Gas Turbine Engine Maintenance Underpinning Knowledge: Code: MM TC 02 02 L2 Revision Number: 00 Issued By: Ejada

This project is funded
by the European Union
Gas Turbine Engine Maintenance

Underpinning Knowledge
Code: MM TC 02 02 L2
Revision Number: 00
Issued by: Ejada
UK - Gas Turbine Engine Maintenance
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 1 of 55
Table of Contents
1. OPERATION OF A GAS TURBINE ENGINE
2. GAS TURBINE PACKAGES
3. CONVENTIONAL FILTERS
4. ACCESSORY COMPARTMENT
5. SPARK IGNITERS
6. LUBE OIL SYSTEM
7. GLOSSARY
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 2 of 55
1. OPERATION OF A GAS TURBINE ENGINE

A gas turbine engine burns fuel to create the force that is necessary to turn a large turbine.
Instead of steam, the force of hot exhaust gases is used to push the turbine blades.
A gas turbine engine is an axial flow engine. This means that the flow of air and gas through the
engine follows path along a central shaft from one end of the shaft to the other. Gas turbines
develop their operating power inside the engine.
Gas turbines are very powerful. They are big and heavy, and they operate under high pressure.
They use rows of stator and rotor blades to develop rotational force. They drive pumps,
compressors, and generators.
Gas turbine engines need very little water for cooling. They are used in remote locations where
a powerful engine is needed.
Process operations uses several types of gas turbine engines. Some have a single shaft on
which all of the compressor and turbine blades are mounted. Others, have a shaft that is split
into two separate pieces.
The major parts, functions, and operation principles of both types of gas turbines are the same.
In this part of the module, you will study the gas turbine engine that has a two-piece shaft.
1.1. MAJOR SECTION OF A GAS TURBINE ENGINE

Figure 1.1 shows a gas turbine engine.
We will look at the part within each section of the gas turbine engine separately. Then we will
discuss how the different sections work together to generate the power to operate large pumps,
compressors, and generators.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 3 of 55
Figure 1.1 – Gas Turbine Engine
This drawing shows the major section of a split-shaft gas turbine. Refer to this figure as you
read the description that follow.
STARTER SECTION
In the start section, there are two parts:

• Starter Engine
• Torque Converter
Starter Engine
A gas turbine cannot start up without help. It needs a start engine to rotate the compressor shaft
during the turbine start up. The starter engine brings the compressor up to the required speed to
force compressed air into the combustion section. Some gas turbine engine uses large electric
motors as starters. Some use diesel engines.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 4 of 55
Torque Convertor
A transmission, called a torque converter, gradually transfers the speed of the starting engine
to the compressor shaft.
COMPRESSOR SECTION
The compressor section provides compressed air to the combustion section. The main parts of
the compressor section are the:
• Air Inlet
• Compressor
Air Inlet
There air inlet direct air from the atmosphere into the compressor section. A gas turbine engine
sucks in huge amounts of air when it operates. It can suck in foreign objects that can damage
or even destroy the compressor. Air inlets are almost always pointed upward so air is drawn in
from above. Wind-blown paper and plastic bags, leaves, even birds can be sucked into the sir
inlet. The entrance to the air inlet must be covered with a screen to keep foreign objects out.
Dust and sand in the inlet air are a problem. They gradually erode the compressor blades. Large
filtering systems are used to remove dust and sand from the air before it enters the compressor.
Compressor
A gas turbine engine requires hot, compressed gas to drive the turbine. The compressor section
starts the process that produces this gas. The compressor compresses incoming air into smaller
and smaller volumes as the air passes through the stator and rotors blades. Figure 1.2 shows
that the stator and rotor blade rings get smaller and smaller as the air goes through the
compressor.
The cylinder that houses the compressor is made of thick steel. The compressor contains
alternating rows of stator blades and rotor blades. The stator blades ring rings are stationary.
The rotor blades are attached to the rotor shaft.
All parts of the compressor fit very closely together. The rotating blades discs are only a few
thousandths of an inch from the walls of the compressor cylinder.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 5 of 55
Figure 1.2 – Compressor
Axial compressor Gas Turbine
Alternating stator and rotor discs compress the incoming air by forcing it into smaller and
smaller space.
Two things happen to air when it passes through the compressor:
1. The air is compressed and it is under high pressure when it leaves the compressor
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 6 of 55
section.
2. The air becomes very hot when it is compressed.
Combustion Section
The combustion section has two major parts:
• Burner Cans
• Transition Pieces
Burner Cans
Burner cans mix compressed air and fuel gas, and burns them to provide the hot gas the
drives the engine turbine discs.
The combustion section consists of a row of burner cans that are arranged in a circle around the
compressor section. Some large gas turbine engines have as many as 16 burner cans.
Compressed Air In
Fuel In
Igniter
Hot Gas Out
Figure 1.3 – Burner Can
The burner cans mix the compressed air and the fuel and burn them.
Burners are made of a heat-resistant metal alloy. Temperatures inside the burner cans maybe
as high as 400oF. Ordinary steel would melt at such high temperatures.
The combustion section is covered with heavy insulating material to reduce heat loss.
Gas turbine engines can operate on any type of fuel that can be vaporized. In process operations,
natural gas is used. Natural gas is clean burning and there is plenty of it available.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 7 of 55
Transition Pieces
Each burner can be connected to a heat resistant metal tube called a transition piece. This piece
carries the hot gas from the burner can to the turbine stator. Transition pieces are tapered to
form a nozzle at the exit end. The ends of the transition pieces form a ring of nozzles that direct
the hot gas into the turbine section with tremendous force.
TURBINE SECTION
The main parts of the turbine section of a split-shaft gas turbine engine are the:
• Compressor Turbine Stator
• Compressor Turbine Rotor disc
• Load Turbine Stator
• Load Turbine Rotor Assembly
The turbine section is the power-producing section of the gas turbine engine. The turbine section
cylinder is made of thick steel. Inside the turbine section cylinder there are alternating stators
and rotors.
Exhaust
Transition Piece
Load Turbine
Rotor Shaft Journal Bearing Rotor Assembly
Compressor
Turbine Stator
Load Turbine Rotor Shaft

Compressor
Turbine Rotor
Disc Load Turbine Rotor
Figure 1.4 – Turbine Section 2 Shaft Unit
In a split-shaft turbine, the compressor side and the load side are not physically connected.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 8 of 55
COMPRESSOR TURBINE STATOR
The turbine stator is a row of fixed blades that direct the flow of hot gas from transition pieces
onto the turbine disc.
COMPRESSOR TURBINE ROTOR DISC
The turbine rotor disc is attached to the rotor shaft. The flow of hot gas turns the turbine rotor
disc and shaft. The turbine rotor disc shaft assembly is the driver for the compressor section.
When the hot gas hits the turbine rotor disc blades, it loses some of its heat and pressure. The
load turbine rotor disc blades must be larger so the blades can capture more of the energy
remaining in the gas.
Load Turbine Rotor Disc

Hot Gas Directed Toward Rotor Blades
Rotor Shaft
Turbine Stator
Figure 1.5 – Stator and blades
The stator blades direct the hot gas onto the rotor blades.
LOAD TURBINE STATOR
Load turbine stator blades can be fixed or moveable, depending on the design of the turbine
engine. The blades direct the flow of hot gas that comes through the turbine section onto the
load turbine rotor disc.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 9 of 55
LOAD TURBINE ROTOR ASSEMBLY
The load turbine rotor disc and the rotor shaft form the load turbine rotor assembly. Hot gas
turns the load turbine disc and rotor shaft.
The load turbine rotor assembly is the driver for a pump, compressor, to generator. Gas turbine
blades are subjected to very hot temperatures. They are also subjected to centrifugal force when
the rotor shaft turns. This combination of heat and centrifugal force will cause metal to stretch.
Turbine blades are made for special metal alloy, which controls the amount of stretching.
EXHAUST SECTION
The exhaust section has only one part – the exhaust stack.
When the hot, pressurized gas has turned the engine shaft, the gas loses most of its energy. But
the gas still has some heat and some pressure. The exhaust stack directs the gas upwards into
the atmosphere so it can lose its remaining energy safely.
Some gas turbine systems use the hot exhaust gas for heating. Some systems use the hot gas
to boil water to make steam. In those systems large pipes are used to
carry the hot gas away from the turbine engine.
Exhaust Stack
Load Turbine Rotor Shaft
Load Turbine Rotor Disc
Load Coupling Flange
Journal Bearings
Load Turbine Stator
Figure 1.6 – Exhaust Section
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 10 of 55
The exhaust stack directs the hot exhaust gas up to the atmosphere, after the gas has pass
through the turbine section.
1.2. OTHER PARTS OF A GAS TURBINE ENGINE JOURNAL BEARING
The split-shaft gas turbine engine uses four journal bearings, two on each part of the shaft. The
journal bearing is similar to those that are used in steam turbine engines.
Compressor / Turbine Shaft Turbine Rotor Shaft
Journal Bearings
Compressor Discs
Turbine Disc
Journal Bearings
Figure 1.7 – Journal Bearings
The Journal bearings support shafts on a thin film of lube oil.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 11 of 55
LOADING COUPLING FLANGE
The load coupling flange is located on the end of the load turbine rotor assembly. Some gas
turbine engine shafts are connected directly to the pump shaft, compressor, or generator.
The connection is made using a device called a coupling.
Load Couplings Gearbox Coupling
Pump Gear- Pump

box
Load Turbine
Rotor Shaft
Load Turbine
Rotor Shaft
Direct Connection Connection through Gearbox
Figure 1.8– Turbine Shaft Connections
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 12 of 55
1.3. PRINCIPLES OF OPERATION
Gas Turbine Engine Operation
4- Burner Can 6- exhaust out water

