Gas Turbine

Thermodynamics Principle:
Air enters the compressor at point 1 at ambient condition. Since these vary from
day to day and from location to location, it is convenient to consider some standard
condition. The standard condition, the industry uses are Iso conditions of 59 oF , 14.7 psig
and 60 % relative humidity.
The air is compressed to some higher pressure in the compressor. No heat is
added, however the temperature of air rises because of the compression so that by a
pound of air reaches the end of axial flow compressor, and both its temperature and
pressure have been increased.
Upon leaving the compressor, the air enters the combustion system at point 2
where fuel injected and combustion take place. The combustion occurs at essentially
constant pressure. Although very high local temperature are reached within the primary
combustion zone (approaching stoichiometric conditions), the combustion system is
designed to provide mixing, dilution and cooling. Thus by the time the combustion
mixture leaves the combustion system and enters the high pressure turbine at point 3, it is
at some mixed average temperature.
In the turbine sections of the gas turbine, the energy of the hot gases is at constant
work. This conversion actually takes place in two steps. In the nozzle section of the
turbine, the hot gases are expanded and thus a portion of the thermal energy is converted
into a kinetic energy. In the subsequent bucket section of the turbine, a portion of the
kinetic energy is transferred to the rotating buckets and is converted to work.
All the work developed by the high pressure turbine is used to drive the
compressor; however the gases leaving the high pressure turbine at point 4 still contain a
significant amount of energy which is available for useful work. This conversion of
course takes place in the low pressure or power turbine.
As shown in the figure, the low pressure turbine rotor is completely mechanically
separated from the high pressure turbine and compressor rotor. It is this special feature
that allows the low pressure turbine to be operated over a wide range of speed, and hence
makes two shafts gas turbine ideally suited to variable speed application. All the work
developed by the low pressure turbine is available to drive the load equipment since as
previously stated work developed by the high pressure turbine supplies all the necessary
energy to drive the compressor.
In a single shaft configuration, typically used for generator drives, the
turbine is in continuous shaft; therefore all stages operate at the same speed. The single
shaft MS5001 employs a two stage turbine, whereas MS6000, MS7000 and MS 9000
utilize three stage turbine designs.
Fig. 2 Simple Cycle, Single Shaft Gas Turbine

Typical Pressure and Temperature Values

Heavy Duty Gas Turbine Air Craft Derivative Gas
Turbine
Compressor Inlet Pt. 1 59 14.7 59 14.7
Compressor Discharge Pt. 2 540 120 800 265
Pressure Ratio 18.2 to 1 18 to 1
Turbine Inlet Pt. 3 1700 120 2140 260
Turbine Exhaust Pt. 4 925 14.7 930 14.7

REGENERATIVE CYCLE:
One way to improve the efficiency of a simple-cycle gas turbine is to recover
some of the exhaust heat being discharged up the stack and use it to preheat the air
leaving the compressor before it enters the combustion chambers. This can be done by
adding a regenerator to the cycle.
The regenerator is simply a heat exchanger which permits the transfer of heat
from the exhaust gas to the compressor discharge air and thereby reduces the amount of
fuel consumed.
It is normally an extended surface counter flow one pass heat exchanger. The
location in the cycle is shown in the figure.
A design objective of a regenerator is to bring the temperature of the compressor
discharge air after it passes through the regenerator as close to the temperature of the
exhaust gas as possible.

The measurement of how closely to achieve this goal is a parameter called the
“EFFECTIVENESS” of the regenerator. Regenerator effectiveness maybe defined as:

Regenerator Effectiveness (%) = TCD2 - TCD1 / TEX1 - TCD1

Where the variables; TCD2, TCD1, TEX1 and TCD1 are shown in the figure.

Fig. 3 Regenerative – Cycle 2 – shaft Gas Turbine

 A typical effectiveness value for a regenerator would be 80 %. Using this value
together with the typical heavy duty cycle values of the Table in the expression for
effectiveness yields all air discharge temperature (T CD2) of approximately 850 OF. Thus
far the same firing temperature sufficient heat would have to be added in the combustion
chamber to heat the air from 540 to 1700 in a regenerative cycle configuration. This
preheating of the combustion air reduces the fuel consumption of single cycle gas turbine
by some 20 to 30 percent depending on particular cycle parameter.

