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    GE Turbine

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    362 views55 pages

    GE Gas Turbine Maintenance

    Uploaded by

    niyudha
    GE Turbine

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    FoRwaRo = < Na (= Gas Turbine i Maintenance Seminar Manual © 1982 General Electric Co. }+-————— avon inspection ———————_____y HOT GAS PATH INSP.» ‘COMBUSTION | oA We | 5 | os AFT j foal. | la i 7 / / AIRINLET COMPRESSOR COMBUSTION TURBINE EXHAUST INTERNATIONAL APPARATUS AND ENGINEERING SERVICES OPERATIONS* GENERAL @@ ELECTRIC usa, * gig serices ord iowah Genel Bese Tacha Series Co, he ‘A wholly owned subsidiary of General Eectue Company US INTERNATIONAL APPARATUS AND ENGINEERING SERVICES OPERATIONS* TABLE OF CONTENTS oo SECTION 1 INTRODUCTION SECTION 2 PRODUCT LINE SECTION 3 GAS TURBINE MAINTENANCE Standard Practices Gas Turbine Cleaning SECTION 4 INSPECTION PLANNING Toolsand Equipment SECTION 5 PERFORMANCE EVALUATION SECTION 6 — OPERATOR MAINTENANCE SECTION 7 COMBUSTION INSPECTION: Combustion System Components * Olfshore services provided through Gen Aviholy owned subsidiary of Geol © 1982 General Blectrie Company M687 M718 M719 M721 M8 M720 M702 M686 M698 SECTION 8 HOT GAS PATH INSPECTION: ‘Turbine Nozales Turbine Rotors ‘Turbine Wheels SECTION 9 MAJOR INSPECTION: Stator Parts Axial-Flow Compressor Flexible Couplings Bearings Gears SECTION 10 WELD REPAIR/NON- DESTRUCTIVE ‘TESTING SECTION 11 MAINTENANCE SCHEDULING SECTION 12 SYSTEMS MAINTENANCE: Lubeoit Hydraulic Control Oil Cooling Water Eloctic Technical Services Co. inc tr Company, USA. M695 M15 696 uns M888 M05 M706 M04 M728 M-T22 M-ror M116 M11 TABLE OF CONTENTS SECTION 12 (Cont'd) Cooling and Sealing Air Starting System Heating, Ventilating and Fire Protection Liguid Fuel Forwarding Liquid Fuel Atomizing Air Gas Fuet Dual Fuel SECTION 13 GAS TURBINE CONTROL SYSTEMS: Introduction Speedtronie Control: MK/II Puel Regulator Protection System Generator Controls: Exeitation: (£525) ~ Preventative Maintenanee for Industrial Electronic Equipment mean M724 Mann M-109 Mas Mant M725 mane M690 M691 M092 M730 (E35) — Mechanical Aspects of Commutator Maintenance (£299) ~ Meghommeter (E573) — Concepts of DC Commutation SECTION 14 INLET. AND EXHAUST: Talet Air Filtration Inlet System Exhaust System COMPRESSOR CLEANING SECTION 16 SPARE AND RENEWAL PARTS SECTION 17 GAS TURBINE ALIGNMENT SECTION 18 GENERATOR MAINTENANCE: Electrical Generation SECTION 19 ‘TROUBLESHOOTING WORKSHOP SECTION MAINTENANCE INSPECTION FORMS 20 GENERAL @@ ELECTRIC USA. M700 M708 M710 GET 41042 M703 M899 M689 M727 M729 PERFORMANCE EVALUATIONS ‘THE PERFORMANCE CURVE Gas turbine performance is affected by ambient tempera- ture and pressure. In the past the gas turbine was rated at 80 F and 1,000 feet altitude (14.17 psia), in eon: formance with the National Electrical Manutacturers Association (NEMA) conditions. Today Itis rated at 59 F and sea level altitude, in conformance with the International Standards Organization (ISO) conditions. ‘Typical 1SO-rated gas turbine performance curves are illustrated in Figures 1 and 2. The performance curves are given in percent of design output and heat rate. The design references usod for the curves are for natural 2s and distillate fuel -\ FACTORS AFFECTING TURBINE PERFORMANCE One of the basic charactoristis of a gas turbine is that the load eapability 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 preseure, exhaust pressure, altitude and compressor inlet temperature, 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 rediction is directly proportional to the reduction in the barometric pressure. > Figure 3 shows the relationship between altitude, barometric pressure, and the effect on gas turbine power output. Since the altitude is fixed for any given applica- tion, atmospheric pressure is also fixed except for minor ‘variations caused by changes in barometric pressure. As an be seen from Figure 3, the corzeetion factor is unity at 14.7 psia cortesponding to 0 ft. elevation, the standard condition established by the International ‘Standards Organization (ISO). INLET PRESSURE, Restrictions in the inlet air path (e.g, filters, silencers, and ductwork) eause a drop in the total pressure at the compressor inlet flange. This pressure drop reduces ges turbine power output in two ways. First, It reduces the mass flow of working fluid (air) and second, the compressor discharge pressure is decreased, © 1980 General Electric Co, resulting in a lower turbine pressure ratio and therefore, lower turbine output. Further, lower turbine pressure ratio causes reduced thermal efficiency of the cycle "osulting in higher heat rate, NOTES: 1. Plant performance is net at the generator terminals and, includes allowances for auxiliaries and 2” HO inlet and 3” H90 exhaust pressure drops. 