Feedwater Pump Turbine Controls and Oil System Maintenance Guide PDF

Feedwater Pump Turbine Controls
and Oil System Maintenance Guide
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Technical Report
Plant
Maintenance
Support Equipment
Reduced
Cost Reliability
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Feedwater Pump Turbine Controls
and Oil System Maintenance Guide
1003094
Final Report, December 2001
EPRI Project Manager

A. Grunsky
EPRI • 3412 Hillview Avenue, Palo Alto, California 94304 • PO Box 10412, Palo Alto, California 94303 • USA
800.313.3774 • 650.855.2121 • askepri@epri.com • www.epri.com.
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DISCLAIMER OF WARRANTIES AND LIMITATION OF LIABILITIES
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ACCOUNT OF WORK SPONSORED OR COSPONSORED BY THE ELECTRIC POWER RESEARCH
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Copyright © 2001 Electric Power Research Institute, Inc. All rights reserved.
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CITATIONS
This report was prepared by
Nuclear Maintenance Applications Center (NMAC)

1300 W.T. Harris Boulevard
Charlotte, NC 28262
This report describes research sponsored by EPRI.
The report is a corporate document that should be cited in the literature in the following manner:
Feedwater Pump Turbine Controls and Oil System Maintenance Guide, EPRI, Palo Alto, CA:
2001. 1003094.
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REPORT SUMMARY
This guide provides information to personnel involved in the mechanical hydraulic controls
(MHCs) of the feedwater pump turbine (FWPT), its associated components, and inherent oil
system, including good maintenance practices, condition monitoring, predictive and preventive
maintenance techniques, probable failure modes, and troubleshooting guidance. The guide was
developed to provide maintenance and troubleshooting information as well as a basic
background in mechanical hydraulic controls.
Background
The nuclear reactor FWPTs have recently been identified from unplanned capacity loss factor
event information as being the primary component that results in plant capacity losses.
Specifically, the controls and lubrication systems for the FWPTs experience problems. The same
type of turbine used in nuclear stations is also widely used in larger capacity fossil stations as the
prime mover for the boiler feedwater pumps.
Many FWPTs are controlled by older MHC systems with failures being contributed to problems
with alignment/adjustments, lube leaks, dirt/contamination, and linkages. Although some FWPT
units have been converted to a newer style—electrical hydraulic control systems—the tubing and
connections for the main lubrication and control systems on both system types incur problems
with leakage.
Nevertheless, an unusually high number of FWPT trips have occurred with MHC controls that
have ultimately resulted in a main unit trip. This guide addresses issues as they pertain to the
MHC.
Objectives
• To provide a basic operation description for the control functions of the typical components
that make up the MHC system
• To give power plant personnel an in-depth understanding of the operation of General Electric
and Westinghouse MHC systems for an FWPT
• To provide guidance on failure mechanisms and their causes
• To present recommended maintenance practices for the MHC components and associated oil
system including predictive, preventive, and condition monitoring practices
• To provide an extensive troubleshooting guide for General Electric and Westinghouse MHCs
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• To present turbine control system upgrade options, discussing reasons for upgrade and the
levels of upgrading available
• To provide typical safety awareness when working on and around the feedwater pump and
turbine controls
Approach
Failure modes and effects analysis as well as industry failure data indicate that the major
contributors to failure of the MHC result from factors stemming from problems in
alignment/adjustments, lube leaks, dirt/contamination, and linkages. The diligent implementation
and monitoring of the recommendations of this guide can help to prevent these problems.
Results
The most effective actions by power plant personnel to minimize the failure of the MHC are
routine surveillance and periodic inspection of the various components that make up the MHC,
and the proper selection, care, and handling of the oil/lubrication. As a source of technical
information and guidance, this report provides power plant maintenance and engineering
personnel necessary material for the ongoing efforts to maintain and improve the overall
performance of FWPT controls.
EPRI Perspective
An unusually high number of FWPT trips that result in main unit trips have occurred. These
occurrences have been linked to problems with the MHC and associated oil system. This guide
provides information to give power plant personnel a better understanding of the controls system,
its components and failure modes, and recommended maintenance practices. Additionally, it
provides an extensive troubleshooting guide to aid power plant personnel in determining causes
of and corrective actions to their particular MHC problems.
Keywords
Mechanical hydraulic controls
Troubleshooting
Maintenance
Turbine controls
Feedwater pump turbine
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EPRI Licensed Material
ACKNOWLEDGMENTS
This guide was produced by the Nuclear Maintenance Applications Center (NMAC) and the
following Technical Advisory Group (TAG):
Carl Capriotti Exelon

R.M. Lyle Duke Energy
Alan Shimshock Reliant Energy
Ed Witt Hoosier Energy
NMAC and the TAG were supported in their efforts to develop this guide by:
Sargent & Lundy, LLC

55 East Monroe Street
Chicago, IL 60603-5780
Principal Investigators:
B. Lewis
T. Sweeney
T. Ryszka
B. Gogineni, Project Manager
The authors acknowledge the contributions of the following companies for the use of figures:
General Electric
Siemens-Westinghouse
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ABSTRACT
Mechanical hydraulic controls (MHC) used on feedwater pump turbines (FWPTs) as installed in
nuclear power plants are a high contributor to plant capacity derates. Specifically, the controls
and associated lubrication systems have produced chronic problems in the FWPT applications.
The majority of FWPT trips have resulted in tripping the plant off-line. The mechanical
hydraulic controls are also widely used in large capacity fossil power plants as the control for the
prime mover on the boiler feedwater pumps.
This guide provides comprehensive reliability, performance, and maintenance practices on

