Towards an Automated System for Industrial Gas
Turbine Acceptance Testing
Gbanaibolou Jombo, Yu Zhang, Jonathan David
Griffiths
School of Engineering
University of Lincoln
Lincoln, UK
gjombo@lincoln.ac.uk
Abstract—To prove to a customer that a new or overhauled
gas turbine satisfies its contractual performance, mechanical and
emissions target, an acceptance test is normally performed by the
manufacturer. Such acceptance tests typically involve running
the turbine through its operational envelope based on a pre-
defined test schedule, with information regarding the
thermodynamic and mechanical performance as well as exhaust
emission levels gathered. Decisions relating to acceptance and
subsequent certification are made on the basis of agreed criteria.
At present, these tests proceed in a time-consuming, sequential
manner which relies heavily on manual intervention. Proposed is
an automated system for acceptance testing which will directly
address the aforementioned issues through improvements in
efficiency and throughput. The proposed system will provide a
data archive and access system which will automate data
acquisition, facilitate real-time fault diagnostics and create and
manage all test documentation. In this paper, an overview of the
requirements for acceptance testing is presented and the
principal components of an automated system for industrial gas
turbine acceptance testing are identified.
Keywords— test automation, automated diagnostics, test
procedure, works acceptance test
I. INTRODUCTION
A gas turbine is a mechanical device that converts the
thermal energy of a fuel into shaft power or thrust [1]. The gas
turbine operates basically by drawing in air from the
atmosphere into the compressor; where the pressure of the air
is increased and fed into a combustor; in the combustor, heat
energy is added by combusting a gaseous or liquid fuel in the
compressed air, the resulting combustion products are then
allowed to expand through a turbine producing mechanical
power or with further expansion through a nozzle, producing
thrust. The gas turbine finds application as a mechanical drive
for pumps and compressors, also used for power generation,
combined heat and power, marine and aerospace propulsion
[2].
In the gas turbine industry, it is standard practice for new or
overhauled gas turbines to undergo an acceptance test. The
purpose of an acceptance test is to verify that the power output,
heat rate or thermal efficiency, exhaust gas energy, emissions
and other performance characteristics of the gas turbine are
Tony Latimer
Remote Diagnostics Centre (RDC)
Siemens Industrial Turbomachinery Ltd.
Lincoln, UK
within the acceptance limit agreed with the customer and
comply with international guidelines and regulations [3].
There are two parts to any gas turbine acceptance test; the
first part which is always performed is the works acceptance
test (WAT) and the second part which may or may not be
performed based on the customer request is the customer
witness test (CWT).
The works acceptance test also referred to as factory
acceptance test involves a detailed test regime running the gas
turbine over its entire operating range and checking for
thermodynamic, mechanical and emissions acceptability.
On the other hand, a customer witness test is much shorter
than the works acceptance test aimed at demonstrating the gas
turbine full load performance and mechanical acceptability.
Also, some part load performance is demonstrated to show
emissions acceptability.
II. ACCEPTANCE TEST PROCEDURE
To perform a gas turbine acceptance test, first an equipment
specific test procedure is created by the test conducting party
detailing the test schedule, test instrumentation and measuring
methods, the test acceptance criteria and test data analysis
approach [3]. The development of the test procedure is based
on guidelines from international standards for gas turbine
acceptance testing e.g. ISO 2314 [3], ASME PTC 22 [4] and
API 616 [5], contractual agreement with the customer and the
gas turbine manufacturer equipment experience.
The following themes constitute the basic building blocks
of a typical test procedure.
A. Measurements and Instrumentations
Test instrumentations installed on the gas turbine and test
bed provide the means by which the actual operating
conditions of the gas turbine during a test are measured. The
following parameters such as temperature and pressure at
various stations along the gas turbine, air mass flow, fuel flow,
fuel properties, power output, vibration, etc. are normally
measured during a test.
Fig. 1 illustrates a typical test instrumentation arrangement
used for the acceptance testing of a twin-shaft gas turbine with
a power turbine.