BurnereFigure 1.9
Figure 1 . 9 2-
is aFuel Transition piece
Gasillustration of a gas turbine engine.
simplified
1- Air in
We will use it to describe the sequence of events that take place in a gas turbine.
Follow the number on the illustration.
The starting engine has brought the compressor up to operating speed.
1. Air is sucked into the compressor. Water Flow

2. As the air passes through the compressor, it gets hot because it is being squeezed
through a smaller and smaller space. The air becomes highly pressurized.
3. Hot, compressed air from the compressor is fed into burner can. Fuel gas is mixed
with the compressed air. Igniters at the end of burners can ignite
2-Compressor
Compressor turbine disc
Stater Engine
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 13 of 55
Turbines may be connected directly to the load or they may be connected through a gearbox.
the fuel/air mixture. The other burner can be connected by tubes that allow flame to reach all of
the cans. Once the burners are lit, the igniters are no longer needed. The hot, pressurized gas
has passed through a transition piece from each burner can. The transition pieces form a ring of
nozzles in front of the turbine stator blades.
4. Stator blades direct the flow of hot, pressurized gas onto the compressor turbine disc.
The turbine disc rotates from the force of the gas. The turbine disc is on the same
shaft as the compressor, so the compressor rotates also. This ensures a continuous
flow of compressed air into the engine. Since the rotation of the turbine drives the
compressor, the need for the staring engine is eliminated.
5. After passing through the compressor turbine disc, the hot gas strikes the load turbine
rotor disc. The load turbine rotates the load rotor shaft. The load rotor shaft is
connected by a load coupling to a pump.
6. The hot gas has done its work and leaves the engine through the exhaust stack.
SPEED CONTROL
Gas turbine engines are made to operate at speeds from 500 to 50,000 revolutions per minute
(rpm).
The speed at which a gas turbine engine operates is determined by the load that it must drive.
The speed of the engine is controlled by a governor. The governor is like a gas pedal in a car. It
controls the amount of fuel that goes into the engine. The more fuel a gas turbine engine receives,
the faster it will turn and the more power it will produce.
Once the governor is set, it will control the fuel flow to maintain a constant operating speed.
A gas turbine must not operate at a speed greater than designed at the maximum limit. If the
engine runs at a too high speed, rotor blades may break loose. Even if a single rotor blade
breaks loose it will destroy the compressor. As a loose blade passes through each succeeding
row of blades, it will break loose more blades. This will happen in a fraction of a second.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 14 of 55
Turbine
Shaft
Figure 1.10 – Over-speed Trip Device
The device will trip above at a set speed of shaft rotation, cutting off the fuel supply to the
combustion chamber.
Gas turbine engines are protected by an over speed trip device. The over speed trip device is
mechanical, so it does not depend on electricity and electronic control systems. Electrical
systems could fail and leave the engine in a runaway condition.
The over speed trip mechanism is installed in the turbine shaft. The over speed trip lever is
mounted close to the shaft. When the shaft rotates with it normal speed range, the weight end of
the over-speed mechanism is held inside the well by a spring.
The fuel gas supply to the engine is controlled by a fuel valve. The valve is held open by oil
pressure.
If the rotor shaft turns too fast, centrifugal force will stretch the spring and allow the weight to trip
the over-speed lever. When the lever trips, oil pressure, which is holding the fuel valve open, is
lost and the valve will close. Without fuel, the engine will stop. Note that there is usually an
electrical overspeed device installed that will trip the engine prior to the mechanical o/speed
device
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 15 of 55
1.4. GAS TURBINE EFFICIENCY

Gas turbine engines are not very efficient. The engine must use about two thirds of the power it
develops to turn the engine compressor.
When the turbine rotates, the compressor end of the shaft rotates at the same speed. The faster
the rotor shaft turns; the more air is sucked into the compressor. It becomes harder to compress
the air, so more power is needed. As the gas turbine produces more power, it uses more power.
2. GAS TURBINE PACKAGES

Gas Turbines are usually supplied as a built up package, which may or may not have been
assembled by the Gas Turbine manufacturer. The big advantage of the package arrangement is
that the manufacturing company can complete the majority of the equipment testing.
Given a suitable prepared site the gas turbine can be quickly installed to site services and can
be operating much quicker than if were to be built up, on site.
2.1. GAS TURBINE PACKAGES
Working Cycle
Both the piston engine and the gas turbine are examples of internal combustion engines and the
gas turbine working cycle is similar to that of the four-stroke piston engine.
Both have a cycle of compression, combustion, expansion and exhaust. The main difference in
the working cycle is that the gas turbine cycle is continuous, whereas the piston engine is
intermittent – having valves to give the start or finish of each quarter of the cycle. In the gas
turbine, combustion occurs at a constant pressure, whereas in the piston engine it occurs at a
constant volume.
The Simple Cycle
In its simplest form the gas turbine comprises of three major components operating on an open,
internal combustion cycle. Open cycle means that the working fluid (air) is being constantly
replaced. In a closed cycle the same air would be re-used after doing the work (the heat would
then be removed from the exhaust by some type of heat exchanger).
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 16 of 55
2.2. GAS TURBINE AIR INTAKE SYSTEM
Air Inlet and Filtration
Failure to provide suitable air filtration at the turbine inlet can result in:
• Erosion
• Fouling
• Corrosion
• Blockage of cooling air passage
Erosion
Both the axial compressor and the hot-path parts can be affected by erosion from hard, abrasive
particles, such as sand and mineral dusts. As these particles impact upon the compressor
blades, they cut away a small amount of metal. Not only does erosion reduce aerodynamic
performance but also the reduction in the cross- sectional area of the compressor blades could
lead to serious turbine damage, if because of increased local stresses it should break loose
during operation.
Compressor Fouling
The efficiency of an axial compressor is dependent on, among other considerations, the
smoothness of the rotating and stationary blade surfaces. These surfaces can be roughened by
erosion, but more frequently roughening is caused by the ingestion of substances that adhere to
the surfaces. These include oil vapours, smoke and sea salt.
The rate at which the fouling takes place is difficult to quantify because it depends not only on
the types and quantities of materials ingested, but also on the particular properties of the
substances that cause them to stick. Filtration can remove some, but not all, of these substances.
Certain vapours that are adhesive when they condense can pass through filters. Other vapours
may originate between the filter and the compressor, such as occasional lube-oil leaks.
Compressor Corrosion
Corrosion of compressor components can be caused by wet deposit of sea salt, acids and other
materials. In addition to rusting the compressor wheels, such corrosion is also manifested as
pitting of the compressor blading. Pitting causes a roughening of the airfoils with consequent
reduction in the aerodynamic performance of the compressor. These pits also cause local stress
and may diminish the fatigue life of the blades. In addition to filtration, protective coatings for both
blading and wheels have been found very effective in extreme environments.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 17 of 55
Hot-Section Corrosion
Possibly the single most important and frequently encountered consequence of inadequate air
filtration has to do with the ingestion of certain metals, which, after combining with sulphur and/or
oxygen during the combustion process deposit on the surfaces on the hot gas path equipment.
There are four such metals, which cause particular concern and these are:
• Sodium (Na)
• Potassium (K)
• Vanadium (V)
• Lead (Pb)
These metals, either as sulphates or oxides cause the normally protective oxide film on hot gas
path parts to be disrupted so that the parts oxidise several times faster than in the presence of
gases free of them.
Cooling Passage Blockages
A flow of cooling air through passages in the combustion liner, nozzles, and blades is necessary
to control metal temperatures of these parts. Since the cooling flow of air is extracted from the
compressor of the gas turbine, contaminants in the inlet air may also be present in the cooling
air.
If these contaminants cause a build-up in the cooling passages, heat transfer is degraded and
temperatures may increase to levels that give rise to metal fatigue.
2.3. AIR FILTERS

Filtration is the prime method of removal of particles that could cause corrosion or blockage
however they are not completely successful at dealing with gaseous or vaporous materials. The
filtration system chosen should itself offer the following:
• Minimum size and weight with a good air flow pattern
• Adequate filtration to protect the engine from all damaging particulates
• Minimal maintenance
2.4. AIR INLET FILTER HOUSE

Air is admitted to the gas turbine compressor via an air inlet filter house, ducting/silencing sections
and an air inlet plenum.
The single face air inlet filter house comprises of three stages of filtration.
• Initial stage of weather louvers
• Second stage consisting of a bank of pre-filter pads to extend the life of the high
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 18 of 55
efficiency filters
• Third stage filter containing a bank of high efficiency filters for fine dust particle
removal
The filters are contained in a mild steel, elevated enclosure with a floor area. The enclosure has
access doors and an emergency, gravity operated air by-pass door preceded a mesh trash
screen to prevent ingress of debris into the ducting. The filter house is fitted with weather hoods
to protect against the ingress of rain/snow. Delta pressure switches are fitted externally of the
filter housing to each set of filters to display/alarm the efficiency of the filters.
First Stage Filtration – Weather Louvers
The weather protection consists of a chevron vane intake weather louver. The vanes are
designed to minimise the chance of precipitation (rain water) passing into the latter stages
of the intake system. Moisture collected by the vanes drains into the base channel, from where
it is piped to a convenient disposal point.
Second Stage Filtration – Pre-Filter
The second stage of filtration consists of one bank of pads that act as a pre-filter for the final high
efficiency stage.
The pre-filters comprise 4-inch thick adhesive impregnated glass fibre pads. The pad density is
graduated in the direction of the airflow by both increasing and decreasing the diameter of the
fibres; this ensures penetration of the collected dust through the pad, thus increasing the dust
holding capacity.
Third Stage Filtration – High Efficiency Filter
The efficiency of the initial separator begins to fall at particle size of 5 to 7 microns, and in order
to maximise filtration of particles below this size, a high efficiency filter is installed.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 19 of 55
3. CONVENTIONAL FILTERS
Most gas turbines, use what is termed a media-type filter that is replaced when they become
dirty. The media usually used is glass fibre or a treated paper. These conventional filters
generally take the form of a rectangular panel.
The panel filters typically contain a depth-loading medium. Particles are actually trapped within
the body of the material itself. Depth loading has a “billowy” texture that allows the particles to
penetrate into the filter.
Note
The seal on the filter element is very important as there is no point in providing high efficiency
filters if contaminated air is continually leaking past them because of poor sealing arrangements.
High-efficiency filters have an initial pressure drop which depends on their construction,
installation, and on the quantity of air passed through each filter element. Filters normally use a
pleated media in order to increase the available surface area, this decreases pressure drop and
increases dust-holding capacity.
As dust is accumulated, pressure drop rises. The rise is relatively slow at first, but increases
more rapidly as the filter nears the end of its useful life. The final pressure drop depends upon a
trade-off between filter life and the gas turbine performance
3.1. INLET DUCTING