MHCs for FWPTs to nuclear power plant maintenance and engineering personnel.
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CONTENTS
1 INTRODUCTION.................................................................................................................. 1-1
1.1 Purpose .................................................................................................................... 1-1
1.2 Organization.............................................................................................................. 1-2
1.3 Pop Outs ................................................................................................................... 1-2
2 GLOSSARY OF TERMS...................................................................................................... 2-1
3 TECHNICAL DESCRIPTION AND OPERATION................................................................. 3-1

3.1 Purpose of Controls .................................................................................................. 3-1
3.2 Major Elements of Controls: Basic Operation ............................................................ 3-5
3.2.1 Transducer ........................................................................................................... 3-5
3.2.2 Summer................................................................................................................ 3-7
3.2.3 Differentiator......................................................................................................... 3-7
3.2.4 Integrator .............................................................................................................. 3-8
3.2.5 Amplifier ............................................................................................................... 3-9
3.2.6 Overriding Devices (Gates)................................................................................. 3-10
3.2.7 Function Generator............................................................................................. 3-12
3.3 Basic Review of Mechanical Hydraulic Control System Operation........................... 3-13
3.4 Mechanical Hydraulic Control Turbine Controls: General Electric............................ 3-14
3.4.1 Operating Characteristics ................................................................................... 3-15
3.4.2 Front Controls..................................................................................................... 3-17
3.4.2.1 Front Standard Assembly and Governor Drive Assembly .......................... 3-17
3.4.2.2 Tachometer Generator .............................................................................. 3-19
3.4.3 Links, Levers, and Connecting Joints ................................................................. 3-19
3.4.4 Hydraulic Cylinders, Pistons, and Relaying......................................................... 3-22
3.4.4.1 Valve Gear and Secondary Relay.............................................................. 3-22
3.4.4.2 Speed-Sensing Relay ................................................................................ 3-24
3.4.4.3 Speed Governor ........................................................................................ 3-24
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3.4.4.4 Primary Hydraulic Relay ............................................................................ 3-25

3.4.4.5 Pressure-Sensing Hydraulic Relay ............................................................ 3-29
3.4.5 Electric/Manual Speed Changer ......................................................................... 3-30
3.4.6 Control (Governing) Valves ................................................................................ 3-32
3.4.7 Instrumentation................................................................................................... 3-34
3.4.7.1 Pressure Switches ..................................................................................... 3-34
3.4.7.2 Solenoids................................................................................................... 3-34
3.4.7.3 Gauges...................................................................................................... 3-35
3.4.7.4 Standard Dial Thermometers and Thermocouples..................................... 3-35
3.4.7.5 Limit Switches............................................................................................ 3-36
3.4.8 Tripping Mechanisms.......................................................................................... 3-36
3.4.9 Main Steam Stop and Control Valves ................................................................. 3-36
3.4.9.1 High- and Low-Pressure Stop Valves Oil Supply ....................................... 3-38
3.4.10 Overspeed Governor....................................................................................... 3-39
3.4.11 Tripping and Reset Mechanism ....................................................................... 3-40
3.4.12 Interlocking Valve ............................................................................................ 3-42
3.4.13 Thrust Bearing Wear Trip ................................................................................ 3-44
3.4.14 Non-Return Valve Trip..................................................................................... 3-45
3.4.15 Hydraulic and Oil Lubrication System .............................................................. 3-46
3.4.15.1 Oil Tank ................................................................................................... 3-46
3.4.15.2 Piping....................................................................................................... 3-46
3.4.15.3 Oil Pumps ................................................................................................ 3-46
3.4.15.4 Oil Coolers ............................................................................................... 3-47
3.4.15.5 Oil Filters.................................................................................................. 3-47
3.4.16 Turning Gear ................................................................................................... 3-47
3.5 Mechanical/Hydraulic Turbine Controls: Westinghouse ........................................... 3-48
3.5.1 Operating Characteristics ................................................................................... 3-49
3.5.2 Controls.............................................................................................................. 3-49
3.5.3 Governor Drive Assembly ................................................................................... 3-53
3.5.4 Tachometer ........................................................................................................ 3-53
3.5.5 Links, Levers, and Connecting Joints ................................................................. 3-53
3.5.6 Hydraulic Cylinders, Pistons, and Relays............................................................ 3-54
3.5.6.1 Speed-Sensing (Primary) Element............................................................. 3-54
3.5.6.2 Speed Governor ........................................................................................ 3-54
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3.5.6.3 Governing System Servomotor.................................................................. 3-55

3.5.7 Governor Electric/Manual Speed Changer.......................................................... 3-58
3.5.8 Control (Governing) Valves ................................................................................ 3-59
3.5.9 Instrumentation................................................................................................... 3-61
3.5.9.1 Pressure Switches ..................................................................................... 3-62
3.5.9.2 Solenoids................................................................................................... 3-62
3.5.9.3 Gauges...................................................................................................... 3-63
3.5.9.4 Standard Dial Thermometers and Thermocouples..................................... 3-63
3.5.9.5 Limit Switches............................................................................................ 3-64
3.5.10 Tripping Mechanisms ..................................................................................... 3-64
3.5.11 Main Steam Stop and Control Valves............................................................. 3-65
3.5.12 Overspeed Governor ..................................................................................... 3-66
3.5.13 Hand Trip ....................................................................................................... 3-66
3.5.14 Bearing Oil Failure Trip .................................................................................. 3-67
3.5.15 Vacuum Trip Mechanism ............................................................................... 3-67
3.5.16 Trip Reset Mechanism ................................................................................... 3-68
3.5.17 Hydraulic Lock Valve ..................................................................................... 3-69
3.5.18 Thrust Bearing Wear Trip............................................................................... 3-70
3.5.19 Hydraulic and Oil Lubrication System............................................................. 3-71
3.5.19.1 Oil Tank ................................................................................................... 3-72
3.5.19.2 Piping....................................................................................................... 3-72
3.5.19.3 Oil Pumps ................................................................................................ 3-72
3.5.19.4 Oil Coolers ............................................................................................... 3-72
3.5.19.5 Oil Filters.................................................................................................. 3-73
3.5.20 Turning Gear ................................................................................................... 3-73
4 FAILURE MODES AND EFFECTS ANALYSIS ................................................................... 4-1