Gas Turbine Maintenance

Operation of the combustion gas turbine as of any rotating power equipment must
include a planned program or periodic inspection with accompanying repair and
replacement of parts as necessary to ensure the maximum availability and reliability of
the unit.

Types of Inspection

The types of inspection maybe broadly classified of unit “Running “and unit
“Shutdown” inspection. The running inspection is performed during start up and while
the unit is operating. This inspection includes the general condition of the gas turbine unit
and its associated equipment. The shutdown inspection is performed while the unit is
stand still. The shutdown inspection includes “Combustion Hot Gas Path” and major
inspection. These later inspection requires disassembly of the turbine in varying degrees.
Turbine starting reliability can be aided by conducting a standby inspection while
unit is shutdown. Routine servicing of battery system changing of filters, checking oil
and water level cleaning relays, checking device setting and calibration, lubrication and
other preventive maintenance can be performed in off peak hours what interrupting the
availability of the turbine.
Periodic test are also essential part of a good maintenance program. Ti is highly
recommended that the unit be operated at load for at least one hour bimonthly and data
recorded. This operation should dry out the moisture which may accumulate inside the
ducting and other components due to the variation in atmospheric temperature and
humidity.
If the unit is to be down for long period of time place the turning gear back and
circulate lubricant to recoat journals to prevent rusting.
Special inspection such as BORESCOPE or an eddy current probe can be used to
further plan periodic maintenance without interrupting availability. It is also suggested
that inspection be performed wherever there are personnel at the unit.

A.) COMBUSTION INSPECTION:

A short “shutdown” inspection is required to change out fuel nozzles and to check
the combustion lines, transition pieces and cross fire tubes. These parts requires the most
frequent attention since continued operation with a deteriorated combustion system can
result in much shortened life of the downstream parts, such as turbine nozzles and
buckets. It is also inherent in the gas turbine design that these parts are the first to require
repair or replacement.

Parts To Be Inspected:

ML No. ML Name: ML No. ML Name

0702 Combustion Transition Piece 10 nos. 1214 Spark plug assembly
0703 Combustion Linear Assembly 10 nos. 1305 Turbine Rotor Assembly
0701 Combustion Chamber Arrangement 1401 1stStage Nozzle Arrangement
0712 Combustion Wrapper assembly 1403 1stStage Nozzle Support Ring
0805 Compressor Discharge Case Assy. 1502 No. 2 Bearing Assy.

A visual inspection of the leading edge of the 1st stage turbine nozzle partitions
and buckets should be made during combustion inspection to note any wear or
deterioration of these part. This inspection will help to establish the schedule for the Hot
Gas Path inspection.
The combustion liners, transition pieces, crossfire tubes and fuel nozzles should
be removed and replaced with the new or rapid liners, transition pieces, crossfire tubes
and new or cleaned fuel nozzle.
Offsite cleaning, inspection and repair of liners and transition pieces are
suggested. These activities can be best performed where specialized equipment and
fixtures are available. The removed fuel nozzles can be cleaned on site.

B.) HOT GAS PATH INSPECTION

The hot gas path inspection includes the combustion inspection and a detailed
inspection of the turbine nozzles and turbine buckets. To perform this, the top half
of the turbine case and the stage nozzle must be removed. The second stage
nozzle, the third stage nozzle (MS7001) and the turbine buckets will be inspected
visually while still in place in the unit. A complete set of turbine clean should also
be taken during any inspection of the hot gas path.
As with the combustion inspection, it is suggested that replacement of
combustion liner fuel nozzles and transition pieces be available for installation at
the conclusion during visual inspection.

PARTS TO BE INSPECTED:

ML No. ML Name
0705 Turbine case arrangement
1402 Second stage
1409 3rd stage nozzle arrangement and all inspection point included on
combustion inspection.
C. MAJOR INSPECTION:
The major inspection involves inspection of all of the major flange to flange
components of the gas turbine which are subject to wear during normal turbine operation.
This inspection includes elements of the combustion and hot gas path inspection. In
addition, casing are inspected for cracks and erosion, motor and stator blades are checked
for tip clearance, rubs, bowing, cracking and warpage. Shrouds are checked for clearance,
erosion, rubbing, and build up. Seals and hook fits, nozzles and diaphragms are inspected
for rubs, erosion or thermal deterioration. The compressor and inlet are inspected for
fouling, erosion, corrosion and leakage. Bearings and seals are inspected for clearance
and wear. All clearances are checked against their original.