The air inlet ducting consists of a number of rectangular sections that complete the air inlet
system between the air inlet filter house and the gas turbine inlet aperture. It is suitably stiffened
to prevent undue vibrations taking place as a result of the large volumes of air flowing through
the ducting. The ducting is supported by a structure constructed from rolled steel sections.
3.2. INLET SILENCER

The air inlet silencer section is of the parallel baffle type, with perforated panels, with a glass
fibre in-fill, providing sound attenuation whilst permitting a free flow of air.
3.3. INLET PLENUM

An air inlet plenum provides the air inlet system to the gas turbine. This is a lined sheet metal
box-type structure mounted on, and welded to, the turbine base and enclosing the compressor
inlet casing. The inlet plenum is open at the top for connection to the inlet ducting and air filtration
system.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 20 of 55
3.4. INLET DUCTING SUPPORT STEELWORK

The inlet ducting is supported by an integral structure constructed from rolled steel sections.
Access ladders and platforms are included for access to the filter house for maintenance
purposes.
3.5. THE SKID UNIT

The Skid unit contains the following items:
• Turbine Compartment
• Accessory Compartment
• Turbine Compartment
NOTE: The following description is for a Rolls Royce RB211 Turbine
The gas turbine has a seventeen stage axial compressor. The compressor rotor consists of
individual discs for each stage and these are connected by through bolts.
The turbine rotor consists of three stages, with one wheel for each stage. The turbine rotor
wheels are assembled by through bolts, these are similar to those on the compressor, but have
spacer pieces between each wheel. The entire rotor assembly is supported by two bearings.
All turbine stator stages utilise precision cast, segmented nozzles, which are supported from the
stationary shrouds. This arrangement removes the hot gas path from direct contact with the
turbine shell.
The gas turbine unit casings and shells are split and flanged horizontally for convenience of
disassembly. Compressor discharge air is contained by the discharge casing and turbine shell.
The ten combustion casings are mounted from the discharge casing.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 21 of 55
4. ACCESSORY COMPARTMENT
4.1. MAJOR COMPONENTS
The accessory compartment, which is mounted on a base with the turbine compartment, contains
all the mechanical and control elements necessary to allow the gas turbine to be a self-contained
station.
The major components located in the accessory compartment are:

• Lubricating oil system and reservoir
• Lube oil coolers
• Starting engine
• Accessory gearbox
• Fuel system (gas/diesel)
• Hydraulic oil system
• Cooling water system
• Turbine control panel
4.2. COMPRESSOR SECTION

The axial flow compressor section consists of the compressor rotor and the enclosing stator
casing. Mounted from the casing are the 17 (seventeen) stages of compressor blading and the
Inlet and Exit guide vanes. Atmospheric air having been drawn into the compressor via the air
filtration system is compressed in stages by a series of alternate rotating (rotor) and stationary
(stator) airfoil shaped blades.
Compressed air is extracted from the compressor:

• Turbine bucket and disc cooling
• Turbine shell and exhaust frame cooling
• Bearing sealing
• Compressor pulsation control during start-up
Blading
The compressor rotor blades are airfoil shaped and are designed to compress air efficiently at
high blade tip velocities. The forged blades are attached to their wheels by axial dovetail
connections. The dovetail is accurately machined to maintain each blade in the desired location
on the wheel.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 22 of 55
The compressor forged stator blades are airfoil shaped. Stages one to four are mounted by axial
dovetails into blade ring segments. The blade ring segments are inserted into circumferential
grooves in the casing and are held in place with locking keys. Stages five to the exit guide vanes
are mounted on individual rectangular bases that are inserted directly into the circumferential
grooves in the casings.
Compressor Rotor Assembly
The compressor rotor assembly consists of a forward stub shaft, on which are mounted the first
stage rotor blades. The forward stub shaft is machined to provide:
• Forward and aft thrust bearing faces
• The journal for the No.1 bearing
• Sealing surfaces for the No. 1 bearing seals
• Compressor inlet low-pressure air seal
Each stage of the compressor is an individual disc assembly, comprised of a wheel with mounted
blades. The discs are held together axially by a number of through- bolts arranged around the
bolting flange in the wheel. The wheels are positioned radially by a rebated-fit near the centre
and do not contact at the rim. Transmission of torque is accomplished by the face friction at the
bolting flange.
Both the wheels and the wheel portion of the stub shaft, have broached slots round their
periphery. The rotor blades are inserted into these broached slots and are held in axial position
by staking each end of the slot. Selective positioning of the wheels is made during assembly to
reduce the rotor balance correction. After wheel assembly, the compressor is dynamically
balanced.
4.3. COMPRESSOR STATOR

The stator (casing) area of the compressor section is composed of four (4) major sub-
assemblies:
• Inlet casing
• Forward compressor casing
• Aft compressor casing
• Compressor discharge casing
These sections, in conjunction with the turbine shell, constitute the outer wall of the gas-path
annulus and the structural backbone of the unit. There is close tolerance between the rotor blade
tips and the casing bore for maximum aerodynamic efficiency.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 23 of 55
Inlet Casing
The inlet casing is located at the forward end of the gas turbine. Its prime function is to direct air
uniformly into the compressor. The inlet casing also supports the No.1 bearing assembly, thrust
bearings, and variable inlet guide vane assembly. The variable inlet guide vanes are located
at the aft end of the inlet casing.
Forward Compressor Casing
The forward compressor casing contains compressor stages one to four. One end of the forward
support plate is bolted and doweled to the casings forward flange, and the other end is welded
to the turbine base.
Aft Compressor Casing
The aft compressor casing contains stages five to ten. Extraction ports in the casing permit
removal of fifth stage and eleventh stage compressor air. The fifth stage air is used for cooling
and sealing functions, and the eleventh stage extraction is used for bleeding air to the exhaust
plenum during start-up and shutdown for pulsation control. On offshore platforms eleventh stage
air extraction is also used for Instrument and Utility air supply.
Compressor Discharge Casing
This casing contains compressor stages eleven to seventeen, in addition, two (2) rows of exit
guide vanes and the discharge diffuser. The function of the compressor discharge casing is to
support the stator blading and the combustion cans, to provide the inner and outer side walls of
the diffuser, and to join the compressor and turbine stator. This casing also provides an inner
support for the first stage turbine nozzle.
The compressor discharge casing consists of two (2) cylinders. One cylinder is a continuation of
the compressor casing, and the other is an inner cylinder surrounding the rotor distance piece.
Radial struts connect the two cylinders.
4.4. COMPRESSOR AIR EXTRACTION (GENERAL)

During operation of the gas turbine, air is extracted from various stages of the axial flow
compressor to:
• Cool the turbine parts subjected to high operating temperatures
• Seal the turbine bearings
• Provide an operating air supply for air-operated valves
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 24 of 55
Fifth stage air
Air is extracted from the compressor fifth stage and is externally piped from connections in the
upper and lower half of the casing for cooling and sealing of all rotor bearings.
Eleventh stage air
Air from the compressor eleventh stage is bled only during start-up and shutdown for pulsation
control. The compressor bleed valves are “closed” during unit operation, so that maximum energy
is available to the output shaft.
Seventeenth stage air
Air extracted from the compressor seventeenth stage flows radially inward between the sixteenth
stage wheels, to the rotor bore, and thence aft to the turbine where it is used for cooling the
turbine first and second stage buckets and rotor wheel.
4.5. COMBUSTION SYSTEM

The combustion system is of the reverse flow type and consists of canted combustion chambers
arranged around the periphery of the compressor discharge casing. This system also includes
the fuel nozzles, spark igniters, flame detectors and cross-fire tubes. Hot gases, generated from
burning fuel in the combustion chambers, are used to drive the turbine.
High-pressure air from the compressor discharge is directed around the transition piece and into
the annular spaces that surround each of the ten combustion liners. This air enters the
combustion liner through small holes that control the combustion process. Fuel is supplied to
each combustion chamber through a nozzle designed to disperse and mix the fuel with the
correct amount of combustion air within the liner.
4.6. COMBUSTION CHAMBERS & TRANSITION PIECES

Discharge air from the axial flow compressor flows forward along the outside of the combustion
liner, toward the fuel nozzle end of the liner.
A portion of the air flows all the way forward and enters the combustion chamber reaction zone
through the liner cap holes and swirl plates.
The hot combustion gases from the reaction zone pass through a thermal soaking zone and then
into a dilution zone where additional air is mixed with the combustion gases.
Metering holes in the dilution zone allow the correct amount of air to enter and cool the gases to
the desired temperature. Annular slots are distributed along the length of the combustion liner in
order to provide a film of air to cool the walls of the liner.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 25 of 55
Transition pieces direct the hot gases from the liners to the turbine nozzles. The ten combustion
chamber liners and casings are identical, with the exception of those fitted with spark igniters or
flame detectors.
5. SPARK IGNITERS
Combustion is initiated by means of the discharge from two 15,000volt, retractable electrode
spark igniters. At the time of firing, a spark at one or both igniters ignite a chamber. The remaining
chambers are ignited by crossfire through the tubes that interconnect the reaction zones of the
remaining chambers.
As rotor speed and air flow increase, chamber pressure rises, causing the spark igniters to retract
and remove the electrodes from the combustion zone.
5.1. ULTRA-VIOLET FLAME DETECTORS