2, Additional pressure drop effect — % Effect On Output Heat Rate 4° HgO Inlet “LT 40.7 4” 190 Exhaust “07 40.7 3, For each additional 4” HO pressure drop increase ‘exhaust temperature by 2°F. 00 xo smb LS) i no Sob toon 2 Des Bim fires. zm ; z ‘SOMPRESSOR LET = so reece 5 I 3 woh ro hs on nts wo bia wo ® % wo oor 7 r gn Fe Bs Bw Ew » a om © 0 & Mm we ‘ENERATOR ouTPUT- PERCENT Figure 1. ISO Rated Performance Curve ~ Generator Output vs. Fuel Consumption and Exhaust ‘Temperature PERFORMANCE EVALUATIONS wo © om bp s ob Ew we a [S ; DESIGN Uo ><] | HEAT RATE = Bs 8 ct wear E 9 wit sete. cyl het osu _ ait o a © ©, o mm COMPRESSOR INLET TENPERATURE ~ °F Figure 2.180 Rated Performance Curve — Effect of Compressor Inlet Temperature on. Output, Airflow, Heat Rate, Fuel Consumption and Exhaust Temperature EXHAUST PRESSURE, Restrictions in the exaust system (e., heat-recovery equipment, silencers and ductwork) impose a back pressure ‘on the turbine exhaust flange. The difference between this back prossure 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. Figure 4 shows typical effects of inlet and exhaust pressure drops on gas turbine output, Figure 5 presents the corresponding effects on heat rate. t should be noted that the pressure drops on a particular application are fixed and essentially uncontrollable once the inlet and exhaust systems are determined, 5 ae Pique Output Coection& tse ws Atmospheric Pressure 5 RESSUNE ORO? — 140 Figure 4. Etfect of Pressure Drop In Output i a Few 5. Bet of Presute Diop On Het Rat COMPRESSOR INLET TEMPERATURE, Air temperature entering the compressor has an important, effect on the output capability of the turbine. Further- more, itis a parameter which varies considerably in ‘most applications. Since air temperature affects the density of ait entering fa gas turbine, ithas a direct effect on the power ‘output, Also, the work of compression is a function of inlet alr temperature. The net effect of increasing ‘compressor inlet-sir temperature is to decrease power ‘output approximately one-half percent for each degree F increase in air temperature. Figure 6 shows the effect of compressor inlet temperature on maximum output and airflow for a typieal MS3002 unit. The correction is unity at a compressor inlet temperature of 59 F, the standard ISO condition temperature Figure 6. Etfect of Compressor Inlet ‘Temperature On ‘Maximum Output, Air Flow and Heat Rate 702 DATA REQUIRED ‘The minimum data required to determine and evaluate performance includes: © Load ~mW © Reactive Load— VAR, © ‘Turbine Speed ~ Can be neglected at constant 60 Hertz © Compressor Discharge — a calibrated gage should be used, since compressor efficiency and temperature limit calculations are in- fluenced, © Exhaust Temperature ~ all points (1 thru 12) are required to determine average exhaust temperature, © Compressor Discharge Temperature — left and right (points 1 and 2 on the temperature indicator) ‘© Ambient Temperature — as close to inlet as possible © Site Barometer © Fuel Flow — if heat rate is desired © Fuel Heating Value — either LHV or HV Fuel Temperature ‘This data can be broken down into “inpute”, “out- puts”, and “evaluation”. AIR INPUTS ‘The air input is the barometric pressure and compressor inlet temperature. Both of these inputs convert directly, Inte correction factors. LIQUID FUEL INPUTS _~ The liquid fuel input is the volume flow, normally read directly in gallons per minute by a flow-meter. The remaining inputs of fuel temperature, specific gravity, and heating value are needed to convert the volume flow into Btu per minute, which is requited to calculate heat, ale, GAS FUEL INPUTS ‘The fuel gas input is meter flow, which may be calculated Using a sharp-edge orifice, pressure drop, or a meter reading which has been corrected to standard cuble feet by ameter factor. The fuel gas pressure, temperature, specific gravity, and heating value are needed to correct, to standard conditions to determine heat consumption. M702 PERFORMANCE EVALUATIONS EXHAUST TEMPERATURE OUTPUT ‘The individual exhaust temperature thermocouple readings are required to determine average exhaust temperature. As noted in Figure 1, exhaust temperature determines expected output. The basis for the curves is the exhaust tempera ture Limit. LOAD OUTPUT ‘The generator output should be taken using the indicating watthour meter, It is necessary to accurately time a given number