Fig. 1. A typical instrumentation arrangement for testing a twin-shaft gas
turbine with power turbine
1) Temperature Measurement
In the measurement of temperature during gas turbine
acceptance testing, resistance temperature detectors (RTDs)
and thermocouples are the preferred options [3].
Resistance temperature detectors measure temperature
based on the change in the resistance of the temperature
sensing element e.g. platinum. They are suitable for
temperatures up to 1000K and give an accuracy of 0.1K [6].
Despite their high accuracy, due to their delicate nature they
are scarcely used within the engine but find application in
measuring the compressor inlet temperature [6].
Thermocouples on the other hand are used within the
engine and at the hot ends; they consist of two dissimilar
metals connected at a junction as the temperature sensing
element and the loose ends maintained at a reference
temperature. When the junctions of the dissimilar metals are
kept at different temperatures, a voltage is generated which is a
function of the temperature difference between the junction and
the reference temperature end. Thermocouples of the Type K
(Chromel-Alumel) and Type N (Nicrosil-Nisil) are mostly used
in gas turbine acceptance testing, although Type N is the most
preferred [6].
The following minimum temperature measurements are
required: ambient temperature, compressor inlet and exit
temperatures, turbine inter-stage and exit temperatures, exhaust
stack temperature, fuel gas temperature, etc.
At the compressor inlet, ISO 2314 [3] recommends a
minimum of two temperature sensors to characterize the
average inlet temperature. Although in literature a minimum of
three is also suggested [6]. In practice, the number would
depend on the temperature non-uniformity at the compressor
inlet.
At the exhaust stack, the temperature and velocity profile is
non-uniform, a number of temperature sensors are required to
accurately characterize the average turbine outlet or exhaust
temperature. In literature a minimum of eight temperature
sensors are recommended [6], while ISO 2314 [3] suggests a
minimum of four temperature sensors. In practice, gas turbine
manufacturers would adopt more sensors based on either
development test data or CFD analysis.
Although the turbine inlet temperature (TIT) is an
important performance operating parameter in the gas turbine,
due to the operational and technical difficulties in measuring
such high temperatures, they are not normally measured
directly during a test, but are determined indirectly applying
the energy balance method.
2) Pressure Measurement
Pressure measurements are important for the determination
of overall engine and component performance and also to
determine mass flow in venturi-flow devices.
Although there are several types of pressure transducers,
the most commonly used in gas turbine acceptance testing are
piezo-resistive pressure transducer, capacitive pressure
transducer, inductive pressure transducer and piezo-electric
pressure transducer [3], [6].
Based on the gas turbine configuration, the following
minimum pressure measurements are required: ambient
pressure, compressor inlet and exit pressure, turbine outlet
pressure, exhaust pressure and fuel gas pressure.
3) Inlet Air Mass Flow Measurement
Inlet air massflow measurements are vital in determining
the performance of the gas turbine. Massflow measurements
can be made with a venturi nozzle designed according to ISO
5167 [7] standard or with a flare.
4) Shaft Power Output Measurement
Shaft power output is determined from the product of the
turbine output torque and shaft rotational speed. The approach
mostly commonly used to measure torque during an acceptance
test is with a dynamometer e.g. water brake or a torque meter
[3], [6].
On the other hand, the gas turbine speed is measured using
a magnetic speed pickup or tachometer with a key phasor or a
phonic wheel [3], [6].
5) Fuel Measurements
Demonstrating the gas turbine operability on a single/ dual
fuel (gas and liquid) and also fuel changeover are critical parts
of an acceptance test.
Natural gas and diesel are commonly used gas or liquid fuel
respectively for gas turbine acceptance testing.
Necessary fuel measurements for the gaseous fuel are: fuel