During the start-up sequence, it is essential that an indication of the presence or absence of
flame is transmitted to the control system. Four flame detectors are installed in four different
combustors. The detector consists of a small gas filled tube with two closely spaced electrodes
across which a high DC voltage is applied.
When ultra-violet (UV) radiation is present, it causes the gas in the tube to conduct that allows
the electrodes to discharge, the result is a current pulse and the discharge of the power supply.
The power supply recharges and the discharge process continues to repeat as long as UV
radiation is present. The presence of flame is determined by measuring the pulse frequency, and
the flame condition is relayed to the gas turbine control system. Failure to fire or Loss of flame is
indicated on the operator panel in the control room.
5.2. FUEL NOZZLES

Each combustion chamber is equipped with a fuel nozzle that passes a metered amount of fuel
into the combustion chamber liner. The compressor pressure ratio and fuel nozzle orifice are set
according to the Fuel Specification.
Gaseous fuels require no atomising and are directed into the combustion chamber via metering
holes at the nozzle tip.
5.3. CROSS-FIRE TUBES

The ten combustion chambers are interconnected by means of cross-fire tubes. These tubes
enable flame from the fired chambers containing the spark igniters to propagate to the unfired
chambers.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 26 of 55
5.4. GAS TURBINE EXHAUST TEMPERATURE

The temperature of the gas turbine exhaust is an important parameter as it is a key factor in the
efficiency of the turbine. The exhaust temperatures should be monitored for proper control upon
first start-up and on completion of any turbine maintenance. The turbine should be “tripped” if the
exhaust temperature exceeds the normal trip level or increases at an unusual rate.
Exhaust gas temperatures are measured by using a combination of individual thermocouples

mated to a flexible harness assembly. This harness is a one-piece assembly consisting of equally
spaced thermocouples around the periphery of the turbine. The thermocouple probes protrude
into the gas stream at the power turbine entrance. These probes react to variations in
temperature by developing a proportional electromotive force across the chrome-alum junction.
This potential difference results in meter deflections and this is calibrated into an electronic signal
that displays on the control panel to read temperatures in degrees centigrade.
The temperature control system senses the turbine exhaust temperature and introduces proper
bias to limit the fuel flow so that the maximum allowable turbine inlet temperature or the maximum
allowable turbine exhaust temperature is not exceeded. Exhaust temperature control is used as
a safety factor to override the load command when necessary. If the turbine exhaust temperature
exceeds its set point the control system will decrease the fuel input therefore reducing the load
output and bringing the exhaust temperature down to safe operating limits.
A thermocouple is a device for measuring temperatures, consisting of lengths of two dissimilar

metals or alloys that are electrically joined at one end and connected to a voltage-measuring
instrument at the other end.
When one junction is hotter than the other, a thermal electromotive force (voltage) is produced
that is roughly proportional to the difference in temperature between the hot and cold junctions.
Monitoring the exhaust gas temperature is a means of control. The actual gas temperature is
taken as an average of all the thermocouples inside the exhaust ducting.
If any thermocouple shows a big change from the average it would have to be removed and
replaced when the machine is shutdown. For any particular turbine the value of the exhaust
temperature should give some indication of heat input and load output and this reading will give
evidence of poor turbine performance.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 27 of 55
If the exhaust temperature was high when the turbine load was 100% this would indicate low
efficiency and therefore the turbine was not transferring heat energy into mechanical energy.
This means that a greater quantity of the heat is being exhausted to waste.
The reason could be damaged seals allowing gas to escape around the blade tips. Other possible
causes are; faulty blade profiles caused by a build-up on the blades or blades are distorted due
to overheating or thermal stress.
5.5. TURBINE SECTION

The three-stage turbine section converts the energy contained in the hot pressurised gas
(produced by the compressor and combustion sections) into mechanical energy.
The major turbine section components include:
• Turbine Rotor
• Turbine Shell
• Exhaust Frame
• Exhaust Diffuser
• Nozzles and Diaphragms
• Stationary Shrouds
The turbine shell and the exhaust frame constitute the major portion of the gas turbine stator
structure and the turbine nozzles, shrouds and turbine exhaust diffuser are internally supported
from these components.
Turbine Rotor
The turbine rotor assembly consists of a:

• Distance piece
• First, second and third stage turbine wheels and buckets
• Two turbine spacers
• Aft turbine wheel shaft
Concentricity control is achieved with mating rebates on the distance piece, turbine wheels,
spacers and wheel shaft. The turbine rotor is held together by through bolts.
Selective positioning of rotor members is performed during assembly to minimise balance

corrections during dynamic balance of the assembled rotor. The distance piece extends from the
first stage turbine wheel to the aft flange of the compressor rotor assembly. The aft wheel shaft
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 28 of 55
connects the third stage turbine wheel to the load coupling. The wheel shaft includes the No.2
bearing journal.
Spacers between the first and second stage turbine wheels and between the second and third
stage turbine wheels provide axial separation of the individual wheels. The spacer faces include
radial slots for cooling air passages, and labyrinth packing is located between each spacer and
the second and third diaphragms for interstage sealing.
Buckets
The turbine rotor blades are known as buckets. The turbine buckets increase in length from the
first to the third stage. The first and second stage buckets are cooled by internal airflow.
Air is introduced into each bucket through a plenum at the base of the bucket dovetail. The air
flows outward through a series of radial cooling holes and exits from these holes into the gas
path at the airfoil.
The third stage buckets are not air-cooled. The second and third stage buckets have tip shrouds,
which interlock from bucket to bucket to provide vibration damping, and support labyrinth seals
to reduce tip leakage flow.
The three stages of turbine buckets are attached to their wheels by straight, axial entry, multiple
dovetails that fit into machined cut-outs in the rims of the turbine wheels. The bucket vanes are
connected to their dovetails by shanks that locate the bucket-to-wheel attachment at a significant
distance from the hot gasses, which reduces the temperature at the dovetail. The turbine rotor
assembly is arranged so that the buckets can be replaced without unstacking the wheels,
spacers and wheel shaft assemblies.
Turbine Cooling
The turbine rotor is cooled by means of a positive flow of relatively cool (relative to hot gas path
air) air extracted from the compressor. Air, extracted through the rotor ahead of the compressor
seventeenth stage, is used for cooling the first stage buckets, the second stage aft and the third
stage forward rotor wheel spacers. This air also maintains the turbine wheels, turbine spacers,
and wheel shaft at approximate compressor discharge temperature to assure low steady state
thermal gradients, thus ensuring long wheel life.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 29 of 55
The first stage forward wheel space is cooled by air that passes through a high- pressure packing
seal at the aft end of the compressor rotor. The first stage aft and the second stage forward
wheel spacers are cooled by compressor discharge air that passes through the stage one
shrouds and then radially inward through the stage two nozzle vanes. The third aft wheelspace
is cooled by cooling air that exits from the exhaust frame cooling circuit.
Turbine Shell
The turbine shell controls the axial and radial positions of the shrouds and nozzles, and thus
controls turbine clearances and the location of the nozzles relative to the turbine buckets. This
positioning is critical to the gas turbine performance.
Six hand-holes are provided in the turbine shell, forward of the stage one nozzle, for access to
the transition piece mounting bolts. These hand-holes also serve as ports for atomising air and/or
process air extraction as required.
The turbine shell is cooled by air, which is piped to a cast in the manifold ahead of the stage one
nozzle. This cooling air passes through a series of axial holes and exits into the exhaust frame
where it cools the struts and the frame.
Exhaust Frame
The exhaust frame is bolted to the aft flange of the turbine shell. Structurally, the frame consists
of an outer cylinder and an inner cylinder interconnected by ten radial struts. The No.2 bearing
is supported from the inner cylinder.
The exhaust frame is cooled from roof-mounted blowers. Part of this cooling air flows into the
third aft wheel-space cavity.
Exhaust Diffuser
The exhaust diffuser is located between the outer and inner cylinders. Gases exhausted from
the third turbine stage enter the diffuser where the velocity is reduced by diffusion and pressure
is recovered. At the diffuser exit, turbine vanes assist in directing the gases radially outward into
the exhaust plenum.
5.6. NOZZLES
The turbine stator blades (or vanes) assemblies are known as nozzles. In the turbine section,
there are three stages of stationary nozzles. Because of the high- pressure drops across these
nozzles, there are seals at both the inside and outside diameters to prevent loss of system energy
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 30 of 55
by leakage.
The first stage nozzle is made up of eighteen (18) cast nozzle segments, each with two vanes,
and is cooled with compressor discharge air. A core plug is inserted into each vane to improve
cooling effectiveness. The segments are contained by a horizontally split retaining ring which
remains centred in the shell and allows for radial growth resulting from changes in temperature.
The second stage nozzle is also cooled with compressor discharge air. A core plug is inserted in
each vane to improve cooling effectiveness. This nozzle is made up of sixteen (16) cast
segments, each with three vanes. The nozzle segments are held in circumferential position by
radial pins from the shell into the axial slots in the nozzle outer wall.
The third stage nozzle consists of sixteen (16) cast segments, each with four vanes. It is held in
the turbine shrouds in a manner identical to that used on the second stage nozzles.
Diaphragms
The nozzle diaphragms are attached to the inside diameters of both the second and third stage
nozzle segments. These diaphragms prevent air leakage past the inner sidewall of the nozzles
and the turbine rotor. The high/low labyrinth-type seal teeth are machined into the inside diameter
of the diaphragm and mate with opposing sealing glands on the turbine rotor. Minimal radial
clearance between stationary parts (diaphragms and nozzles) and the moving rotor are essential
for maintaining low interstage leakage. This results in higher turbine efficiency.
Shrouds
The turbine bucket tips run directly under stationary annular segments called turbine shrouds.
The primary function of the shrouds is to provide a cylindrical surface for minimising bucket tip
clearance leakage. The secondary function of the shrouds is to provide a high thermal resistance
between the hot gasses and the comparatively cool shell and results in:
• Drastic reduction in the shell-cooling load

