform’s Prime Contractor will not accept delivery of GT equipment or components in an unsealed condition. It shall be clean with all terminal points blanked and suitably packed and preserved to prevent transit. (3) Operation and installation of associated systems. such that cleanliness achieved during manufacture is not nullified during storage. g The platform’s Prime Contractor or shipbuilder is to ensure that equipment is stored. Any unsealed item shall be returned to the GT manufacturer for reprocessing. storage inspection and re-inhibition procedures. the GT manufacturer is to inform the MOD of the production state of the enclosure. the standard of cleanliness on-board ship is to be raised to that of ‘Clean Ship’ in accordance with DEF STAN 02–726.

DEF STAN 02–309/ ISSUE 2
(NES 309)

(5)

Operation of GT machinery during sea trials.

k

The GT manufacturer shall provide a service engineer to supervise de-preservation
immediately prior to the initial start up in situ and for the subsequent setting to work of the
equipment.

l

The GT manufacturer shall prepare detailed procedures in the form of step by step checklists
for doing the above work. These shall include:
(1)

De-preservation of the engine or combined equipment;

(2)

Final cleaning and flushing of the fuel, LO and air systems;

(3)

General inspection to ensure satisfactorily clear intake and uptake ducting, with no
loose materials anywhere which can affect engine operation;

(4)

Initial starting preparation of the engine, equipment and systems;

(5)

Turning the engine by hand (if applicable);

(6)

Initial no load run;

(7)

Test protection and safety devices;

(8)

Initial run on load;

(9)

Test local and remote start and stop systems and remote emergency stop systems.

63

DEF STAN 02–309/ ISSUE 2
(NES 309)

ANNEX H.
PAINTING AND PRESERVATION
H1. The GT manufacturer is to specify what items of GT equipment are to be painted, or not to be
painted on turbine equipment. The following lists represent typical examples.
H2. Items to be painted:
a

Air intake assembly (inside and outside);

b

Enclosure (inside and outside);

c

Power Turbine Exhaust Volute lagging;

d

Enclosure base frame;

e

GTCU support structure (mounting frame);

f

Reduction Gearbox (outside), if fitted;

g

Electrical junction box;

h

All mild steel pipework and conduit;

i

Outer metal surfaces on all equipment, EXCEPT:
(1)

Stainless Steel;

(2)

Screw threads and items which would, if painted, interfere with operation;

(3)

Machined surfaces.

H3. Items NOT to be painted:
a

Air intake flare, if fibreglass;

b

Exhaust bellows;

c

Fire extinguisher bottles;

d

Nylon facing for sliding sealed surfaces;

e

Gaskets;

f

Flexible and braid pipes;

g

Glass;

h

Inside tanks and pipes;

i

Earthing strap – contact faces;

j

Instruction or warning labels;

k

Handles and switches;

l

Control cables.
64

DEF STAN 02–309/ ISSUE 2
(NES 309)

H4. On completion of manufacture, the unmachined surfaces of all ferrous parts shall be treated as
follows:
a

Thoroughly clean, remove millscale, rust and loose material;

b

Paint to the GT manufacturer’s specifications.

H5. Machined surfaces shall be thoroughly greased or treated with an anti-rust preparation (e.g. PX–24
to DEF STAN 68-10) after the unmachined surfaces have been painted.
H6. Electrical equipment shall be painted in accordance with DEF STAN 08–107 and DEF STAN
07–224.
H7. Intakes and Uptakes shall be painted in accordance with DEF STAN 07–218.