PERFORMANCE EVALUATION

THE PERFORMANCE CURVE:

Gas turbine performance is affected by ambient temperature and pressure. In the
past the gas turbine was rated at 80 oF and 1,000 feet altitude (14.7 psig) in conformance
with the NEMA conditions. Today it is rated at 59 oF and at sea altitude in conformance
with the ISO conditions.
Typical ISO-rated gas turbine performance curves are illustrated in fig. The
performance curves are given in percent of design output and heat rate. The design
references used for the curves are for natural gas and distillate fuel.

FACTORS AFFECTING TURBINE PERFORMANCE:

One of the basic characteristics of a gas turbine is that the load capability is
appreciably affected by changes in ambient conditions at compressor inlet and turbine
exhaust.
These site conditions influence gas turbine mass flow and also thermodynamic
variables such as pressure ratio, compressor efficiency and turbine efficiency and as a
result, affect the gas turbine performance. The factors to be considered are inlet pressure,
exhaust pressure, altitude and compressor inlet temperature.

1.0 ALTITUDE;

As altitude increases, the barometric pressure decreases with a consequent

reduction in air density. At high altitude (or low barometric pressure) the mass flow of air
through the gas turbine decreases resulting in a reduction of power output. This reduction
is directly proportional to the reduction in the barometric pressure. Sine the altitude is
fixed for any given application, atmospheric pressure is also fixed, except for minor
variations cause by changes in barometric pressure.
The correction factor is unity at 14.7 psia corresponding to 0 foot elevation, the
standard condition established by the international Standard Organization.

2.0 INLET PRESSURE:

Restriction in the inlet air path (eg filters, silencer and duct work) cause a drop in
the total pressure at the compressor inlet flange. This pressure drop reduces gas turbine
power output in two ways;
First, it reduces the mass flow of working fluid (air) and second, the compressor
discharge pressure is decreased, resulting in a lower turbine pressure ratio and therefore,
low turbine output. Further, lower turbine pressure ratio cause s reduction in thermal
efficiency of the cycle resulting in higher heat rate.

Notes:
1. Plant performance is net at the generator terminals and includes allowances
for auxiliaries and 2” H2O inlet and H2O exhaust pressure drops.
2. Additional pressure drop efficiency

% effect on:
Output Heat Rate
4” H2O inlet -1.7 +0.7
4” H2O exhaust -0.7 +0.7
3. For each additional 4” H2O pressure drop, increase exhaust temperature by 20F

3. EXHAUST PRESSURE

Restriction in the exhaust system (e.g. heat recovery equipment silencer and duct
work) imposes a back pressure on the turbine exhaust flange. The difference between this
back pressure and the barometric pressure is commonly referred to as exhaust pressure
drop. It reduces the gas turbine power output and thermal efficiency by decreasing the
turbine pressure ratio.
It should be noted that the pressure drops on a particular application are fixed and
essentially uncontrollable once the inlet and exhaust system are determined.

4. COMPRESSOR INLET TEMPERATURE

Air temperature entering affects the compressor has an important effect on the
output capability of the turbine. Further more it is a parameter which varies considerably
in most application.
Since air temperature affects the density of air entering a gas turbine, it has a
direct effect on the power output. Also the work of compression is a function of inlet air
temperature. The net effect of increasing compressor inlet – air temperature is to decrease
power output approximately ½ % for each degree OF increase in air temperature.