of revolutions, normally 10 oF 20. The meter factor must also be known to ealeulate the average ‘kW, using the equation: 3,800 Av, KW = 2°75, x Nx Meter Factors Nrev ‘The indicating wattmeter reading should also be taken as check. The reactive kilovar load should also be noted so that power factor may be calculated, Mechanical drive unit output is much more difficult to obtain. It is normal to estimate output using the compressor manufacturer's curves for the compressor conditions during the test, EVALUATION Once the data has been taken, it can then be evaluated. If the performance is normal as compared with previous tests, the results can be approved and the next check scheduled. However, if the performance appeats low, the logic tree in Figure 7 can be followed to systematically track down the cause, INSTRUMENTATION Instrumentation furnished with the ges turbine plant, ‘ust be kept in proper operating condition to provide reliable Information. A plugged or leaking line that supplies a pressure gage can make the indicated reading worthless. For this reason, gage lines should be flushed and connections should be checked for tightness during ‘a major overhaul, At the same time, the gage itself should be calibrated, False temperature indications are a common cause of touble. These are often due to improperly installed ‘ damaged sensors and leads, or an incorrectly cal brated indicator. It is recommended that the tempera: ture indicators be calibrated every six months by (qualified personnel, ‘Speed and load measuring instrumentation should undergo careful inspection and testing at six month intervals, I the instrumentation is questionable, instruments should be recalibrated and new data taken and evaluated. It the instrumentation is normal, the compressor perfor mance must be evaluated, PERFORMANCE EVALUATIONS COMPRESSOR PERFORMANCE For best gas turbine performance, itis essential that the axial flow compressor be Kept clean. Any material in the incoming air stream that has @ tendency to erode or adhere to the blading will cause a drop in performance. A logic tree for evaluating compressor performance is shown in Figure 8. If the compressor performance appears, low, cleaning is in order. The compressor can be cleaned either at standstill or while running. A complete tear. down and subsequent cleaning of the blades by water, solvent, steam, and hand polishing, as fits the case, is the best and most thorough method. Tt is the only way to remove hard deposits ‘The injection of a cleaning material into the inlet alr stream while the turbine is running is, in most cases, a quick and effective method of removing most of the soft deposits such as those caused by the ingestion of oil o oil vapor. Varieties of nut shells, refinery spent catalyst, rice, and similar substances have all been used. ‘The recommended combustible cleaning materials sometimes contain chemicals which are corrosive at elevated tem: peratures. For this reason it is reeommended that, where practical, compressor cleaning be performed at a full speed no'load, or at lowest practical load, Care must be taken to insert tho cleaning material into the air ‘un PERFORCE CHECK t — | tay oan rearomsuce ekromce q q ovece emRoNe m8 stewoMaTiOn Ser sorebute cvesrowne sone i I Sane rece ets Aaet i css wv a J Figure 7. Evaluation of Performance Check Data, EVALUATE covPatsson PearomMnCE si oe von I I ee, enn a, er bine oh i J comer sewnuar Figure 8. Evaluation of Compressor Performance streain in a location that will assure fairly even distri bution by the time itis drawn into the compressor inlet guide vanes. Following compressor cleaning, the performance data should be retaken and evaluated, If compressor cleaning has failed to restore compressor performance, check for Teaks, wear, and damage. ‘MAJOR CAUSES OF COMPRESSOR TROUBLE Ingestion of lube oil vapor: this generally comes from the lube-tank venting system, no matter how far distant from the air inlet house the vent may be. ‘The vapor tends to condense on the early compressor stages. Alr- Domne dust then sticks to the oil, and a buildup results which changes the airfoil sections and lowers both com- pressor flow and efficiency. The most effective way to get rid of the tank vent vapor is to mix it in the tur Dine exhaust gas flow. Ingestion of lube oll: an off leak at or near the number ‘one bearing can allow oil to seep into the compressor and ‘cause blade fouling. A failure of the bearing-seal air system will result in the same problem. There have been ‘occasions where lube oll instead of Viscosene was used in the inlet air filtration system. This is asking for trouble, as