4.1 Failure Modes and Effects Analysis........................................................................... 4-1
4.2 Industry Mechanical Hydraulic Control Failure Data .................................................. 4-3
4.2.1 Overview .............................................................................................................. 4-3
4.2.2 Failure Modes....................................................................................................... 4-3
4.2.3 Failure Mechanisms ............................................................................................. 4-4
4.2.4 Failure Causes ..................................................................................................... 4-7
4.3 Failure Evaluations.................................................................................................... 4-8
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5 MAINTENANCE RECOMMENDATIONS............................................................................. 5-1

5.1 Oil System Maintenance ........................................................................................... 5-2
5.1.1 General Oil Maintenance ...................................................................................... 5-2
5.1.2 Oil Change Intervals ............................................................................................. 5-3
5.1.3 Hydraulic Fluid Contamination Control.................................................................. 5-6
5.1.3.1 Effect of Contamination on Hydraulic Equipment Operation and Life ........... 5-7
5.1.3.2 Sources of Contamination............................................................................ 5-7
5.1.3.2.1 Built-In Contamination .......................................................................... 5-8
5.1.3.2.2 Ingressed Contamination...................................................................... 5-8
5.1.3.2.3 Internally Generated Contamination ................................................... 5-10
5.1.3.3 Measuring Contaminant Sizes and Quantity .............................................. 5-10
5.1.3.3.1 Cleanliness Control ............................................................................ 5-11
5.1.3.3.2 Methods of Obtaining Fluid Samples .................................................. 5-11
5.1.3.3.3 Particle Size Analysis ......................................................................... 5-13
5.1.3.4 Interpretation of Fluid Analysis................................................................... 5-16
5.1.3.5 Filters and Filtration Methods..................................................................... 5-16
5.1.3.5.1 Filter Location..................................................................................... 5-17
5.1.3.5.2 Filter Efficiency ................................................................................... 5-18
5.1.3.5.3 System Operating Pressure................................................................ 5-18
5.1.3.5.4 Filter Element Construction ................................................................ 5-18
5.1.3.5.5 Dirt-Holding Capacity.......................................................................... 5-19
5.1.3.5.6 Material Compatibility ......................................................................... 5-19
5.1.3.5.7 Differential Pressure Indication........................................................... 5-19
5.2 Component Maintenance ........................................................................................ 5-20
5.2.1 Oil Coolers, Filters, Pumps, and Sumps ............................................................. 5-20
5.2.2 Control Valves .................................................................................................... 5-20
5.2.3 Overspeed Governor .......................................................................................... 5-21
5.2.4 Tripping and Reset Mechanism .......................................................................... 5-21
5.2.5 Speed Governor ................................................................................................. 5-21
5.2.6 Thrust Bearing Wear Trip ................................................................................... 5-22
5.2.7 Tachometer Generator ....................................................................................... 5-22
5.2.8 Pilot Valves and Hydraulic Relays ...................................................................... 5-22
5.2.9 Control Linkages................................................................................................. 5-22
5.3 Maintenance Tests.................................................................................................. 5-23
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5.3.1 Stop Valve Test Feature: General Electric .......................................................... 5-25

5.3.2 Auxiliary, Standby, or Emergency Oil Pump ....................................................... 5-25
6 TROUBLESHOOTING......................................................................................................... 6-1
6.1 General Electric......................................................................................................... 6-1
6.2 Westinghouse ......................................................................................................... 6-10
7 TURBINE CONTROL SYSTEMS UPGRADE OPTIONS ..................................................... 7-1

7.1 Most Common Reasons for Pursuing a Control System Upgrade ............................. 7-1
7.1.1 Loss of Skilled Maintenance Personnel ................................................................ 7-1
7.1.2 Cost of Maintaining Older Mechanical Hydraulic Control Systems ........................ 7-2
7.1.3 Unstable or Unpredictable Turbine Control ........................................................... 7-2
7.1.4 Integration with New or Existing Computer Control System .................................. 7-2
7.1.5 Better Turbine Diagnostics.................................................................................... 7-2
7.2 Three Categories of Control System Upgrades ............................................................ 7-2
7.2.1 Category 1: Low-Pressure EHC Systems ............................................................. 7-3
7.2.2 Category 2: Hybrid EHC Systems......................................................................... 7-5
7.2.3 Category 3: Full EHC Systems ............................................................................. 7-6
7.3 Types of Control Systems Commonly Retrofitted on General Electric and
Westinghouse Turbines...................................................................................................... 7-8
7.3.1 Lovejoy Brand Low-Pressure Electrical Hydraulic Control System........................ 7-8
7.3.1.1 General System Description ........................................................................ 7-8
7.3.2 Woodward Brand Pilot Valve Positioning System ................................................. 7-8
7.3.2.1 General Description ..................................................................................... 7-8
8 SAFETY............................................................................................................................... 8-1
8.1 Electrical Hazards ..................................................................................................... 8-1
8.2 Material Safety .......................................................................................................... 8-2
8.3 Equipment Safety...................................................................................................... 8-3
8.4 Miscellaneous ........................................................................................................... 8-3
9 REFERENCES .................................................................................................................... 9-1
A NUCLEAR PLANT RELIABILITY DATA SYSTEM AND EQUIPMENT