• Control of the shell diameter
• Maintenance of shell roundness
• Assurance of important turbine clearances
The shroud segments are maintained in the circumferential position by radial pins from the shell.
Interconnecting tongues and grooves seals the joints between the shroud segments.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 31 of 55
Bearings
The Gas Turbine unit contains two main journal bearings, used to support the gas turbine rotor.
The unit also includes thrust bearings to maintain the rotor-to-rotor axial position. These bearing
assemblies are incorporated in two housings, one at the inlet casing, and one at the exhaust
frame. The bearing type information is given below. These main bearings are pressure-lubricated
by oil supplied from the main lubricating oil system. The oil flows through branch lines to an inlet
in each bearing housing.
Bearing Information
Bearing housing No Class Type

1 Journal Elliptical
2 Journal Elliptical
1 Loaded thrust Self-aligned, Equalised
1 Unloaded thrust Tapered Land
No.1 Bearing
The No.1 bearing sub-assembly is located in the centre of the inlet casing assembly, and
contains three (3) bearings:
Active (loaded) thrust bearing
Inactive (unloaded) thrust bearing
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 32 of 55
Figure 5.1 - Support Thrust of Rotor Axially
Figure 5.2 - Thrust Bearing

No.1 journal bearing
Additionally, it contains a floating or ring shaft seal, labyrinth seals, and a housing in which the
components are installed. The components are keyed to the housing to provide a proper location.
The lower half of the housing is integral with the inlet casing. The upper half is a separate casting,
flanged and bolted to the bottom half.
Figure 5.3 - Journal Bearing
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 33 of 55
No.2 Bearing
The No.2 bearing sub-assembly is located at the aft end of the turbine shaft in the centre of the
exhaust frame assembly. It consists of a bearing housing, and elliptical type bearing and labyrinth
seals.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 34 of 55
RPM (Revolutions Per Minute - definitions)
(Revolutions per minute): Just that! The number of times an object completely rotates (360
degrees) in one minute.
(Revolutions per minute): A term used to describe how fast a motor is spinning. Also known as
“revs”.
RPM (Revolutions per minute) does not provide an accurate means of determining if the turbine
is functioning properly. High-pressure RPM on single and dual axial-flow compressor turbines is
governed by fuel control.
For example, RPM alone will not enable an Operator to detect a damaged or dirty compressor.
RPM carefully used in conjunction with other engine variables such as fuel flow, exhaust gas
temperature, and engine pressure ratio allow for detection. Turbines are trimmed by a fuel control
adjustment to produce full rated thrust at a fixed-throttle position
Lubrication
The two main turbine bearings are pressure-lubricated with oil supplied from the lubricating oil
reservoir. Oil feed piping is run from within the lube oil reservoir drain line, or drain channels as
a protective measure.
When the oil enters the bearing housing inlet, it flows into an annulus around the bearing liner.
From the annulus, the oil flows through machined slots in the liner to the bearing face. The oil
flows out through the ends of the bearings and is collected in a slump that drains back to the
tank.
Oil Seals
Oil on the surface of the turbine shaft is prevented from leaking to atmosphere along the shaft
by oil seals in each of the bearing housings. These labyrinth packings are assembled at the
extremities of the bearing assemblies where oil control is required. A smooth surface is machined
on the shaft and the seals are assembled so that only a small clearance exists between the seal
and the shaft. The oil seals are designed with double rows of packing teeth and an annular space
between them.
MM TC 02 02 L2
DP - Gas Turbine Engine Maintenance
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 35 of 1
Pressurised sealing air from the fifth stage extraction is admitted into this space and prevents
lube oil from spreading along the shaft. Some of this air returns with the oil to the main lube oil
reservoir and is vented to exhaust.
A seal is a device that prevents gas/fluid from leaking into another. Thus, the main function of a
seal is to effectively isolate the gas inside the turbine from the atmosphere.
The Labyrinth seal is the simplest. A series of sharp teeth are machined on the inside of a circular
metal liner fitted close tolerances around the shaft. The seal has some leakage from the high-
pressure to the low-pressure side. Machining teeth on the shaft that interlock with those on the
liner so that they almost touch can reduce leakage. Another form of teeth machined on the shaft
sleeve that presses into a soft metal sleeve fitted to the casing. The rotating teeth cut grooves in
the soft metal, leakage is very small.
The leakage across a Labyrinth seal depends on the pressure on each side, the number of teeth,
and the clearance between the teeth and the shaft. These clearances are generally about 50
microns (0.002 inch). Seals operating at pressure differentials below (50psig) use 3 to 6 teeth,
while higher pressures may require as many as 20.
6. LUBE OIL SYSTEM

Lubrication of the gas turbine, reduction gear and accessory gear is carried out by a forced feed
lube oil system, complete with pumps, coolers, filters, valves and miscellaneous control
protective devices. The lube oil is circulated to the main bearings of the gas turbine and turbine
accessories. A portion of the lube oil is diverted to the various hydraulic control devices and
functions as hydraulic control oil.
6.1. LUBE OIL TANK & PIPING

The lube oil tank has a nominal capacity of 1700 US Gallons (6434 litres) and is fabricated as an
integral part of the accessory base. It is located under the accessory section and this location
enables the majority of the lube oil and control piping to be contained within the tank. A drain
channel is fabricated along one side of the structural steel base, utilising the web of an (“I” Beam)
member as one of its sidewalls. The drain channel connects the lube oil tank with a cross-drain
channel, which is fabricated at the rear end of the base, under the exhaust section of the gas
turbine.
The oil feed lines for the gas turbine main bearings and the load equipment bearings run through
the drain channel from the supply connections inside the tank. Short branch oil feed lines from
the bearing header carry the lube oil to the machine bearings. The lube oil pumps, coolers, filter
and various control devices are installed inside the tank, and/or mounted on the top of the lube
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 36 of 1
oil tank.
Provision is made for access into the tanks interior through a manhole, located on the top of the
tank.
Two oil tank drains are provided, one at either side of the base near the bottom. The tank is
under slight pressure from the sealing air that flows into the bearing seals and down into the
tank, and therefore, must be vented to atmosphere.
The lube oil tank is equipped with immersion heaters to automatically maintain the oil in the tank
at 10C (50F) during stand-by conditions. The auxiliary pump starts automatically to circulate
the lube oil when the heating is triggered.
6.2. OIL FILTERS

Duplex filters are fitted in the oil system downstream of the coolers. The filters are interconnected
with a continuous flow change-over valve. The filter elements are resin impregnated pleated
paper of 5-micron capacity. The filters are fitted with a delta pressure gauge displaying the
pressure drop across the filters. The filters can be changed over during normal operation of the
turbine without interruption to the machine, and new filters installed as required.
6.3. LUBE OIL HEADER PRESSURE REGULATING VALVE

The lube oil pressure on the main lube oil header is maintained at approximately (25psi) by a
pressure-regulating valve that is installed in the lube oil pump discharge line before the oil filter.
The diaphragm valve is operated by sensing the oil pressure in the main bearing oil header.
Whenever the pressure in the header increases above the pressure setting of the valve, the valve
opens, dumping excess oil back to the lube oil tank and maintaining the set bearing header
pressure.
6.4. OIL LEVEL GAUGE & ALARM

The oil level gauge and alarm device is a hermetically sealed, float arm-operated device mounted
in the side of the lube oil tank, above the maximum expected level of the lube oil supply. The
float mechanism operates a dial gauge and two electric switches that activate an audible alarm
in the Control Room should the oil level rise above, or fall below, the prescribed level.
6.5. OIL COOLERS

Duplex shell and tube coolers are installed through the side of the lube oil reservoir and are fitted
with an external change-over valve to enable cleaning/maintenance without having to shut the
turbine down.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 37 of 1
The shell is carbon steel fabrication. The “U” tubes are extended surface admiralty brass. The
water box is carbon steel.
An automatic temperature control valve is fitted on the water discharge, which controls lube oil
supply temperature. Manual isolation valves are installed either side of the control valve.
Note
When starting up the gas turbine allow the circulating lube oil to pick up heat from the machine
before opening up the cooling medium to the lube oil coolers, the oil becomes less viscous.
6.6. LUBE OIL PUMPS

The main lube oil supply pump is a positive displacement gear pump driven from the accessory
gearbox via a splined quill shaft.
For start-up and shutdown, separate AC auxiliary and DC emergency motor-driven centrifugal
pumps are fitted. Operation of the stand-by pump is completely automatic and controlled by
pressure switches and speed relays (logic) from the Speedtronic Panel.
6.7. LUBE OIL SENSING & PROTECTION DEVICES

The following instruments for control, indication and protection of the lube
oil system are included:
• Dial-type thermometers for lube oil tank and bearing header temperatures.
• Provision for thermocouples in turbine and generator bearing drains.