it is prone to get swept into the compressor. Carryover from evaporative air coolers: ineffective separators downstream of coolers can allow water to be carried Into the compressor. As the water evaporates on the blades, dissolved minerals are left behind. These form solid buildups on the airfoils and lower the compressor performance, M702 PERFORMANCE EVALUATIONS Ingestion of dust and sand: small particles of dust and sand are bound to come through the filtration system, ‘They generally do no harm, providing they are small in both size and quantity. It is when they stick to tho blading that efficiency suffers. Excess quantities of sand, of course, will cause blade erosion and loss of Pumping ability. Frequently, a heavy rain combined with high wind will deposit mud on the inlet filters and, sereens, and may even be carried into the blading. Washing the screens and filters at standstill is the best way to get rid of these deposits, OPTIMIZING PART LOAD PERFORMANCE In addition to the use of ancillary systems for modifying thermodynamic cycles, the features of GE's industrial {as turbines provide flexibility for efficient part-lon heat rate, Two design features used for this purpose are variable-inlet-guide vanes and variable second: stage nozzles, VARIABLE.INLET GUIDE VANES ‘The widespread demand for gas turbine eycles utilizing ‘exhaust heat has led to the development of gas turbine featuros designed specifically to make these eycles more attractive. For MS5001, MS700T and MS5002 machines, one of these features, the variable-inlet guide vanes, results in an effect which simulates a compressor speed ‘change. Since the speed of a single-shaft machine is gen- erally dictated by load equipment requirements and for generator drives is constant, variable-inlet guide vanes, provide a method for decreasing airflow independent of unit speed, and for maintaining a higher exhaust tempera ture over a greater portion of the load range. ‘The variable-inlet guide vanes are particularly attractive in HRSG applications where the unit will operate at partload for an appreciable length of time. Another use for variable.inlet guide vanes is with regenerative units, Figure 9 shows the effect of variable-inlet guide vanes ‘on a typical two-shaft regenerative unit at part-load ‘operation, Much more exhaust energy is available to the regenerator with variable-inlet guide vane control than with a fixed-guide vane angle at part-load operation below 85 percent. For example, at 70 poreent load an additional 20 percent of exhaust energy is available, Similar gains are available in single-shaft units ‘operating at eonstant-speed part-load conditions. Variable Second Stage Nozzles ‘The purpose of the variable second-stage nozzles on two-shaft machines is to properly distribute hot gas energy between the compressor turbine and the load or power turbine, This is accomplished by increasing or decreasing the back pressure on the compressor turbine (also called the high-pressure turbine), By elosing the second-stage nozzle, the back pressure on the compressor ‘turbine is increased. The available pressure drop across the compressor turbine is therefore decreased with a resultant decrease in energy drop thus making more energy available to the low-pressure, or load, turbine, ‘This ability to distribute energy makes a two-shatt M102 Figure 9. Exhaust Energy Available to the Regenerator gas turbine with variable second-stage nozzles paticularly suited to heat-recovery cycles such as the combined- cycle or regenerative-cycle where the ability to maintain ‘high exhaust temperature over a wide range of conditions is needed for the most efficient results. Since an axial flow compressor is essentially a constant volume machine, itis susceptible to the vagaries of ambient conditions involving pressure and temperature. The variable nozzle provides a means of compensating for changes in external conditions; performance adjustments are also made to compensate {or manufacturing tolerances and for component changes due to long time operation. This gives a unit the ability to achieve optimum heat rate over a wide range of ambient conditions for a longer period of time. One benefit derived from the splitshaft arrangement is the potential for higher part-oad efficiencies and Improved heat rates, which are enhanced by the use of variable second-stage nozales on regenerative-cycle machines, Other benefits derived from variable nozzles are (1) the abllity to operate the gas turbine at reduced-load for extended period of time without harmful effects, (2) the ability to control turbine overspeed, and (3) the reduction of starting