65

Section 2. (2) Physical characteristics.DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX I. The information shall be supplied: (1) During formal negotiations between the GT manufacturer and the MOD when establishing a new contract. the GT manufacturer is required to supply the information detailed below. Part 2. the anticipated Planned Life and Overhaul Life (planned period between successive overhauls) of the GT should be proposed. The agreed final values shall be stipulated in the SRD. (1) Performance. (2) Curves of power output vs PT speed (at various fuel flows). I4. (3) At regular intervals as agreed with the MOD. (3) Design features. shall be submitted to enable the function of all essential and safety critical components and systems necessary for the GT operation to be clearly defined. Performance Curves a The following curves shall be supplied by the GT manufacturer: (1) Curves to a base of power turbine speed at the conditions specified by the MOD over the range from idle to maximum power showing the variation with LP compressor speed or gas generator speed. Evaluation a b I2. Planned Life and Overhaul Life a To assist the discussions between the GT manufacturer and the MOD. Chapter 2. (2) At the end of a jointly sponsored development programme. which shall be used to establish the capabilities and limitations of individual GT types for: An engineering description of the GT including references to plans required as defined in Naval Ships Rules Volume 2. (b ) Each Turbine. Engineering Description a I3. To enable the MOD to make an objective evaluation of available GT. INFORMATION REQUIRED FROM THE GAS TURBINE MANUFACTURER I1. (3) Curves of pressure ratio verses mass flow (at various speeds) as appropriate for: (a ) Each Compressor. or a type test programme. 66 . (4) Systems.

3. (5) Maximum oil flow circulation rate. 67 . Information required shall include: Information required for the GG or complete GT LO system shall include: (1) Diagrammatic arrangement of LO system. under emergency conditions. see Clause 1.3a (3). (5) Maximum LO flow circulation rate. (6) Confirmation of satisfactory operation on range of fuels. see Clause 4. (1) Type and numbers of combustion chambers and igniters to be employed. (4) Minimum inlet LO temperature required for starting and for running at sprint or maximum power. Lubricating Oil Systems a b I7. (3) Particulars of LO filters. (2) Details of lining including thickness and composition. (2) Mean temperature rise at sprint or maximum power the minimum permissible LO pressure.3. the starting system and main systems. (2) Maximum rate of oil consumption. (2) Diagrammatic arrangements of the fuel system. Information required for the PT LO system. (4) Particulars of filters. Combustion and Fuel Systems a I6. (6) Confirmation of compatibility with oil type preferred for GTCU.DEF STAN 02–309/ ISSUE 2 (NES 309) I5. (4) Components and characteristics of LO cooling system. (5) The minimum acceptance fuel pressure at the fuel inlet flange. (3) Variation of heat transfer with power. see Clause 1. shall include: (1) Oil flow rate for various LO inlet pressures and PT speeds from idling to sprint or maximum power. (3) Particulars and characteristics of fuel pumps. (6) Preferred oil type. a Information required for each bearing shall include: (1) Bearing type. Power Turbine Journal and Thrust Bearings – where applicable. where applicable.2.

Position of LO inlet. 50%. Details of tilting pad journals shall include: (1) Length. Details of journal bearings shall include: (1) Mean diameter. 50% and 75% power. (3) Starter system details shall incorporate: (1) Power source data and values for satisfactory operation. (3) Clearance of thrust bearings.DEF STAN 02–309/ ISSUE 2 (NES 309) b c I8. Air Systems a Where applicable. (3) Number and dimensions of pads. Gas Generator Performance a Time from cold to idling of GG: (1) Time from idling to 25%. (3) Igniter circuit and external electrical supply requirements. (6) Corresponding temperature rises and pressure loss under the condition stated in the SRD. (5) Required oil flow. (5) Attitude angle. mass flow. 68 . (4) Load and rubbing speed for maximum duty. (2) Time to 100% power from 25%. Start System a I9. (2) Maximum period of continuous operation during starting cycle. I10. diagrammatic arrangement of cooling and sealing air systems for the GT and PT are required showing the estimated leakage flows to and from atmosphere and positions from which these emanate. and exhaust gas pressure and temperature after shutting off fuel at 100%. (3) Rate of decay of GG rev/min. 75% and 25% power. (2) Number and dimensions of pads. (4) Minimum oil thickness. (2) Diameter. (4) Pivot position. 75% and 100% design power at the specified design point.