• Permissive start lube oil temperature switch.
• Bearing header high temperature alarm and trip switches.
• Bearing header low pressure alarm and trip switches.
• Stand-by pump, stop and start pressure switches.
• Lube oil level indicator with low and high-level alarm switch (tank
mounted).
• Lube oil heaters and heater controls
• Pressure gauge - control oil line mounted
• Pressure gauge - lube oil filter and discharge line mounted.
6.8. STARTING & COOL-DOWN SYSTEMS

Before a Gas Turbine can be fired and started, it must be rotated (cranked) by some means of
accessory equipment. Various types are used within the offshore oil industry, which include
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 38 of 1
powerful Electric motors, Gas Turbine Expanders and Diesel engines.
A diesel engine or hydraulic starter or variable speed electric motor, operating through a torque
converter, is used to provide the cranking torque and speed required for the gas turbine to start-
up.
The starting system components include:
• Diesel engine, hydraulic starter or variable speed electric motor

• Torque converter with ratchet mechanism
• Hydraulic ratchet system
• Starting jaw clutch
There are also several supplementary components required for sequencing and operation of the
turbine starting system, all of which are controlled from the Operator Panel.
During the starting sequence, the gas turbine is driven through the accessory gear by the diesel
engine, torque converter, output gear and the starting clutch. The starting clutch assembly and
the engagement cylinders are mounted on the accessory gear assembly.
The accessory gear is permanently coupled to the turbine compressor shaft by a flexible
coupling. One accessory gear drives the main lube oil pump and main hydraulic supply pump
(the atomising air compressor and the main fuel pump are also fitted on a dual or liquid fuelled
unit).
Torque Converter Assembly
The Torque Converter assembly consists of a torque converter, hydraulic ratchet mechanism
and an output gear unit, mounted on the diesel engine flywheel housing.
A small engine-driven pump supplies gas turbine lube oil to the torque converter loop during
engine operation. The loop is pressurised by an orifice in the discharge port. The gear unit and
the clutch in the ratchet mechanism are lubricated by pressurised oil from the converter loop.
Drain oil from the assembly returns to the gas turbine sump by gravity and the converter loop
drains down during shutdown to unload the converter in preparation for start-up.
The torque converter consists of an engine driven pump rotor that supplies oil to a hydraulic
turbine connected to the input shaft of the output gear.
The hydraulic ratchet mechanism is a rack-and-pinion type rotary actuator connected through a
roller-ramp type one-way clutch to the input shaft of the output gear. The output gear unit
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 39 of 1
connects the ratchet mechanism and the output side of the torque converter to the starting clutch.
Hydraulic Ratchet System
Components of the hydraulic ratchet system include:

• Rotary actuator/one-way clutch mechanism in the torque converter assembly
• Hydraulic self-sequencing valve ratchet and clutch assembly
• Starting clutch solenoid
• Hydraulic ratchet pump assembly
• Relief valve
The hydraulic self-sequencing valve ratchet and clutch assembly and the starting clutch solenoid
control the starting clutch engagement and the hydraulic self- sequencing operation of the rotary
actuator. The module includes a back-pressure valve that maintains adequate pressure to the
clutch engagement cylinders; two pilot-operated valves to control flow to the rotary actuator, and
a limit switch.
The hydraulic ratchet pump assembly comprises a DC motor driving pump. The assembly pumps
lube oil from the unit-bearing header to the inlet of the relief valve and the control valve module.
The relief valve is set to relieve at approximately 94bar (1325psi). The hydraulic ratchet system
can also be manually operated by the use of a jog switch located in the accessory compartment.
Actuation of this switch interrupts and terminates operation in any automatic sequence. Switch
actuation energises the DC motor and a valve and maintains both in an energised state providing
switch contact is maintained. Release of the switch immediately de-energises both the DC motor
and valve, irrespective of the ratchet stroke position.
Starting Jaw Clutch
The Starting Jaw Clutch connects the output shaft of the torque converter assembly to the main
shaft of the accessory gear. The clutch is engaged by hydraulic cylinders (oil is supplied from the
ratchet control valve module) and disengaged by return springs in the cylinders.
Engagement is maintained by transmitted torque generated in the torque converter and /or
ratchet mechanism. Due to the one-way clutch in the ratchet mechanism, the sliding clutch hub
cannot be turned backwards except during a reset stroke of the ratchet mechanism.
The system is designed to maintain the clutch in the engaged position, except when the gas
turbine is running. To allow for inspection and maintenance of the clutch mechanism, a manual
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 40 of 1
valve is installed in the hydraulic lines between the ratchet control valve module and the clutch
cylinders.
To disengage the clutch, the valve must be shifted and the ratchet operated with the jog switch.
The clutch will then disengage the ratchet-reset stroke. Starting clutch operation is automatically
controlled through a ratchet control valve module from the Turbine Control Panel. The panel also
includes protection against any component malfunction or failure.
Accessory Drive System
During start-up of the gas turbine the accessory gear transmits torque from the starting device
(Diesel engine/Electric motor) and the torque converter assembly to the gas turbine shaft. After
start-up, torque is transmitted from the gas turbine shaft via suitable gear drives to the following:
• Fuel pump (liquid fuel only)

• Main lube oil pump
• Cooling water pump
• Control oil pump
• Main atomising air compressor (liquid fuel only)
The accessory gear drives are lubricated from the bearing header supply and drain back to the
lube oil reservoir by gravity.
The Mechanical Overspeed Bolt is also located within the accessory gearbox.
Hydraulic Oil System
High pressure hydraulic oil is supplied by an auxiliary gear driven pump. Duplex (0.5 micron)
filters are installed in the hydraulic oil system to give the necessary standard of cleanliness
required by the control devices.
Gas Fuel System
The gas fuel system consists of a strainer and a combined stop/speed ratio and control valve
and gas distribution manifold which distributes the fuel evenly to the ten fuel nozzles.
Strainer
A Wye-form strainer is provided to remove foreign particles from the fuel gas before it is admitted
to the combined stop/speed ratio and control valve assembly. The strainer is provided with a
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 41 of 1
blow-down connection that is used to keep the internal screen of the strainer clean.
The strainer is cleaned shortly after any disassembly of the fuel gas lines. The strainer should
also be cleaned periodically during operation, the frequency depending on the quality of the fuel
gas. The renewable basket type element screen has holes that are normally 3 mm (0.125 ins.)
in diameter.
Combined Stop/Speed Ratio and Control Valve
This system consists of two valves, namely a stop/speed ratio valve and a control valve,
contained in the same steel casing. Both the valves are single acting electro- hydraulically
operated, and the function is to provide precise metering of fuel gas flow in accordance with the
speed and load requirements of the gas turbine.
In addition, the stop/speed ratio valve, which is located upstream of the gas control valve, shuts
off the flow of gas fuel to the turbine when required under normal operation, if desired by the
operator or under emergency trip conditions.
The principle components of the stop/speed ratio and control valve:
• Valve discs, seats, stems, closing springs and components in the valve body,
including stem packing;
• Hydraulic cylinders, including pistons, rods and seals;
• Trip relay, including body and spool valve (stop/speed ratio valve only);
• Electro-hydraulic servo valves;
• Linearly variable-differential transformers (LVDT) – two on the control valve and
one on the stop/speed ratio valve;
• Manual flushing valves;
• Hydraulic accumulators, including piston, cylinder and nitrogen gas pre- charging
valve;
• Accumulator shut-off and bleed valves;
• Pressure transducer to sense gas fuel pressure at inlet to control valve;
• Valve body and yoke.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 42 of 1
Reason for Speed Ratio Valve
The speed ratio valve is included in the fuel gas system in order to make the fuel flow a function
of both speed and voltage control signal (VCE). As on a liquid fired unit, the fuel pump of the oil
system is driven directly through the accessory gearbox from the gas turbine. Fuel flow is
automatically a function of speed. Since the pump stroke is linear with the VCE, the output can
be thought of as a product of speed and VCE.
Similarly, the speed ratio valve is included in the gas system in order to provide an input gas
pressure to the control valve, which is a function of speed. By controlling the inlet gas pressure
to the control valve in this fashion, the control characteristics can be correlated to the oil system,
facilitating operation either on dual fuel or in changing over from one fuel to another.
The turndown for control purposes of the gas control valve is considerably less with the inlet
pressure control than with systems incorporating constant gas pressure at the valve inlet. This
greatly improves valve control and fineness of response and results in a superior control for gas
only units.
Description of Valves
Both of the valves consist of a single seated, spring closed, venturi type valve seat, and a skirted
valve disc, together with a free floating valve stem and a bushing with the necessary packing,
and a retainer to keep gas fuel leakage past the valve stem to a minimum.
The skirted valve discs are specially contoured to match flow area required against the lift (or
stroke) for the specific fuel gas to be fired.
The valve stem, bushing, and packing arrangement consist of hardened steel bushing and a
stem with a spring-loaded Vee-type Teflon packing, gland, valve stem seal and retainer. Packing
leak-off connections are provided in the valve body opposite the valve stem-packing gland, to
pipe leakage gas to an atmospheric vent.
Control
The position of each valve is controlled by an electrical signal from the gas turbine control system.
This signal causes the electro-hydraulic servo-valve of each valve to admit or relieve control oil
from the hydraulic cylinder-actuating valve. The linearly variable-differential transformers (LVDT)
provide a position feedback signal to the control system. indicating that the valve is either in the
required position or that a further position change is necessary.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 43 of 1
The accumulators in the hydraulic supply line provide an instantaneous flow of oil when required
by rapid position changes of the valves. Hydraulic control oil is supplied from the H.P. hydraulic
control oil system.
Gas Control Valve
This valve provides the final precise metering of gas fuel to the turbine. The inlet pressure to the
gas control valve is regulated by the ratio function of the stop/speed ratio valve. The position of
the control valve, and thus the quantity of fuel flowing to the combustion chambers, is a linear
function of the variable control voltage (VCE) generated by the control system.
The VCE is compared by the control circuit to the position feedback signal originated by the
LVDT’s located on the control valve and the electro-hydraulic servo-valve is actuated to position
the control valve such that both signals match, the control valve is then in the required position
as called for by the VCE signal.
Stop/Speed Ratio Valve – Speed Ratio Function
The ratio function of this combined valve provides a regulated inlet pressure for the gas control
valve. The valve functions in a similar manner to that described above except that the VCE signal
is replaced by a signal obtained from the voltage output of the speed amplifier contained in the
control system, and a transducer of the pressure into the gas control valve.
The control system acts to regulate the pressure entering the control valve as a function of turbine
speed. The pressure control loop (transducer) generates a position signal to position the
stop/speed ratio valve so as to provide the required inlet gas pressure at the control valve. The
actual positioning of the valve is effected in a similar manner to the control valve described above.
Stop/Speed Ratio Valve – Stop Function
This serves to provide a tight shut-off of the gas fuel as required. A hydraulic trip relay is located
between the electro-hydraulic servo-valve and the hydraulic cylinder, and is operated by the H.P.
trip oil system. When the trip oil pressure is normal, the trip relay spool is held in such a position
as to allow flow between the electro-hydraulic servo and the hydraulic cylinder, thereby permitting
normal control of the speed ratio function to take place.
In the event of a normal or emergency fuel shut-off the trip oil pressure is dumped to a low value
and the spring in the trip relay shifts the relay spool to interrupt the flow path between the electro-
hydraulic servo and the hydraulic cylinder. The hydraulic cylinder oil is dumped back to the lube
oil tank.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 44 of 1
When the trip oil is dumped, the closing spring located on the top of the stop/speed ratio valve
disc slams the valve shut instantaneously.
Fuel Gas Distribution Manifold
The fuel gas used for the turbine is gas that has been through the Glycol Dehydration process
to remove the water from the gas stream before being directed to the turbine. Prior to entering
the turbine, the fuel gas is passed through a filter. This cylindrical vessel contains tubular filter
elements that remove any entrapped liquid in the gas stream.
Upon leaving the filter the gas stream passes through a 3-way automatic valve before entering
the turbine. The 3-way automatic valve is part of the control logic and in the event of a turbine
shutdown the 3-way valve shuts the gas flow to the machine and vents to flare as part of the
shutdown logic.
The Stop/Speed ratio and Control valve supplies gas fuel to each of the ten combustion
chambers. The manifold is of ring form and extends around the circumference of the turbine. The
manifold and all other supply piping are designed to produce equal pressure at each fuel nozzle,
thereby ensuring equal flow.
Load Gearbox
The output of the gas turbine is transmitted to the generator via a totally enclosed vertically off-
set helical reduction gear unit, incorporating a pair of machine-cut, double helical gears. These
gears have a working face width sufficient to meet the power requirements.
The gear casing is made of cast iron and comprises a lower, intermediate and upper section,
bolted together in the horizontal wheel and pinion centre line planes. The casing is equipped with
end covers, oil catchers, inspection covers an oil drain and lifting lugs.
The gearbox high-speed input quill shaft is connected to the turbine by means of a solid coupling.
The gearbox low speed input quill shaft is directly coupled to the generator.
The gear unit is complete with internal lubrication lines with flanged connections to the turbine
lube oil piping system.
The load gearbox is contained in a compartment within the generator package, mounted on the
generator bedplate. It is ventilated by a roof mounted, AC motor driven, forced draught fan unit
and the compartment air is exhausted through a set of weather louvers located at the top of the
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 45 of 1
enclosure.
The compartment has a fire detection system that is connected into the gas turbine protection
system.
6.9. HEATING & VENTILATION SYSTEM