requirements. Figure 10 presents a comparison of exhaust energy available to the regenerator for a typical two-shaft regenerative turbine with variable second-stage nozzles vs fixed second stage nozzles. Improved availability of exhaust energy for the unit with variable nozzles is present at all paztload operations own to 40 percent. For example, at 70 percent load, an additional 20 percent of exhaust energy is available. wo shart REGENERATIVE UNIT Figure 10. Exhaust Energy Available to the Regenerator GENERAL GQ ELECTRIC ; LIQUID FUEL SYSTEM LIQUID FUEL SYSTEN 1. Indications of valve stem stickiness ‘The liquid fuel system provides fuel oil to the gas turbine 2. Failure of valve stem to move. in response to the speed and load demands and temperature . limitations of the turbine. Fuel is supplied at a positive 43, Sluggish valve stem opening with full hydraulic trip pressure through the primary filter and stop valve to the system pressure at the time the trip servovalve, 20FL, ‘main fuel pump inlet by the fuel forwarding system, The is energized to reset for opening or to trip for closing. type of main fuel pump has changed for different model series and may be a positive displacement pump with a bypass arrangement, or a variable-displacement pump. ‘The output of the pump/bypass arrangement is controlled by the governor signal from the control system. Fuel is delivered from the main pump to a flow divider, consisting of a series of individual gear pumps. The flow divider has evolved from a hydraulic motor-driven type driven by = acontrol pump to a free-wheeling flow divider which is riven by the fuel flow from the main pump. Either type serves to divide the fuel flow equally among the multiple fuel nozzle. nthe event of an unsuccessful start, fuel oll in the ‘combustion chamber is drained through the false start dain valve, This valve, normally open, closes by air pressure from the axial-flow compressor discharge as the turbine accelerates during startup. FUEL OIL STOP VALVE ASSEMBLY ‘The fuel oil stop valve, (Figure 1) is used to shut off liquid fuel entering the turbine during normal or emergency turbine shutdown. The fuel oil stop valve is a special Purpose, hy dralically-operated, quick-closing, two-position (open or close), venturi-type, valve-and-seat assembly, With the valve closed, no fuel ean enter the turbine liquid fuel system through the liquid fuel pump except the fuel that is rapped between the oil stop valve and the suction flange of the main fuel pump. The stop valve is hhyaraulically-opened from the hydraulic trip system and is, ™ closed by means of a spring in the valve body assembly ‘when any of the trip devices in the hydraulic trip system {tip or when the trip servovalve, 20FL, is energized to trip or is an electsically open circuit; elther of these occurrences dumps the oil in the hydraulic eylinder of the stop valve ita the ibe al rere aq ‘The hydraulic tip system is the principal interconnection ic ——— ‘between the overspeed trip mechanism and other devices E In the protection system of the turbine and the stop valve to shut off fuel from or edmit fuel to the turbine. Maintenance i ‘The importance of the fuel oll stop valve cannot be over- ‘emphasized. The stop valve is the last line of defense against overspeed or overtemperaiure to shut off fuel flow to the turbine. Corrective action should be initiated at the earliest Figure 1. Fuel Oil Stop Valve turbine shutdown if any of the following oceurs: igure P © 1 h723 LIQUID FUSL SYSTEM Under normal conditions, the valve should move from its closed to ts wide-open position within approximately five seconds after the trip servovalve, 20FL, is energized to reset with satisfactory hydraulic trip system pressure existing Prior to energizing the trip servovalve, 20FL. The fuel oil stop valve should trip closed fram its wide-open pesition within 0.1 second elapsed time after the trip servovalve, 20FL, is energized to trip. 1f fuel oil stop valve fuel leakage, valve stem leakage, or valve stem packing leakof'-to-waste-drain-fuel leakage are suspected, these parts should be checked and repaired as, necessary during regular turbine inspection. If, for example, It is determined by removal of the tube fitting at the leakoff connection of the stop valve that the oil stop valve Packing leaks during turbine operation, the back seating valve may be leaking and both the back seating valve and the valve stem packing should be inspected and corrected as necessary. The valve stem should be lapped in its bushing. until a full circumferential contact is obtained on the two Parts to assure proper seating of the back seating