MAJOR CAUSES OF COMPRESSOR TROUBLE:

1. Ingestion of lube oil vapor: this generally comes from the tube tank venting system,
no matter for distant from the air inlet house the vent maybe. The vapor tends to
condense on the early compressor stages. Airborne dust then sticks to the oil and a
build up results which changes the airfoil suctions and lowers both compressor flow
 and efficiency. The most effective way to get rid of the tank vapor is to mix it in the
turbine exhaust gas flow.
2. Ingestion of lube oil: an oil leak of or near the number one bearing can allow oil to
seep in the compressor and cause blade fouling. A failure of the bearing seal air
system will result in the same problem. There have been occasion where lube oil
instead viscose was used I the air inlet filtration system.
3. Carry over from evaporator air coolers: ineffective separators downstream of cooler
can allow water to be carried into the compressor. As the water evaporates on the
blades, dissolved paints are left behind. These form solid build ups on the air foil and
lower the compressor performance.
4. Ingestion of dust and sand: sand particles of dust and sand are bound to come through
the filter system. They generally do no harm, provided they are small in both size and
quantity. It is when they stick to the bleeding that efficiency suffers. Excess quantities
of sand of course cause blade erosion loss of pumping ability.
Frequently a heavy rain combined with a high wind will deposit mud on the inlet
filters and screens and maybe carried into the bleeding. Washing the screens and
filters at stand still is the best way to get rid of these deposits.

OPERATING LIMITS:
The over speed trip is stated in the control specifications. The normal setting is 110
percent of nameplate speed + &- 50 rpm. During trip test the speed should never exceed
100 rpm above the normal setting.

PRESSURE GAUGE READING:

Pressure gauge should bead to +&- 10 percent or +&- 5 psig which ever is greater of
the called for setting or normal running value.

FILTER DIFFERENTIAL SETTING:

Filter differential pressure should not to exceed 15 psig except for the pump seal
filter. Filters should be changed when the differential exceeds 15 psig. The water seal
filter should be changed when the pressure to the seal is less than 48 psig.

EXHAUST TEMPERATURE SPREAD:

The normal temperature spread should not exceed the speed recommended in the
control specifications. If differential reaches 100 oF corrective action must be taken.
Single thermocouple can be rejected when defective.

WHEEL SPACE TEMPERATURE:

Three kinds of measurement must be evaluated to properly assess wheel space
temperatures:
 Temperature differential across wheel.
 Temperature differential between two thermocouples in the same wheel space
 Absolute values for these parameters are given in the service manual for the
particular gas turbine.
 In general, wheel space temperature tend to remain stable not abnormal reading are
caused by faulty or improperly installed thermocouples.

LUBE OIL TEMPERATURE

Lube oil bearing heater temperature is normally held at 120 to 135 oF. On
some area with closed air to water cooling systems, it is normal for the bearing header
temperature to increase with ambient temperature at the rate of approximately 1 oF for
each degree increase in ambient. The temperature control valve used to with this system
requires a change of header temperature of 15 oF to drive the valve from fully closed to
fully opened.
The lube oil header temperature will alarm at 165 oF and will trip at the un
it at 175 oF.
OIL TEMPERATURE RISE ACROSS BEARING:
The normal temperature rise across bearing is 30 oF. The maximum
allowable temperature rise of the bearing drain is 60 oF. On the turbines having internal
middle bearings such as MS 3000, it is normal for the drain temperature to run hot. This
is not the true bearing drain temperature since hot scaling air is returned with the drain oil
and rises the apparent temperature.

VIBRATION : TURBINE
Corrective action should be taken when the turbine vibration reaches ½
per second (2 mils on MS 5000, ½ mils on the MS 3000 or 2 1/2mils on the MS7000 as
indicated.
Trip occurs at 1 inch per second (4 mils on the MS 5000, 3 mils on MS
3000 or 5 mils on the MS 7000.

REGULATION
The normal regulation for generator drives is four percent. The control
system is capable of setting regulation between two and six percent. Control stability
increases with increase regulation.
It is normal of the full speed .With the unit loaded it is normal to have load
changes up to 500 kw. Load changes are also greatly affected by changes in frequency of
the electrical grid. A 15000 unit with four percent regulation at 60 hertz will experience a
load change of 625 for a system frequency change of 0.1 hertz.