PERFORMANCE INFORMATION EXCHANGE FAILURE REPORT SUMMARY .................. A-1
B POP OUT SUMMARY .........................................................................................................B-1
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LIST OF FIGURES
Figure 3-1 Example of a Control Valve .................................................................................... 3-2

Figure 3-2 Cam-Generated Control Valve ............................................................................... 3-3
Figure 3-3 Mechanical Hydraulic Control Stop and Control Valve Assembly ........................... 3-3
Figure 3-4 Mechanical Speed Governor.................................................................................. 3-6
Figure 3-5 Mechanical Pressure Transducer........................................................................... 3-7
Figure 3-6 Floating Lever ........................................................................................................ 3-7
Figure 3-7 Mechanical Position Differentiator .......................................................................... 3-8
Figure 3-8 Mechanical Integrator............................................................................................. 3-8
Figure 3-9 Mechanical Stroke Amplifier................................................................................... 3-9
Figure 3-10 Servomotor ........................................................................................................ 3-10
Figure 3-11 Single-Acting Servomotor................................................................................... 3-10
Figure 3-12 Single-Acting Overriding Device......................................................................... 3-11
Figure 3-13 Double-Acting Overriding Device ....................................................................... 3-11
Figure 3-14 Function Generator ............................................................................................ 3-12
Figure 3-15 Mechanical Function Generator in Feedback Path ............................................. 3-13
Figure 3-16 General Electric Turbine Frame Assembly ......................................................... 3-14
Figure 3-17 General Electric Control Diagram....................................................................... 3-16
Figure 3-18 General Electric Front Standard Assembly......................................................... 3-18
Figure 3-19 General Electric Lever Settings.......................................................................... 3-21
Figure 3-20 General Electric Valve Gear Assembly............................................................... 3-22
Figure 3-21 General Electric Dashpot Assembly ................................................................... 3-24
Figure 3-22 General Electric Speed Governor....................................................................... 3-25
Figure 3-23 General Electric Governor and Pilot Valve ......................................................... 3-28
Figure 3-24 General Electric Pressure-Sensing Relay .......................................................... 3-30
Figure 3-25 General Electric Electric/Manual Speed Changer............................................... 3-31
Figure 3-26 General Electric Low-Pressure Valve Assembly................................................. 3-33
Figure 3-27 General Electric HP Valve Assembly ................................................................. 3-37
Figure 3-28 Emergency Overspeed Governor....................................................................... 3-39
Figure 3-29 General Electric Trip Assembly .......................................................................... 3-42
Figure 3-30 General Electric Interlocking Valve..................................................................... 3-43
Figure 3-31 General Electric Thrust Bearing Trip .................................................................. 3-45
Figure 3-32 Westinghouse Turbine Frame ............................................................................ 3-48
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Figure 3-33 Westinghouse Control Diagram.......................................................................... 3-51

Figure 3-34 Westinghouse Governor .................................................................................... 3-55
Figure 3-35 Westinghouse Servomotor................................................................................. 3-57
Figure 3-36 Westinghouse Electric/Manual Speed Changer ................................................. 3-59
Figure 3-37 Westinghouse Valve Lever Assembly ................................................................ 3-60
Figure 3-38 Westinghouse Controller Valve Positioner ......................................................... 3-61
Figure 3-39 Westinghouse Oil Loss, Overspeed, Manual Trip............................................... 3-65
Figure 3-40 Westinghouse Vacuum Trip Unit ........................................................................ 3-68
Figure 3-41 Westinghouse Hydraulic Locking Valve.............................................................. 3-70
Figure 3-42 Westinghouse Oil Supply ................................................................................... 3-71
Figure 3-43 Westinghouse Turning Gear .............................................................................. 3-74
Figure 4-1 Key Descriptive Problem Areas.............................................................................. 4-2
Figure 4-2 Failure Modes ........................................................................................................ 4-3
Figure 4-3 Failure Mechanisms for Alignment/Adjustment Descriptive Problems .................... 4-4
Figure 4-4 Failure Mechanisms for Lube Leaks Descriptive Problems .................................... 4-5
Figure 4-5 Failure Mechanisms for Dirty/Contaminated Descriptive Problems ........................ 4-6
Figure 4-6 Failure Mechanisms for Linkages Descriptive Problems ........................................ 4-7
Figure 4-7 Summary of Failure Causes................................................................................... 4-8
Figure 5-1 Basic Filtration of a Hydraulic System .................................................................... 5-9
Figure 5-2 Inline Sampling Method........................................................................................ 5-12
Figure 5-3 ISO Solid Contamination Code ............................................................................ 5-14
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LIST OF TABLES
Table 5-1 Lubricant High-Temperature Degradation Threshold............................................... 5-4