The following heaters are provided to maintain suitable start-up temperatures and humidity
protection during shutdown and stand-by periods:
Electric (AC) space heaters are installed in the accessory, turbine and generator compartments.
Electric (AC) immersion lube oil heater is installed in the oil tank to maintain suitable operating
temperature (10C) during shutdown and stand-by periods.
Ventilation for the compartments during turbine operations is provided for accessory and turbine
areas by a duty/standby pressurisation motor-driven fan arrangement. The fan draws air from
the outside via an inlet filter at the accessory end of the acoustic enclosure and discharges
through outlets on the roof at the turbine end of the enclosure.
6.10. GAS TURBINE ENCLOSURES

A free standing, walk-in off-base acoustic enclosure is provided to enclose the accessory
compartment, inlet and exhaust plenums and gas turbine shell, this forms a single, complete
enclosure package.
The enclosure is supported off base and consists of removable acoustic panels mounted on a
steelwork frame.
The load gearbox is mounted and packaged on the generator bedplate.
Gas Turbine Cycles
A gas turbine is actually an Internal Combustion engine since it burns a mixture of air and fuel.
Hot pressure gases pass through a series of fixed and moving turbine blades (the gas consists
mainly of air). This mechanical energy causes the rotation of the shaft. As the gas passes through
the impellers it expands and this causes a drop in pressure and temperature.
The gas has given up heat energy and this is converted to mechanical energy in the turbine. The
gas is exhausted to the atmosphere, and for this reason this type of turbine system is known as
the (Open or Simple Cycle Gas Turbine).
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 46 of 1
In the basic turbine there are four basic processes:

• Compression in the compressor
• Heat addition in the combustion chamber
• Expansion in the turbine
• Exhaust to atmosphere where heat is lost
A compression ratio of about 10:1 is about average for a simple cycle compressor so that the
pressure of the air is approximately 147psia at the exit. The temperature of the air rises from
atmospheric to approximately 230C at the inlet of the turbine. After combustion in the
combustion chamber the temperature is increased to approximately 980C. This temperature
will rise if the fuel flow is increased. Both the temperature and pressure fall as the gas passes
through the turbine where it exits at atmospheric pressure. The stack temperature is
approximately 535C.
Both natural gas and fuel oil are used to drive gas turbines. However, both of these fuels contain
a considerable amount of hydrogen. This reacts with oxygen to form steam, and the steam
passes through the turbine to the exhaust stack as vapour.
There are various types of compressor but the most common is the axial compressor. This type
of compressor contains both rotating and fixed blades. The rotating blades are fixed to the turbine
rotor and there can be as many as 12-18 stages. The fixed blades are situated between each
rotating blade. The blades slow down the velocity of the air by resistance and guide the air onto
the next rotating blade.
As the air is forced through the compressor the pressure increases. The size of the blades
reduces through the compressor stages thus increasing the pressure. Along the compressor
length there are low pressure points where air is extracted and this is utilised to the turbine casing
as cooling and sealing air. Guide vanes at the inlet to the compressor control the amount of air
introduced. They also adjust the angle at which the air enters the compressor. At start up and
shutdown the guide vanes are set to their minimum position and this prevents the compressor
from surging.
Combustion Section
This is the space required for the burning of fuel, and it also provides dilution of the hot flame.
This secondary air reduces temperatures inside the casing. For example, this secondary air can
reduce temperatures from 1650C to 1100C. Some turbines are fitted with multiple combustion
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 47 of 1
chambers called canned annular arrangement; others use one large vertical burner.
The combustion chamber has a liner fitted round it to insulate it from the casing. The space
between the casing and the combustion chamber is also cooled by air from the compressor.
Further down the liner apertures are used to provide additional air to mix with the hot gas stream
to reduce its temperature, this is called secondary air.
The amount of air to cool the liner wall and dilute the hot gas stream is approximately four times
the amount used for complete combustion.
The temperature rise through the combustion chamber depends on four factors:
• Amount of air
• Amount of fuel supplied
• Heating value of the fuel
• Efficiency of combustion
The main factor is the amount of fuel burned so normally the airflow is kept constant and the fuel
flow is regulated. As the fuel burns the products of combustion are gasified and add to the flow.
This increases the pressure and temperature in the turbine as the volume of gas increases. The
pressure ratio increases and this increases the efficiency.
The combustion efficiency measures how well the fuel is burning. If the atomisation of the fuel
oil or the ignition is poor the fuel oil will not burn completely. To determine the efficiency, the
actual temperature, rise across the turbine is compared with the theoretical rise for complete
combustion. Normally the efficiency of turbine combustion is between 90 and 100%. The
combustion efficiency for a gas turbine is lower at start up and at low loads.
The combustion can contain crossfire tubes that allow the flame to jump from one combustion
can to another. It also contains fuel nozzles, spark plugs and ultra- violet flame detectors. The
burners contain connections for atomising air, fuel oil and purge air to clean the nozzles.
Atomising air is only used when fuel oil firing is used instead of gas firing. To ignite the fuel oil in
the turbine retractable spark plugs are used. The fuel oil is normally taken from a supplied ring-
main system and fed to the turbine via dual changeover filters and a fuel oil shutdown valve. The
fuel oil is then force fed through a splitter to the combustion cans.
To eliminate explosive mixtures during the start-up, ignition must be obtained within (30 seconds)
or “Flame failure” will be indicated on the Control panel and the turbine will be shut down as part
of the safety logic.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 48 of 1
Combustion gases pass through the transition pieces before it enters the turbine. Air from the
compressor discharge is passed counter clockwise over the transition pieces to cool them down
before passing into the combustion chamber.
Combustion Chamber Designs
A successful combustion chamber design must satisfy many requirements and the relative
importance of each requirement varies with the application of the gas turbine. Most design
requirements reflect concerns over engine costs, efficiency, and the environment.
The basic design requirements can be classified as follows:

• High combustion efficiency at all operating conditions.
• Low levels of unburned hydrocarbons and carbon monoxide, low oxides of
nitrogen at high power and no visible smoke. (Minimised pollutants and
emissions).
• Low-pressure drop. 3%-4% is common.
• Combustion must be stable under all operating conditions.
• Consistently reliable ignition must be attained at low temperatures.
• Smooth combustion, with no pulsations or rough burning.
• A low temperature variation for good turbine life requirements.
• Useful life (thousands of hours) particularly for industrial use.
• Multi-fuel use. Characteristically natural gas and diesel fuel are used for
industrial applications.
• Designed for minimum cost, repairs and maintenance.
Combustion is a continuous process that takes place at a high pressure and at a temperature in
excess of the melting point of the combustion chamber.
A number of designs are available however in these notes only two types will be considered, as, for
all, the principles are the same.
The systems, which will be considered, are:

• Can Annular (Multiple cylinder reverse-flow
• Single combustor
• Can-Annular Combustors
This arrangement consists of a number of combustion chambers (combustors) located axially

around the circumference of the compressor discharge casing. Typically, there are ten (10) such
combustors.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 49 of 1
Operation
The air flows from the axial compressor discharge into the annular space formed by the aft end
of the discharge casing and frame assembly and the forward section of the turbine shell. The air
is then directed into the combustion chamber, where it flows round the combustion liner, travelling
in a forward direction.
Entry into the combustor is affected through louvers on the combustion liner walls, and through
metering holes in the combustion liner cap.
This distribution of air has major advantages:

1. A film of air sweeps the combustion chamber liner walls preventing overheating of the
combustion case assembly.
2. The inner combustion chamber liner cap is cooled by the airflow.
3. Air entering at the combustion liner cap prevents fuel impinging on the chamber wall to
form carbon deposits.
4. A centre of pressure is formed by air from the first set of holes, from which a flow is
maintained upstream and downstream, with the following results:
5. The upstream flow mixes with the fuel to form a recirculating mass of hot gas, which
maintains ignition over a wide range of fuel flows. The downstream flow provides
mixing and blending to control the temperature of the hot gases to the first stage
turbine nozzle.
6. The combustion chamber utilizes two igniters. The chambers are interconnected by
tubes-located near the upstream ring of perforations
called the crossfire tubes. When one combustor ignites, the sudden increase in pressure loss
forces flame through the interconnecting tubes to adjacent combustors, immediately lighting.
The advantages of this arrangement are:

1. A large number of fuel nozzles results in a very good circumferential temperature
distribution at the turbine inlet.
2. The radial combustion temperature profile is slanted to favour the turbine blades
so that the hottest gas flows to the blade tips and the root sections run cooler
than the average temperature.
3. Maintenance is simplified.
4. Less radiation to combustion liner walls.
5. Components can be more easily tested at full pressure.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 50 of 1
6. Conditions before installation.
Single Can (tubular)
These large single combustors offer the advantage of simplicity of design and long life because
of the low heat release rates. Direct access of the hot sections can be achieved for inspection
and maintenance.
These combustors are very large, particularly on large power units, and can measure as much
as 3 metres in diameter, and 10 metres high. This design, like the previous arrangement uses
the more efficient reverse flow arrangement.
Air enters the turbine through the annulus between the combustor can and the hot pipe. The air
then passes between the liner and the combustor can and enters the combustion region at
various points of entry. About 10% of the air enters at the combustion zone, approximately 30-
40% of the air is used for cooling purposes, and the rest is used for dilution air.
A feature of this design is the use of special finned segments that resemble roof tiles. These tiles
are used to protect the upper combustion chamber and on their inner face is a weld deposited
facing. A damaged tile can be easily replaced. The discharge of the can is into several nozzles
circumferentially placed. This design produces a less even distribution of temperature. This
single type of burner can handle gas or liquid fuels. A vane assembly effectively mixes the fuel
and the air.
The turbine section is the area where mechanical power is developed but only a portion is used
with the rest going to the compressor. There are two types of turbines namely, the Impulse type
and the Reaction type. The difference is in the design of the rotor blades. In the case of the
Impulse turbine the fixed blades cause a pressure drop across the fixed blades only whereas in
the Reaction turbine there is a pressure drop over each set of blades. The Reaction turbine
therefore requires more blades to reduce the pressure drop across the turbine.
The auxiliary equipment may be driven by individual electric motors or through an accessory
gearbox, which is coupled to the rotor at the compressor end of the unit. This gearbox supplies
the drive at the designated speed for each of the turbine accessories. Typically, the accessories
are the main lube oil pump, the main hydraulic oil supply pump, the liquid fuel pump, the main
atomising air compressor and the cooling water pump.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
28/02/2018
Page 51 of 1
The turbine overspeed bolt is connected at the accessory gearbox. This is a hydraulic
mechanism that shuts down the compressor if the speed exceeds the designated over speed.
The gearbox is also the point of connection between the turbine rotor and the starting device.
Before the turbine can be brought up to speed the rotor has to be turned slowly (cranked) by an
outside source. This “Cranking Motion” is provided by an electric motor or a diesel engine, but in
some offshore installations small gas expander turbine are utilised.
This type of mechanical equipment provides a much better control over speed and torque during
start-up of a gas turbine. Where a fixed speed drive is used a hydraulic torque converter is used
for speed control.
Arrangements for starting depend on the specific gas turbine but the principle functions are the
same. First the starting device is run up to speed and the power is transmitted to the torque
converter. This is hydraulically controlled therefore the hydraulic oil and lube oil systems must
be in operation.
Power is transferred through the torque converter to the turbine shaft (rotor) to commence
rotation. This is sometimes referred to as “Break Away”, and the maximum torque must be
applied at this point. As the rotor accelerates the torque converter adjusts the torque transfer to
meet the demand.
It will initially decrease and then increase again as the compressor starts to compress air at a
rising pressure. Eventually as firing speed is reached combustion is established and the rotor
continues to accelerate under its own power, plus the power of the starting device. The starting
device is disengaged automatically and the turbine continues to run under its own power and
becomes self- sustaining.
The turning gear (hydraulic ratchet) provides low speed rotation before engaging the starting
device. The turning gear other function is; it can turn the rotor when the unit is shutdown. This is
necessary to avoid uneven heat distribution and “Bowing” of the turbine rotor.
MM TC 02 02 L2
MM TC 02 02 L2
Rev. 00
01/03/2018
Page 52 of 55
7. GLOSSARY
Alloy: A mixture of metals.

Alternating Current: Electric current in which the polarity reverses 60 times
each second.
Assembly: Two or more parts that are fitted together to make one functional
part.
Bearing: A pert of a machine that supports a shaft and allows it to rotate freely
and smoothly.
Core: The main or central part of something.
Cylinder: The part in which a piston reciprocates.
Deflect: To turn aside; to bend.
Dry Steam: Superheated steam.
Foreign Object: Object that is somewhere it does not belong and is not
wanted.
Friction: Rubbing of one body against another.
Gearbox: Gears in a housing that are used to transfer power from a driver to the
equipment being driven; usually required for changing speed
or direction of rotation or both.
Inject: To force a fluid into a chamber.
Isolate: To set apart from others; to separate.
Magnet: An object that attracts iron. It produces a magnetic field.
Magnetic Lines of Force: Lines of force that spread from a magnet.
Progressively: In a continuous and connected sequence.
Ratio: Proportion.
Reciprocate: To move back and forth.
Reservoir: A place where a liquid is stored, such as a tank where lubricating oil
is kept in quantity for use in an engine.
MM TC 02 02 L2

Gas Turbine Engine Maintenance Underpinning Knowledge: Code: MM TC 02 02 L2 Revision Number: 00 Issued By: Ejada

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Gas Turbine Engine Maintenance Underpinning Knowledge: Code: MM TC 02 02 L2 Revision Number: 00 Issued By: Ejada

Uploaded by

Copyright:

Available Formats

This project is funded

by the European Union

Gas Turbine Engine Maintenance

2. GAS TURBINE PACKAGES

6. LUBE OIL SYSTEM

1. OPERATION OF A GAS TURBINE ENGINE

1.1. MAJOR SECTION OF A GAS TURBINE ENGINE

Figure 1.1 – Gas Turbine Engine

In the start section, there are two parts:

Figure 1.2 – Compressor

Axial compressor Gas Turbine

Two things happen to air when it passes through the compressor:

Hot Gas Out

Figure 1.3 – Burner Can

Load Turbine Rotor Shaft

Disc Load Turbine Rotor

Figure 1.4 – Turbine Section 2 Shaft Unit

COMPRESSOR TURBINE STATOR

COMPRESSOR TURBINE ROTOR DISC

Load Turbine Rotor Disc

Figure 1.5 – Stator and blades

LOAD TURBINE STATOR

LOAD TURBINE ROTOR ASSEMBLY

Load Coupling Flange

Load Turbine Stator

Figure 1.6 – Exhaust Section

1.2. OTHER PARTS OF A GAS TURBINE ENGINE JOURNAL BEARING

Compressor / Turbine Shaft Turbine Rotor Shaft

Figure 1.7 – Journal Bearings

The Journal bearings support shafts on a thin film of lube oil.

LOADING COUPLING FLANGE

Load Couplings Gearbox Coupling

Pump Gear- Pump

Direct Connection Connection through Gearbox

Figure 1.8– Turbine Shaft Connections

1.3. PRINCIPLES OF OPERATION

Gas Turbine Engine Operation

4- Burner Can 6- exhaust out water

1. Air is sucked into the compressor. Water Flow

Figure 1.10 – Over-speed Trip Device

1.4. GAS TURBINE EFFICIENCY

2. GAS TURBINE PACKAGES

2.1. GAS TURBINE PACKAGES

The Simple Cycle

2.2. GAS TURBINE AIR INTAKE SYSTEM

Air Inlet and Filtration

Cooling Passage Blockages

2.3. AIR FILTERS

2.4. AIR INLET FILTER HOUSE

First Stage Filtration – Weather Louvers

Second Stage Filtration – Pre-Filter

Third Stage Filtration – High Efficiency Filter

3.1. INLET DUCTING

3.2. INLET SILENCER

3.3. INLET PLENUM

3.4. INLET DUCTING SUPPORT STEELWORK

3.5. THE SKID UNIT

NOTE: The following description is for a Rolls Royce RB211 Turbine

The major components located in the accessory compartment are:

4.2. COMPRESSOR SECTION

Compressed air is extracted from the compressor:

Compressor Rotor Assembly