SUGGESTED FREQUENCY INTERVALS

Continuous Duty (1 start per 1000 fired hours)
Type of Inspection Type of Inspection Intervals (Hrs)
Fuel
MS 5001 MS 7001 MS 9001
Combustion Gas 8-10000 10-12000 10-12000
Inspection Distillate 6-8000 3-8000 3-8000
Heavy 1500 1500 1500
Hot Gas Path Gas 16-20000 20-24000 20-24000
Inspection Distillate 12-16000 16-24000 16-24000
Heavy 6000 10-14000 10-14000
Major Inspection Gas 32-40000 40-48000 40-48000
Distillate 24-32000 32-48000 32-48000
Heavy 18-2250 20-28000

OPERATING FACTORS AFFECTING PARTS LIFE

 Type of fuel
 Starting frequency
 Load Cycle
 Environment
 Maintenance Practices

TYPICAL COMBUSTION INSPECTION REQUIREMENTS

 Chambers, transition places and cross fire tubes should be inspected and
identified.
 Inspect each cross fire tub, combustion liner and retainer; record findings.
 Inspect the radiation shield welds for cracking.
 Either a visual or BOROSCOPE inspection of the leading edge of the first stage
turbine nozzle partitions and first stage turbine buckets should be made during the
combustion inspection to mark the progress of wear and deterioration of these.
The inspection will help to establish the schedule for hot gas path inspection.
Major inspection should be scheduled every 30,000 hours or more depending
upon the load, duty and operating requirements.

MAJOR INSPECTION REQUIREMENTS

 All requirements for combustion and hot path inspection.
 Removal of buckets and non-destructive check of buckets and wheel dovetails.
 Inspection of bearing liners, seals and journal.
 Liquid penetrant check of certain axial flow compressor items that is inlet guide
vanes on fixed vane turbines.

PLANNED MAINTENANCE
What To Do How To Do It
Operational inspection Acknowledge and investigate
combustion system, related
annunciators. Observe and report
unusual smoke during light off;
white or black record fuel pressure
at fuel nozzles.
Stand by Inspection Observe and fix leaks in fuel liners,
Diagnosis Or Benefit
Could be an indicator of
impending trouble delayed
light off or failure to
crossfire. Excessive fuel
control setting or failed
container. Defective fuel
nozzle, failure liner, fail
transition piece; bad
thermocouple. Plugged fuel
nozzle and defective closed.
Preventive measure or
 atomizing air lines. guides for future inspection.
Bororescope combustion parts or
removes fuel and perform visual
inspection.
Disassembly  Preplan outage: Owner, Reduce outage time.
Inspection (Planned contractor, manufacturer, service
periodic Event) representative meeting. Tools
and spare on hand maintain file
on unit needs.
 Manpower availability
Disassemble and properly
identify location of all parts.
 Protect vulnerable features
including capping fuel lines.
 Record unusual condition.
 Examine first stage nozzles and
buckets.
 Reinstall new or reconditioned
parts.
 Inspect parts with bright light
Identify failures or defects
and 10 power glass or liquid
requiring repair.
penetrant look for crack, erosion,
corrosion, distortion and wear.
 Record inspection results. Use
manufacturer recommended
format.

START UP CHECK  Compare start up parameters to Deviation from normal

new and clean machine.
 Check smoke exhaust
temperature fuel pressure leaks.
 Compare light off fuel flow and
load fu to normal.
Do’s and Don’ts  If not fitted, don’t force it.
 Don’t make changes on parts,
consult manufacturer.
 Use manufacturer recommended
repair procedures.
 Use store of the art
improvements as they are
available from the manufacturer.
could be an indicator of
impending trouble.
Proper parts last longer on
slots and holes are critical to
the design.
Manufacturer s are continue
making design
improvement.

COMBUSTION SYSTEM COMPONENTS

Typical Combustion System
The over all function of the gas turbine combustion system is to supply
heat energy to the gas turbine cycle. This is accomplished by burning fuel in the air
downstream of the compressor and diluting the combustion products with excess air to
achieve the desired gas temperature at the inlet of the 1st stage turbine nozzle.