Table 5-2 ISO Codes and Corresponding Contamination Levels........................................... 5-15
Table 5-3 Preventive and Predictive Maintenance Recommendation Frequencies ............... 5-24
Table 6-1 Mechanical Hydraulic Control Problems, Possible Causes, Corrective Actions:
General Electric............................................................................................................... 6-1
Table 6-2 Mechanical Hydraulic Control Problems, Possible Causes, and Corrective
Actions: Westinghouse .................................................................................................. 6-10
Table 7-1 Retrofit Types: Advantages and Disadvantages...................................................... 7-7
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1
INTRODUCTION
The feedwater systems in many nuclear plants use turbine-driven feedwater pumps, which are
required to supply a large flow of feedwater at the required pressure with high reliability. This
pump is used in the feedwater cycle because it effectively uses the plant steam cycle to
economically drive a large horsepower pumping operation. Maintaining the feedwater pump
components is critical to safe and continued operation of the plant. A review of maintenance
records for nuclear stations indicates that the turbine-driven feedwater pump is a high contributor
to plant derates and forced outages.
Today, the turbine-driven feedwater pumps use one of three control schemes: the
Mechanical/Hydraulic Control (MHC), Electrical/Hydraulic Control (EHC), and Electronic
Digital Control (EDC). The MHC is the earliest of the control schemes and requires the highest
level of maintenance due to its complexity and age. This maintenance guide is for the feedwater
pump turbine (FWPT) MHC oil systems that are commonly used in the industry. Similar controls
are widely used in fossil boiler feedwater pump applications. In some plants the MHC is also
used for the main turbine. Experience from various applications of the MHC is incorporated into
this guide.
1.1 Purpose
This guide provides information on the MHCs used in turbine-driven feedwater pump
applications, and it is intended to assist nuclear power plant maintenance personnel in
troubleshooting and maintaining the MHC. A discussion on the basic applications of
hydraulic/mechanical controls, which serves as a reference for understanding the control
philosophy used, is provided. Technical descriptions are then provided for the different elements
within the control system. Routine and preventive maintenance guidance assists in improving the
reliability. A troubleshooting guide assists plant personnel in diagnosing problems that have been
encountered and documented in various plant component failure reports. Data for this guide were
obtained through the review of plant component root cause analysis reports, direct experience
within both nuclear and fossil power plants, industry surveys on failure modes, and reviews of
original plant literature, drawings, vendor and industry documentation.
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Introduction
1.2 Organization
The organization of this guide is as follows:
Section 1 is an introduction and general discussion of the guide’s purpose and organization.
Section 2 is a glossary of terms, definitions, and acronyms used in this guide.
Section 3 provides basic explanations of the different control systems used. This is then followed
by a discussion on the theory and basic components that constitute a MHC system. This section
also provides a detailed description of individual parts and assemblies in the MHC system.
Section 4 presents a failure modes and effects analysis for the MHC.
Section 5 is a discussion of applicable maintenance practices to improve reliability of the system.
Section 6 consists of a troubleshooting guide to assist in diagnosing problems within the MHC.
Section 7 is a discussion of the types and extent of system modifications that can be used to
improve reliability.
Section 8 is a discussion of safety elements of the system and recommended tests to ensure safe
operating conditions.
Appendix A is the Nuclear Power Reliability Data System/Equipment Performance Information

Exchange Failure Report Summary.
Appendix B is a summary of Pop Outs that are distributed throughout this guide.
1.3 Pop Outs
Throughout this guide, key information is summarized in “Pop Outs.” Pop Outs are bold lettered
boxes that succinctly restate information covered in detail in the surrounding text, making the
key points easier to locate.
The primary intent of a Pop Out is to emphasize information that will allow individuals to take
action for the benefit of their plant. The information included in these Pop Outs was selected by
NMAC personnel and the consultants and utility personnel who prepared and reviewed this
guide.
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Introduction
The Pop Outs are organized according to three categories: O&M Cost, Technical, and Human
Performance. Each category has an identifying icon, as shown below, to draw attention to it
when quickly reviewing the guide.
Key O&M Cost Point

Emphasizes information that will result in reduced purchase,
operating, or maintenance costs.
Key Technical Point

Targets information that will lead to improved equipment reliability.
Key Human Performance Point