(7) List of Recommended Spares. I14. (2) Estimated minimum clearances under shock: (a ) Between rotor blades and casings. I13. Control and Surveillance a Information concerning the associated control and surveillance equipment for which the GT manufacturer is responsible (e. transducers) is required as follows: (1) General Arrangement and Parts List. including the following details. 69 . which shall include: (1) Procedures for washing in ambient temperatures below 0°C. (4) Cable connection and Interface Diagrams. Shock and Blast a Information on rotors and blading as specified by the MOD.DEF STAN 02–309/ ISSUE 2 (NES 309) b Curves are required of air bleed pressure and temperature (dry bulb 100% RH at 40°C measured at module terminal) against engine power for an agreed range of bleed flows. (6) Test Schedules. (b ) Between stator blades and rotor drums. I12. (2) Functional and Schematic Diagrams. (3) Circuit Diagrams and Component Lists. (4) Any restrictions resulting from on-line washing if stated as a requirement in the SRD. (c ) In labyrinth seals. (5) Installation Drawings. A list shall be supplied identifying which components are to be painted and those not to be painted in accordance with Annex H. (3) Frequency of cleaning. I11. (2) Material specification and quantities required for cleaning operation. the material properties are to be stated. Compressor Cleaning a Details of the manufacturer’s procedures are required for compressor cleaning of the GG. shall be provided by the GT manaufacturer: (1) The estimated stresses at critical points under the shock and blast conditions. In cases where materials are not contained in MOD specifications.g. Materials and Painting a A material list is required and (if requested by MOD) a colour coded drawing showing all major components and stating surface treatment where applicable.

(8) PT stator support ring. shall be provided by the GT manufacturer: (1) (2) (3) Complete module. and where applicable: (3) PT complete. (2) GTCU. (7) PT rotor. and where applicable: (4) GG enclosure. including the following. or whole engine if applicable. including cascade bend. alternator). PT and Exhaust Volute. (12) Thermal insulation. (11) Thermal insulation. I18. Weights a Particulars of weights. GTCU. Intake assembly. Alignment a Detailed procedures for aligning the enclosure on the specific mounting arrangements shall be given. GTCU. (5) Inter Turbine duct. if applicable. Heat Emission a The rate of heat emission is required from the: (1) Enclosure or engine during idling to maximum power with the GTCU enclosure air outlet temperature at 100°C (dry bulb 100% RH at 40°C). (5) Intake assembly complete. Centre of Gravity a The position of the C of G shall be supplied for: (1) Enclosure complete. 70 . including fitted ancillaries. or engine with driven assembly (e.DEF STAN 02–309/ ISSUE 2 (NES 309) I15. (9) Exhaust Volute and bellows.g. (13) Lifting gear. (4) Exhaust Volute complete. I16. I17. (6) Power Turbine. (10) Base frame. (2) Complete enclosure or engine during idling to maximum power with a machinery space air temperature of 30°C (dry bulb).

(2) At a predetermined distance from the unsilenced exhaust outlet and to include the effect of the turn of the volute. Handbooks a Handbooks giving a description of the GT assemblies and associated equipment shall be prepared by the GT manufacturer. I23. 71 . together with essential safety procedures and precautions necessary. The handbooks shall include all operating states of the machinery. procedures for starting. precautions. Noise a Tables of noise levels shall be given. The survey shall detail: (1) Vertical vibration levels (AdB) for a range of octave band mid-frequencies at four regular positions above the resilient mountings. I22. from the following positions. (1) At a point upstream of the inlet to the cascade bend on its centreline. shall be given. I20. manoeuvring. limitations. Descriptive information relevant to the maintenance of the machinery and equipment shall also be included. I21. including location of the models (Designer Aids). (2) Resultant vibrations during normal running and not too close to the natural frequency of the ship’s seating. Also the maximum Bacharach number attained shall be given. I24. and effect on machinery space temperature during normal operation. Vibration a Details of vibration survey results obtained at the ISO full power conditions are required. running and stopping. Mock–ups and Photographs a All relevant information. in the form of sound pressure level (AdB) over a range of octave band mid-frequencies Hz when running the GT at full power.DEF STAN 02–309/ ISSUE 2 (NES 309) I19. b State the full power heat rejection rate. safeguards and emergency operations. Pollution a A statement shall be provided that the exhaust is clear throughout the power range. Models. Enclosure Ventilation a Required airflow and allowable pressure loss in the enclosure ventilation inlet ducting shall be statedby the GT manufacturer. together with the power at which the highest Bacharach number was recorded.