COMPONENTS:
1. Cap and liner assembly
2. Fuel nozzle
3. Ignitor (Spark plug)
4. Transition piece
5. Crossfire tubes

 Cap and Liner Assembly - the device in which the fuel from fuel nozzle is (louver &
slot-cooled liner) with the air from the gas turbine compressor and is prior
to being delivered to the turbine.
 Nozzles – its designs depends on the fuel burns which can be gas, naptha, light /heavy
distillate, crude or residuals oils. (Gas nozzles, mechanical, atomizing
nozzle, air atomizer nozzle. Fuel nozzles should be inspected after the first
500 hours on new and at 1500 fired hours intervals thereafter unless
experience dictates shorter or longer intervals.
 Cross Fire Tubes – after one of the spark plug combustor is ignited, it is now to
propagate the flame to the other chambers on a multiple combustor
machine. This is accomplished by using such tube located in the primary
or reactive zone to interconnect the combustion chamber.
 Ignitor – used to ignite the fuel air mixture on start up of the gas turbine. This is
accompanied by using two (for reliability) 15,000 volts spring injected
pressure retracted spark plugs. The purpose of the spring is to insert the
spark plug into the combustion chamber. After ignition occurs and the
turbine accelerates, the combustion chamber pressure increases. This
increase in pressure acts against the spark plug piston causing the spark
plug to retract from the combustion chamber.
 Transition Piece – this channels the hot gas flow from the combustor to the turbine
nozzles. This should be inspected for cracking and occur at points of
contact. With usually occurs between the transition piece and the
combustion liner sleeve and also the first –stage nozzle fit.

ROUTINE CHECKS OF COMBUSTION SYSTEM AND PROBABLE CAUSES OF

MALFUNCTION
1. Changes in fuel pressure can indicate that fuel nozzle passages
are plugged or that fuel metering elements are damaged.
2. Failure of the machine to light maybe caused by lack of fuel at
nozzles, poor atomizing or no ignition.
3. The inability to crossfire from one chamber to the next on start
up is an indication that the cross tube maybe damaged or out of position.
4. If the machine has gas fuel nozzles, a check of exhaust
temperature spread should be made every 100 hours.
5. For mechanical atomizing nozzles, routine checks of the fuel
nozzles pressure, exhaust temperature spread or excessive smoke in turbine exhaust
can be made while the unit is operating.
6. With air atomizing nozzles, check atomizing air pressure ratios at
the nozzles, exhaust fuel nozzle pressure, exhaust temperature spread or excessive
smoke in the turbine smoke.
7. An increase in the circumferential spread of turbine exhaust
temperature may indicate combustion deterioration or fuel distribution problems.
Extended outages maybe avoided by the early recognition and correction of an
increasing exhaust temperature spread.
8. A high pressure reading may indicate plugged nozzles, whereas a
low pressure could mean worn passages or a leakage in the nozzles.
9. Excessive smoke may indicate fouled nozzles, poor oil, low or
high fuel pressure. If atomization is used, excess smoke maybe caused by a low
atomizing air pressure.
10. Ignition faults may not be caused by a combustor problem but
rather maybe a symptom of malfunction in the accessory or control system.

FUEL SYSTEM LIGHT OFF ANALYSIS

Turbine Accessory or Control

Fuel flow Normal Low Low High Very High
Bypass valve Normal 95% Closed 80 % Closed 80 % Closed 95 % Closed
stroke
Failure of light  Failed  Failed check  Control
spark plug valve calibration
 Failed restricting  Control
flame detection fuel flow component
 Distorted  Failed flow problem
fuel nozzle spray divider  Defective
pattern  Defective hydraulic cycle
 Insufficie relief valve  Stocked up
nt atomizing air  Defective or servo valve
worn out
fuel pump
White White White Black
Smoky light off  Defective  Failed check  Control  Loss of flow
crossfire tube valve calibration divider feed
 Distorted restricting  Control back
fuel nozzle spray fuel flow component  Stuck servo
pattern  Failed flow problem valve
 Insufficie divider  Defective  Control
nt atomizing air  Defective hydraulic cycle component
 Damaged relief valve problem
combustion liner  Defective or  Damaged
and or transition worn out combustion
piece fuel pump liner and or
 Obstruction transition
in fuel pipe piece
Hot Light off  Severe  Fuel pump too
bucket and fast is wrong
 nozzle damaged going
 Inspect fuel nozzles for plugging caps, erosion of cap holes, safety wiring caps, record
finings.
 Inspect the sparks plug assembly for freedom from binding, check condition of
electrodes and insulators. Ensures that the spark plug shell is tack welded to the
piston rod.
 After the inspection is completed and the unit is returned to service, the removed liners
can be inspected and required if necessary by either competent onsite personnel or
a qualified offsite service facility. The removed fuel nozzle can be cleaned onsite.