flow measurement either by a Coriolis meter or turbine flow
meter with a pressure and temperature sensors, fuel heating
value and composition measured by online gas chromatograph
[3].
For the liquid fuel, the necessary fuel measurements are:
fuel flow measured by a Coriolis meter or turbine flow meter
and the fuel heating value measured using a bomb calorimeter
[3].
6) Other Measurements
Relative humidity at the inlet conditions is measured to
refer the test data to ISO conditions. Relative humidity is
normally measured with a hygrometer e.g. capacitance sensor
type, chilled mirrors, etc. or using a wet and dry bulb
thermometer.
 Exhaust emissions requirements are becoming more
stringent and as such, are tested for during a gas turbine
acceptance test. Multi-point mixing probes are used in sample
acquisition from a well-mixed location in the turbine exhaust
duct. The presence of the following emissions species such as
NOx, CO, unburnt hydrocarbon (UHC) and O2 are analyzed in
a gas analyzer with chemiluminescence method, infra-red gas
filter wheel correlation method, flame ionization detection
method and paramagnetism method respectively.
Also vibration measurements provide insight into the
mechanical or rotordynamic operability of the gas turbine.
Vibration are measured during test using proximity probes on
the bearings or accelerometer on the gas turbine casing.
Other parameters that could be measured during an
acceptance test include the turbine blade metal temperature for
cooled blades using an infrared pyrometer and also the
combustion dynamics for dry low emission (DLE) combustors
using dynamic pressure sensors.
B. Preliminary, Commissioning & Handling Tests
The preliminary, commissioning and handling tests covers
the various checks carried out with the test engine installed on
the test bed to ensure that the test engine is properly installed,
the test engine protection system, the test bed control system
and any slave test equipment are functioning properly.
The following check is first performed, instrument zero
scans are taken and investigated to eliminate any faulty sensor
reading that would compromise the quality of the test data.
Also an over-speed test is performed to verify the over-
speed protection feature of the test bed control system. For this
check, with the engine running under minimum load, for
reduced stress on the engine, the governor over-speed setting is
increased by a specified percentage and the engine speed is
ramped up to confirm if the engine speed card would trip on an
over-speed. Also checked are any signs of leakage in
compressed air and lube oil.
Further checks include demonstrating satisfactory engine
starting to specified operating conditions e.g. hot start, cold
start on gas and/or liquid fuel, the ability for the gas turbine to
govern or maintain a steady output speed and its load shed and
acceptance characteristics.
C. Performance Test
Performance test is the heart of any gas turbine acceptance
test procedure; it provides the necessary data to access the
performance characteristics of the gas turbine. During a
performance test, the operability of the gas turbine is tested
across its entire operating range to demonstrate acceptability in
thermodynamic, mechanical (vibration) and emissions
performance.
Guidelines for conducting the performance test during a gas
turbine acceptance test has been the subject of several
international standards such as ISO 2314 [3], ASME PTC 22
[4] and API 616 [5]; a typical description of the performance
test schedule is presented in this paper.
Before commencing the acquisition of any performance test
data, it is necessary to ensure that the gas turbine is warmed up
and the operating parameters e.g. power output, temperature,
etc. are at steady state conditions. A typical test schedule for
the performance test is shown in Fig. 2.
Fig. 2. A typical gas turbine performance test schedule
Description of a typical performance test schedule as shown
in Fig. 2 is as follows:
• The test engine is run for 10 minutes at full speed
minimum load. Multiple test data scans are taken. The
test data scan consists of both engine thermodynamic
parameters, engine pressures (e.g. compressor inlet,
compressor discharge, turbine interduct, turbine outlet,