Computer Based Maintenance (CBM) techniques may still be employed where appropriate. INTEGRATED LOGISTIC SUPPORT J1. operate and maintain the equipment shall also be identified. Human Factors Integration a Human Factors Integration (HFI) is an initiative that aims to examine the balance of manpower and personnel across both operational and support areas with the overall 72 . Part 20. The requirements for planned maintenance will be determined through the use of Reliability Centred Maintenance (RCM) as detailed in DEF STAN 02–45. Predicted failure rates should be defined by Maintenance Free Operating Period (MFOP) using Mean Time Between Failures (MTBF) as an alternative. Any requirement for Support and Test Equipment (S&TE) shall be determined and reported in the LSAR. Supply Support a J5. The analysis technique to identify potential design weaknesses shall be Failure Modes Effects and Criticality Analysis (FMECA). Maintenance planning shall be an output of the Logistics Support Analysis (LSA) and is to be recorded in the LSA Record (LSAR). including Initial Provisioning. Availability Reliability and Maintainability a J2. The failure pattern of all GT components shall be described with sufficient confirmation by analysis or spin tests to validate. The Availability. The procedures for Supply Support are given in DEF STAN 00-60. Containment within the engine of any reasonably possible failure must be validated by whatever means relevant. together with the justification of their need. Any Commercial Off the Shelf (COTS) equipment employed in the design will be required to meet the AR&M requirements in DEF STAN 00-40 Part 8. Re-Provisioning. the GT/GTA manufacturer’s) AR&M responsibilities are given in DEF STAN 00-60 Part 0. documented consideration of the following: Maintenance Planning a J4. Procurement Planning. Invoicing and Repair and Overhaul. specification and cost. This methodology includes systematic.DEF STAN 02–309/ ISSUE 2 (NES 309) ANNEX J. (3) The effect of each failure (which may be different for each mission phase). (1) All likely ways in which components or equipment can fail. Failure Modes Effects and Critical Analysis a b J3. (2) Causes of each mode. The Contractor’s (in this case. Supply Support covers spares provisioning. if relevant. The facilities required to integrate. Order Administration. Reliability and Maintainability (ARM) requirements will be proscribed in the SRD and shall be in accordance with DEF STAN 00-40 Part 1. (4) The criticality of each failure both for safety and for mission success.

shall be considered during LSA. full account is taken of the capabilities and limitations of the military and civilian personnel required to operate and maintain the equipment and facility in service. The ILS Plan shall define how the requirements for training are defined and the Use Study shall outline the current skill levels and qualifications of Service support personnel. 73 . DEF STAN 00-25 provides guidance on the application of HF requirements to MOD equipment with DEF STAN 00-25 Part 11 detailing Design for Maintainability. In particular. The range of Electronic Documentation shall be prepared and delivered in accordance with SRD. including the LSAR (for maintenance task descriptions and parts data) and also from the design activity itself (for technical drawings and other information). Technical Documentation a J8. Trained and qualified operators and maintainers shall be required to support the equipment.DEF STAN 02–309/ ISSUE 2 (NES 309) objective of ensuring that. the number and skills of military and civilian personnel required for the life of the project shall be identified. In a wider sense. during equipment definition and procurement. b The Manpower and HF implications of the equipment support shall be determined and shall meet any over riding requirements of the technical specification. Training and Training Equipment a J7. Configuration Management a Configuration Management (CM) is a support function to Project Management throughout the life cycle of a project. J6. DEF STAN 05-57 details the MOD requirements for CM and DEF STAN 02–41 defines CM within the context of Ship Fit Definition (SFD). c The safe and efficient operation and maintenance of equipment shall be a fundamental requirement of considering HF. It provides the means for formal control of the technical aspects of a project and anchors the operational and technical requirements in documentation that is standard for both MOD(PE) and contractors. the recognition of all HF issues. in so far as they relate to operation and support of the equipment. Information to support MOD equipment comes from a variety of sources. LSA shall be used to determine the training needs of the support staff. The procedures for Electronic Documentation are given in DEF STAN 00-60. Parts 10 and 11.