valve when the valve is open. To accomplish this lapping ‘operation, the valve body assembly may be disassembled from the support or yoke. Further disassembly ean be accomplished by removing the valve body eap, spring, spring seat, and valve. This permits the valve stem to rest fon the vent vaive seat when the body is supported on its top flange surface. In this condition, the lapping of the valve stem in the back seating valve stem bushing ean be performed. Limit Switeh 33FL, ‘The limit switch, 33FL, is mounted on the yoke of the stop valve and operates as the stop valve opens or closes. ‘This limit switch js a vital part of the turbine protection system. On a single-fuel turbine, the limit switch is connected to shut down the turbine through the control Panel at any time the fuel oil stop valve is elosed. This Is, a redundant feature, but is necessary to prevent inadvertent re-establishment of flame in the turbine after the fuel has, Deen shut off. On dual-fuel turbines, a similar function is performed if both stop valves are closed and if their Tespective positioning devices indicate that the two-stop valves are closed. SUNDSTRAND PUMP SYSTEM One of the eater fuel systems used on the MS3000 and MS5000 employed a Sundstrand varlable displacement Pump as a combined pump, metering device, and Now divider. From the standpoint of number of components, this is one of the simpler systems since there is only a stop valve and fuel pump involved, As shown in Figure 2, the Sundstrand pump consists of a variable displacement, axial-piston pump, a fixed displacement gear-type pump, a control servo, and a relief valve. The stroke of the pimp is varied in response to a govermor signal to produce the desired fuel flow. Flow from the 18 pistons is diverted through a valve plate and into a porting manifold where the {uel is channeled into the six fuel-nozale lines, Because of the nature of this pump and the fact that it not only pumps but also meters, fuel cleanliness is an extremely important faetor in regard to pump life, For that matter, fuel cleanliness is important with any fuel system, ‘and the life of the fuel system components Isa function of the cleanliness of the fuel. Cleanliness is meant to include not only dirt content, but also water content. Water in the fuel is a serious deteriment and ean eut pump life as much ‘50 percent, in addition to causing stickiness of close- fitting parts as the result of corrosion. Therefore, any indication of filter problems should be investigated immediately and fuel tanks should be checked for water, A table of possible problems and their solutions with the Sundstrand pump is given in Table 1. Its suggested that no attempt be made to repair the main body of the pump when trouble there is indicated. These parts are precision ‘machined and disassembly may only serve to cause additional problems. The pump should be removed and returned to the pump manufacturer for repairs ‘TABLE 1 SUNDSTRAND SYSTEM PROBLEM PROBABLE CAUSE A. No output B, Output iow L 3. Leakage high. Chee! pressure and measuring flow from discharge ports. 1. Shaft sheared - remove pump and check rotation of shaft. It should turn freely but with some effort required. 2. Stroke fixed at no flow - remove control servo and check ability (of wobbler and contzol sleeve to move. 3. Servo not operating - remove servo and disassemble, Cheek for damaged parts, stickiness, ete 4, No. VCO - Cheek VCO input to pump. ‘Stroke limited - check nozzle pressures. Abnormal pressure will cause relief valve to limit stroke. 2. Servo problems - check ss above. internal leakage by applying inlet M728 LIQUID FUEL SYSTEM Figure 2. Schematic Diagram of Six-Outlet Fuel Pump UNIVERSAL FLOW DIVIDER SYSTEM ‘The Universal Flow Divider System is used on MS8000s and 'M85000s units with fuel regulator control. This system is somewhat more complicated than the Sundstrand System in that the pumping and metering functions ate separated. ‘The flow divider system consists of the following components, as shown in Figure 3. 1. Main fuel pump 2. Flow divider 3. Bypass valve 4. Hydraulie control pump 5. Hydraulic motor ‘The main fuel pump is a shaft-driven, positive-displacement _gear pump. Output of the fuel pump is diverted into one toro citeuits; one circuit going through a high-pressure ster to the flow divider, and the other through a bypass valve back to the pump inlet. The flow divider, a series of ‘small interconnected gear pumps, is driven by a hydraulic motor. The hydraulic motor is one half of the hydrostatic transmission, the other half being the shaft-driven hy

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