exhaust, etc.), engine temperatures (e.g. compressor
inlet, compressor discharge, turbine interduct, turbine
outlet, exhaust, etc.), fuel measurements (e.g. fuel
flow, etc.), speed, turbine output torque, etc. and
mechanical parameters (e.g. bearing vibration, bearing
temperature).
• The load on the test engine is further ramped to 100%
load and run at this operating point for one hour.
Several test scans are taken at regular intervals. Data
from this segment of the test is vital, as it is used for
the performance rating of the engine.
• After the full load test, the performance of the test
engine is evaluated at several part load conditions. Test
engine emission performance i.e. NOx, CO & UHC are
also evaluated at the part load conditions.
• For a dual fuel engine configuration (e.g. gas and
liquid), the second fuel is being test as shown in the
Fig. 2. The test engine is tested at 100% load, with
several test scans taken at regular intervals. These test
data is used to determine the engine performance on
the second fuel. Also, part load performance is
demonstrated.
In undertaking the performance test, the following methods
or control modes are used to determine the power rating: fixed
power, fixed heat input and fixed turbine inlet temperature.
When fixed power is adopted as the power rating or control
mode, the test engine is run at a fixed value of the zero-loss
power (i.e. ignoring pressure loss from the inlet and exhaust
ducting and mechanical losses from gearbox) while other
parameters (e.g. .heat input, heat rate, etc.) must lie within
specified limits. 288.15
= × (3)
For fixed heat input power rating or control method, the test
engine is run at a fixed value of heat input calculated based on
the energy balance approach, while the other operating
parameters (e.g. power, heat rate, etc.) must lie within specified
limits. ISO 2314 [3] outlines how to perform the energy =
balance calculation approach for heat input. 101325
× × (4)
On the other hand, for a fixed turbine inlet temperature 288.15
power rating or control method, the test engine is run at a fixed
value of corrected turbine inlet temperature, while other
parameters (e.g. power, heat input, heat rate, exhaust gas
temperature, etc.) must lie within specified limits.
The specified limits used as acceptance criteria is based on
the gas turbine manufacturer equipment knowledge. 101325
= ×
D. Other Tests
As a follow-on from the performance test, other tests are (5)
×
performed to ensure the integrity of the engine such as a 288.15
borescope inspection of the engine to determine the internal
conditions of the gas path components (e.g. compressor blades,
combustor cans/burners, turbine blades, etc.), determination of
the temperature profile of cooled turbine blades using infra-red where & are the compressor inlet temperature and
pyrometry to verify effective turbine blade cooling and detect pressure respectively.
any blocked cooling holes and also determination of the
combustion band dynamics for dry low emission combustors. A benefit of referring the test data to ISO conditions is that
it allows the easy comparison of the performance of engines of
A proof run, which involves a trimmed down performance same rating.
test is performed on any test engine following any remedial
work due to an initial test fail. The nature of the trimmed down Before the test engine performance analysis can be
performance test is subject to the extent of the remedial work performed, the captured test instrument signals would be
effected on the test engine. converted to engineering units i.e. from mV to N/m2, K etc.,
erroneous test data points identified and multiple test scan at
particular stations averaged [6].
III. PERFORMANCE TEST DATA ANALYSIS
In most cases, the test conditions (e.g. pressure, temperature A sample performance analysis of a twin shaft gas turbine
& relative humidity) at the compressor inlet of the gas turbine with power turbine shown in Fig. 3 is presented in this paper.
would be different from ISO reference conditions i.e. ambient
temperature of 288.15K, ambient pressure of 101325 N/m2 and
relative humidity of 60%; therefore, the test data would be
corrected to the ISO reference conditions by applying (1) – (5)
to the test data [3]:

. (K)
288.15
= .× (1)

( / )
101325
= × (2)
Fig. 3. Twin shaft gas turbine configuration with power turbine

The performance analysis of the gas turbine is based on the

thermodynamics of the Brayton cycle shown in Fig. 4
 There are two approaches in calculating the turbine inlet
temperature, they are [8], [9]:
• Based on the combustion temperature rise (TIT1)

1= + ( , ) (9)

where represents the combustion chart of

temperature-rise versus fuel air ratio (FAR) and
compressor discharge temperature .
• Based on energy balance (TIT2)
Using the schematic of Fig. 3, the energy balance
for the gas generator is:
Fig. 4. Schematic of the Brayton cycle
( )
In the ideal Brayton cycle, compression and expansion is (10)
≈
isentropic and combustion occur at constant pressure
represented in Fig. 4 by numberings with prime, but in a real ( ) ( )
− = − (11)
case, component losses occur in the compressor and turbine, .
pressure losses occur in the combustor, thus, the ideal Brayton
cycle is modified and the real Brayton cycle is represented in ( − )
.
= + (12)
Fig. 4 by numberings without prime.
From Figure 3, is the turbine interdict
A. Compressor Efficiency Calculation temperature and can be obtained from an energy
Isentropic efficiency for a compressor is expressed as balance of the power turbine.
[8]:
=
(13)
( − ) = ( − )
= = (6)
−
= + (14)
where is the specific heat at constant pressure of air, ,
is the total temperature at the compressor inlet and & are where is the power turbine power output,
the ideal and real compressor discharge temperature. is the turbine exhaust gas temperature and is
the exhaust gas mass flow.
For an isentropic compression process, pressure and
temperature are related by [8]: C. Heat Input Calculation
There are two approaches in calculating the heat input, they
(7) are [3], [8]:
=
• Heat input calculated based on measured fuel
where , are the compressor inlet and discharge flow and lower heating calorific value
pressure respectively and is the specific heat ratio. ( ) of the fuel (Method 1)
Combining (6) and (7), the isentropic efficiency of the = (15)
compressor becomes [8]:
• Heat input based on energy balance (Method 2):
From Figure 3, heat input is:
−1
(8) = ( − ) (16)
=
−

B. Turbine Inlet Temperature Calculation

The turbine inlet temperature is the temperature at the inlet
into the first stationary stage of the turbine i.e. nozzle guide
vane [3].
D. Heat Rate Calculation
( )=
(17)
= 3600 ×
ℎ •
IV. TEST AUTOMATION PROCESS MANAGEMENT SYSTEM
Traditionally, the testing of a gas turbine involved the
acquisition of performance test data and comparing the analysis
of such data against critical or acceptance criteria to verify a
pass or a fail [3], [10]. In the event of a test fail, the traditional
approach falls short, as little is known of the cause of the
failure. This has led to increased testing cost due to increased
testing time, increased logistic & personnel cost and increased
fuel usage [10].
In literature, to reduce gas turbine testing time, reduce
testing cost and test failure rates, the approach adopted by
investigators has been a move to an automated platform
encompassing both data acquisition, automated diagnostics and
prognostics; ETTAS (Engine Test/Trim Automated System)
[11] and JETS (Jet Engine Test Strategy) /AJETS (Automated
Jet Engine Test Strategy) [10], [12] are good examples of such
initiatives.
The ETTAS project initiated by the US Airforce to
automate the control of test instrument control, data acquisition
and actual testing of jet engines was built using LabVIEW
[11]. The ETTAS system was later superseded by the
JETS/AJETS platform.
The JETS project was a step change in jet engine testing,
encompassing automated data acquisition, test program
sequencing & executing, advanced diagnostics and test data
management [10], [12].
A test automation process management system is a holistic
or unified approach to gas turbine acceptance testing managing
the automated data acquisition, automated test case planning,
advanced data analysis & fault diagnostics and test data
management.
The principal components and flow of a test automation
process management system is presented in Fig. 5.
Fig. 5. Test automation process management system
The benefits of a test automation process management
system are [10]:
• Reduce the unscheduled removal of engines
• Reduce testing times and fuel burn
Reduce manual intervention during test
Some challenges of developing test automation
management systems are [10]:
• Developing high frequency test data acquisition
system and test documentation management
system
• Developing diagnostics and prognostic algorithms
suitable for conditions during gas turbine testing
• Developing a configurable test program
V. CONCLUSION
Acceptance testing of a new or overhauled gas turbine is a
critical part of a gas turbine purchase or overhaul process. A
move to a test automation process management system is
beneficial to maintain high test pass rate, reduced testing times
and reduced fuel usage. Future work involves the actual
implementation of the above described test automation process
management system and the intelligent diagnostic algorithms
for sensor and component fault detection.
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