Denotes information that requires personnel action or consideration in
order to prevent injury or damage or to ease completion of the task.
Appendix B contains a listing of all of the key points in each category. The listing restates each
key point and provides reference to its location in the body of the report. By reviewing this
listing, users of this guide can determine if they have taken advantage of key information that the
writers of the guide believe would benefit their plants.
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2
GLOSSARY OF TERMS
A discussion of governor characteristics involves the use of terms defined below.
Isochronous: Maintenance of constant speed independent of the load being carried.
Speed droop: Sometimes referred to as steady state speed regulation. It is the speed variation
from no-load to full load. This can also be termed as the increase above steady state speed when
the load is reduced from rated power output at rated speed to zero power output without
adjustment of the governor.
Compensation: Temporary droop and is used to return the prime mover to its original speed after
an increase in load.
Stability: The ability of a governor to maintain desired speed without speed fluctuations.
Stability of a governor is indicated by the number of corrective movements it makes and the time
required to reach a steady state after a variation in load.
Hunting: The lack of stability and is indicated by specific low-frequency oscillations in the speed
of the turbine.
Sensitivity: The percent of speed change required to produce a corrective action by the governor
output.
Response (promptness): Speed of response of the governor expressed as the time in seconds
required for the governor output to move from the no-load to full load position.
Feedback: Taking a part of the output signal and channeling it back into the input in such a way
that it effects the outcome of the control.
Speed drift: A gradual deviation of the mean governed speed above or below the desired speed.
Work capacity: The work that the governor can perform to overcome the resistance in the control
mechanism driven by the governor. This is measured in inch-pounds or foot-pounds.
Speed changer: A device for adjusting the speed governing system desired speed.
Speed regulation changer: A device by which the steady state regulation (speed droop) can be
adjusted.
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Glossary of Terms
Load limit changer: An adjustable device for limiting the maximum motive force to the prime
mover, thus limiting the unit’s maximum output capability.
Hysterisis: The condition exhibited by a system, in which the reaction of the system to change
depends on its past reactions to change.
Dead band: The measure of insensitivity of the speed governing system expressed in percent of
rated load.
Viscosity: A measure of the resistance of a fluid to flow.
Pour point: The lowest point at which a fluid will flow under specific conditions.
Flash point: The temperature to which a liquid must be heated, under specified conditions of the
test method, to give off sufficient vapor to form a mixture with air that can be ignited by a
specified flame.
Shear stability: Resistance to breaking down of long chain polymers in the lubricant due to
mechanical loading (shearing).
Thermal stability: Resistance to change in viscosity because of temperature change or lubricant.
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3
TECHNICAL DESCRIPTION AND OPERATION
3.1 Purpose of Controls
The traditional control functions performed on FWPTs used as prime movers are:
• Speed control
• Overspeed protection
• Basic protection and monitoring
These functions can be provided by an MHC system. The main elements of the MHC system are:
• A flyweight system for sensing actual speed
• A hydraulic speed sensing valve for transmitting the actual speed into the control system
• A series of hydraulic valves and mechanical linkages for processing the speed signal and
relays for initiating control of the steam turbine control valves
A speed changer provides speed set point, and a hydraulic system operating with pressurized
lubricating oil supplies the hydraulic oil for the control system. Supplemental control may be
supplied by mechanical hydraulic relays for valve positioning, turbine backpressure regulation,
steam seal pressure regulation, and protective relaying. Figures 3-1, 3-2, and 3-3 show examples
of these control elements.
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Technical Description and Operation
Figure 3-1
Example of a Control Valve
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Figure 3-2
Cam-Generated Control Valve
Figure 3-3
Mechanical Hydraulic Control Stop and Control Valve Assembly
The MHC system was the primary control system used through the mid-1960s. This control
system has been used in auxiliary turbine applications and in main turbine units in both nuclear
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and fossil fuel installations. The control system has progressed from its earlier design and has
been continuously refined with the addition of motor drives, solenoids, and electrical relaying.
The mechanical hydraulic control has been applied successfully to automatic turbine startup
systems with the integration of computer control.
Due to the increasing demands and subsequent complexities of the controls, since the mid-1960s,
the MHC has given way to the development of the EHC. Technology has continued to drive the
control system to its present level of EDCs. Even though MHC systems are still in use, many
integration packages, including auxiliary control and component upgrades, are continually being
developed and retrofitted to MHC units.
A speed governor automatically varies the flow of motive force (steam) to the turbine so that the
power developed by the turbine is equal to that required at the desired turbine speed. The
governor senses the speed of the turbine and controls the steam flow to the turbine to maintain
the speed at a specific level as the load changes. To accomplish this speed control, the governor
must have the following:
• A method to set the desired speed
• A method to sense the actual speed
• A method to compare the actual speed to the desired speed
• A method to change the motive force (steam flow) to the turbine to adjust to the desired
speed
The method with which the governor accomplishes speed control determines the type of
governor. The specific types of governors are mechanical, MHC, EHC, and electronic (digital).
In a mechanical governor, the speed is sensed through a flyweight device and then a mechanical
linkage operates the fuel system to obtain the desired speed. This system was used primarily on
small engines. The method of control is relatively simple and supplies a small work capacity by
the control system.
As the size of the prime mover increased, faster and higher precision control was required. This
evolved into the MHC system, which serves to increase the speed of the system response,
provide improved precision, and allow a greater physical force (work capacity) in controlling the
motive force driving the prime mover.
As the response requirements and degree of control increased, the mechanical linkages and speed
sensing elements in the MHC system were replaced with electrical components. Electrical
sensors are used to determine the actual speed, and control functions are accomplished within the
electrical circuits of the governor.
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The present generation of control uses electronics and is termed the electronic (digital) governor.
Speed sensing and processing of the signals is accomplished through electronic circuits, which
provide a high degree of flexibility, stability, and efficient control. The control actuation can then
be converted to electrical, pneumatic, or hydraulic motive force as required.
3.2 Major Elements of Controls: Basic Operation
The basic building blocks of the control system are called computing elements, and their
functions can be expressed in mathematical terms. The implementation of the computing
elements can be accomplished using multiple physical variations. These building blocks can be
of a mechanical, hydraulic, electrical, or digital design. The building blocks, elements of the
MHC system, are discussed here. The elements can be classified according to their functions as
follows:
• Transducers
• Summers
• Differentiators
• Integrators
• Amplifiers
• Overriding devices (Gate)
• Function generators
As the design complexity increases, the components can perform multiple functions. As an
example a single device may perform both the function of a transducer and an amplifier.
3.2.1 Transducer
A transducer measures a specific input and produces an output that has a given relation to the
quantity, typically including limits to the process function. An example of a mechanical
transducer for rotational speed is the flyball governor shown in Figure 3-4. The input signal is
the rotating speed (n) of the input shaft. The spring provides an opposing force to the centrifugal
force moving the weighted arms out. As the arms move outward, based on the input rotational
speed, the output shaft moves a fixed amount (X) based on the input speed. This provides a
direct relationship between rotational speed and the displacement of the output shaft. Figure 3-4
is an example of the type of speed feedback used in the MHC system.
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Figure 3-4
Mechanical Speed Governor
A spring-loaded bellows as shown in Figure 3-5 produces a mechanical pressure transducer. As