10 C Clean Ship. 18 Component Issues. 20 Enclosure. 37. 17 Surge Margine Control. 23 Background. 40 Variable Area Nozzle. 41 Information required from Gas Turbine Manufacturer. 31 Exhaust/Uptake Volute. 39 Enclosures. 15 Instrumentation. 34 Free Power Turbine.DEF STAN 02–309/ ISSUE 2 (NES 309) ALPHABETICAL INDEX (NOTE: Page numbers are given) Environmental Conditions/Considerations. 60 Information from Manufacturer. 11 D Installation Requirements. 23 A Air Intake Assembly. 31. 11 Control Systems. 29 Ventilation. 29. 40 Intercoolers. 19 Auxiliary System Interfaces. 39. 39 G Gas Turbine. 15 74 . 62 Combustion and Ignition. 40 Free Power Turbines. 15 Gas Turbine installation/Removal. 28 Engine Fuel Control. 39 Recuperators. 31 General Requirements. 18 Gas Turbine Alternator Performance. 72 Intercooler. 64 Blow off Valve. 18. 62 Installation. 8 I Instalation Rigs. 32 NBCD Precautions. 9 Conditional Assessment. 61 Design Requirements. 66 H Human Factors. 32 Emissions. 8. 17. 11. 29 F B Fire Prevention. 20 Start System. 39 Oil Coolers. 31 Material Specification. 30 Drains. 28 Integrated Logistic Support. 24 Lubricating Oil System. 23. 40 Gas Turbine Performance. 15. 19 E L Electrical Supplies. 41 Engine Fuel Control Systems. 40 Bleed Air Systems. 37 Base Frame. 30 Compressor Cleaning System.

41 Removal Routes. 36 Units.DEF STAN 02–309/ ISSUE 2 (NES 309) Support Issues. 35 Maintenance Checks. 35 Painting/Preservation. 64 Planned Life. 66 Technical Issues. 12 R Testing and Trials. 36. 37. 14 S V Safety. 20 Relevant Standards. 33 Gas Turbine Trips. 56 Testing. 38. 13. 8 O Output Shaft. 66 Plant Control. 37 P Painting/Preservation. 35 Installation. 36 Modularity. Blast Mounting Requirements. 32. 39 Water Washing Gas Turbines. 55 Special Service Air. 38 Drains. 16 75 . 13. 39 Engine Health Monitoring. 19 W Shock. 41 Spares Requirements. 39 Anti–icing Systems. 32 Variable Area Nozzle. 18 Windmilling. 26 Platform Management System. 8 Test and Trials. 35 Recuperator. 38 Post installation Risk Reduction . 8. 38 Gas Turbine Start Systems. 41 Drawings. 36 M Man Machine Interface. 22 T Overhaul Life. 33 General Requirements.

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It is important that users of Defence Standards should ascertain that they are in possession of the latest issue or amendment.© Crown Copyright 2002 Copying Only as Agreed with DStan Defence Standards are Published by and Obtainable from: Defence Procurement Agency An Executive Agency of The Ministry of Defence UK Defence Standardization Kentigern House 65 Brown Street GLASGOW G2 8EX DStan Helpdesk Tel 0141 224 2531/2 Fax 0141 224 2503 Internet e-mail enquiries@dstan.mod. Information on all Defence Standards is contained in Def Stan 00-00 Standards for Defence Part 3 .uk File Reference The DStan file reference relating to work on this standard is D/DStan/69/02/309. Index of Standards for Defence Procurement Section 4 ‘Index of Defence Standards and Defence Specifications’ published annually and supplemented regularly by Standards in Defence News (SID News). Any person who. Revision of Defence Standards Defence Standards are revised as necessary by up issue or amendment. Compliance with a Defence Standard does not in itself confer immunity from legal obligations. . Contract Requirements When Defence Standards are incorporated into contracts users are responsible for their correct application and for complying with contractual and statutory requirements. when making use of a Defence Standard encounters an inaccuracy or ambiguity is requested to notify the Directorate of Standardization (DStan) without delay in order that the matter may be investigated and appropriate action taken.