pressure is applied to the bottom of the piston, the piston applies force upward against the spring
on the output shaft. When the input pressure is sufficient, the piston moves upward extending the
output shaft. The spring acts to scale the movement of the output shaft in relation to the force
applied on the bottom of the piston. This device provides an output shaft displacement (X)
proportional to the input pressure (P) applied. This application can be used to change the
hydraulic signal in the MHC system to a linear motion required to operate a pilot relay or control
valve.
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Figure 3-5
Mechanical Pressure Transducer
3.2.2 Summer
A summer is a device that performs the summation of two or more quantities. If any of these
quantities is added with a negative sign, the operation produces a subtraction (computing of a
difference). The added quantities can be either variables or constant values. In most cases the
summer also multiplies each variable with some constant value before adding it. The simplest
mechanical summer is a “floating lever” as shown in Figure 3-6. The floating lever serves to add
the forces (X), (Z), and (Y). The system can also be made more complex by adding a pivot point
with the lever and changing this from the simple floating lever. A pivot point serves to scale each
force based on its moment arm and add the sum of the forces with scaling within the assembly.
This application is used to combine signals, such as the speed feedback and reference within the
MHC system.
Figure 3-6
Floating Lever
3.2.3 Differentiator
The rate of change of a variable can be measured by differentiating its value with respect to time.
A dashpot is a mechanical device that acts very much like a differentiator (at low input
frequencies) as shown in Figure 3-7. The simple dashpot is used to filter an action. As the input
force (X) is applied to the top of the piston, the piston attempts to move down. In order for the
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piston to move down, the liquid under the piston must be displaced. The liquid flows to the top
of the piston through the equalizing valve based on the opening of the valve. If the force is
sufficient to compress the spring before fluid has passed to the top of the cylinder, the output
shaft (Y) moves downward. If the input (X) is slow and the liquid moves to the top of the
cylinder faster than the piston moves down, the unit does not produce an output (Y). This
application is used in the MHC system to dampen and prevent hunting within the system.
Figure 3-7
Mechanical Position Differentiator
3.2.4 Integrator
An integrator is a device that integrates the value of a variable with respect to time. An example
of a mechanical integrator is the combination of a pilot valve and a piston as shown in Figure
3-8. The input movement (X) moves the pilot valve upward. As this occurs, the pilot valve
opening (X1) increases, allowing fluid to flow to the underside of the output piston. The space
below the piston fills the opening of the pilot valve and moves the piston upward. The piston
moves an output (Y) based on the oil pressure in the cylinder. The speed with which the
movement takes place is dependent on the rate of flow of the oil past the pilot valve. This results
in the rate of change of the output (Y) being dependent on the displacement input (X). This
application is similar to that used in transmitting the speed feedback from the speed pilot valve to
the control system linkage within the MHC system.
Figure 3-8
Mechanical Integrator
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3.2.5 Amplifier
An amplifier is a device that scales an input signal to provide an output signal. The most
common type is one that increases the input signal by a fixed constant to provide an output
signal. Amplifiers are used in a wide range of applications and are basically intended to increase
the level of a signal to a higher level in magnitude or in force, voltage, or current. A simple
example of a mechanical stroke amplifier is a lever as shown in Figure 3-9. In this example, an
input stroke (X) moves the lever arm. The lever arm is fixed about the pivot point, or fulcrum,
shown on the left end of the arm. As the input moves a distance (X), the opposite (unattached)
end of the arm moves a corresponding distance (Y). The distance shown in the example for the
output (Y) is an increase over the distance applied (X) and can therefore be said to be amplified.
This application is used in the MHC system by the linkages between hydraulic relays for scaling
purposes.
Figure 3-9
Mechanical Stroke Amplifier
The most common mechanical hydraulic amplifier is the servomotor as shown in Figure 3-10. It
uses hydraulic fluid under pressure for an auxiliary power source. This type of amplifier is used
to amplify the stroke and the output force required to move substantial loads. In Figure 3-10 an
input source (X) is located at a length ‘a’ from the actuator of a pilot valve. When (X) is
displaced upward, the pilot valve moves upward and allows the pressure fluid to move to the
underside of the piston. The force upward at the piston depends on the area of the piston (Ap)
and the pressure under the piston applied by the fluid. This results in an upward movement (Y).
As the piston moves up a distance (Y), the lever at length ‘d’ is pulled upward. Due to the pivot
action, the end of the arm at length ‘c’ moves downward and closes the pilot valve. The linkages
between the pilot valve and the piston provide a position feedback which affect the output (Y) by
stopping the fluid flow to the piston when the feedback is completed. This causes input (X) to
create an output (Y) which is proportional to the movement of (X), but has a greater working
capacity due to the auxiliary motive force supplied by the fluid pressure under the piston. This
application is typically used to increase the work capacity of the system to open a large control
valve. The system shown in Figure 3-10 is also double-acting; that is, if the force (X) is reversed,
the system works in the opposite direction and the resultant output (Y) will be reversed.
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Figure 3-10
Servomotor
A servomotor can also be built as single-acting; the fluid pressure force on one side of the piston
is replaced by a spring as depicted in Figure 3-11. When (X +) moves upward, the fluid pressure is
drained from the bottom of the piston (Ap) and the spring forces the piston down. The linkage
between the piston and pilot valve serves as a position feedback and serves to reposition the pilot
valve to its original position. The output (Y) in this example is based on the spring compression
and the amount of fluid released from under the piston. This results in (Y) being proportional to
the input (X) but in the opposite direction and with a higher working capacity. This application
may be used as a dump valve or automatic shutoff driving a control valve.
Figure 3-11
Single-Acting Servomotor
3.2.6 Overriding Devices (Gates)
An overriding device is a component of a mechanical or electrical system that makes a choice

between two signals, causing only one of them to perform the controlling function. This is
typically used to supply additional limits for the initial control action. It can also be used to
change the control action in response to a second event. A typical example is the load limit in a
mechanical system, which can call for the valves to be closed farther than the position
determined by the speed governor. This principle is shown in Figure 3-12 for a single-acting
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relay and in Figure 3-13 for a double-acting relay. In the single-acting overriding device, with an
input (X1) a response is initiated for (Y). A second control action at (X 2) serves to block or allow
the pressure from input (X1) to move the piston a fixed displacement (Y). In this event (X 2)
overrides the input of (X1).
Figure 3-12
Single-Acting Overriding Device
Figure 3-13
Double-Acting Overriding Device
In Figure 3-13 the operation is similar. For an input (X 1), (X2) is able to change the flow to the
bottom of the piston. As (X 2) is input, the pilot valve shifts, changing the flow initiated from the
input of (X1). In this case it is able to override the input of (X 1).
In either case shown in Figures 3-12 and 3-13, one or both inputs (X 1), (X2) can be controlling
signals adjusted manually or automatically through additional linkages. Because there is no
switching action when one signal takes over from the other, the transfer is entirely smooth and
provides a bumpless transition.
This system of interlocking valves is used in the mechanical hydraulic controls to provide
equipment interlocks and to limit control movements. It may also provide emergency trip
functions for the turbine control valves. The scheme of overriding devices may be used by
mixing electrical solenoids and hydraulic pilot operated valves. This provides a high degree of
flexibility in the control circuit designs.
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3.2.7 Function Generator
Function generators are used to change a linear control input to a nonlinear output. This is
commonly accomplished mechanically through the use of a cam arrangement. Nonlinear
functions may also be created by the use of nonlinear springs.
Figure 3-14 shows the arrangement of a simple control valve actuator. The servomotor output
(Y2) provides the control input force for Figure 3-14. As (Y 2) shifts up, it rotates the camshaft
through a rail and gear arrangement in a clockwise direction. The rotation of the camshaft moves
the cam roller up the cam profile and raises the lever arm attached to the stem of the control
valve. The control valve is lifted off its seat by the valve lift (L). The amount of valve lift (L) per
input of (Y2) is determined by the cam profile. This system is commonly used to allow a linear
control input to open a valve and control the flow characteristics required for the system. On the
mechanical hydraulic turbine control system, the cam arrangement is used to open the steam
valves to the turbine.
Figure 3-14
Function Generator
Function generators can also be used in the feedback path of the control system to provide for a
nonlinear feedback value. This technique is shown in Figure 3-15 as the feedback element for an
amplifier. When an input (Y1) moves up, the fluid enters the bottom of the piston assembly. The
pressurized fluid in the piston cavity forces the piston in the upward direction. After the initial
spring pressure is overcome, movement of the output shaft (Y1) in the upward direction occurs.
As the piston moves up, the cam rotates in a counterclockwise direction to raise the lever arm
based on the cam profile. This provides a feedback that moves (F) downward and repositions the
pilot valve attached to the input (Y1). In this instance, the feedback is nonlinear due to the cam
profile used.
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Figure 3-15
Mechanical Function Generator in Feedback Path
3.3 Basic Review of Mechanical Hydraulic Control System Operation
The typical boiler feedwater pump drive turbine is designed as a multi-stage steam turbine. The
turbine may be either a dual-inlet or single-inlet design based on size and manufacturer. The
large feedwater pump turbine controls are modeled after the main turbine controls, and therefore
provide a high degree of reliability and the basic elements of the control systems are similar in
nature. The high-pressure (HP) steam is controlled into the turbine by steam-controlling valves,
and the steam valve position is controlled through a governor system. The governor system
described in this guide is the MHC system. The exhaust steam exits the turbine into an exhaust
header. The typical feedwater pump controls system may be divided into four major
subcomponents: oil reservoir and lubricating system, instrumentation panel, turbine front
housing, and frame assembly. (General Electric [GE] terms the front housing or assembly the
front standard.)
The MHC systems from Westinghouse and GE move the hydraulic cylinders, and therefore the
steam control valves, by controlling the position of a pilot valve. The pilot valve in turn regulates
the flow of oil to the hydraulic cylinder. The pilot valve is moved (generally upward to open the
steam valves) to expose a passage connected to one side of the hydraulic cylinder. This passage
supplies system pressure to the hydraulic cylinder through the pilot valve. In the case of a GE
system, the opposite end of the cylinder is always connected to a drain because the cylinder is
spring-biased in the closing direction. In the Westinghouse system, the movement of the pilot
valve simultaneously connects one end of the cylinder to hydraulic pressure while the opposite
end is connected to drain. In both cases, as the hydraulic cylinder moves toward the desired
position, a restoring arm starts to move the pilot valve in the opposite direction as the original
command signal. This movement eventually repositions the pilot valve to its starting point while
the hydraulic cylinder has achieved a new position.
The major difference between the two manufacturers’ systems is in the method used to move the
pilot valve. The GE MHC system generates a control signal that positions a small, spring-
opposed, hydraulic cylinder (primary operating cylinder). The working end of the secondary
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operating cylinder is attached to a series of movable links and levers. The links and levers
position the pilot valve by physically lifting or lowering one end of the restoring arm. The
opposite end of the restoring arm is connected to the hydraulic cylinder. The pilot valve spool is
connected to the restoring arm at a point between the ends. The pilot valve itself is not spring-
biased to close the steam valves. The bias spring is installed on the hydraulic cylinder.
The Westinghouse system positions the pilot valves by sending a hydraulic control oil signal to a
chamber at the bottom of the pilot valve. This signal opposes a spring at the top of the pilot valve
assembly. The spring tends to force the pilot valve to a position that closes the hydraulic
cylinder. The hydraulic actuator connected to the pilot valve is double-acting in this system,
requiring hydraulic pressure to move the cylinder in either direction.
3.4 Mechanical Hydraulic Control Turbine Controls: General Electric
Figure 3-16 is a cross-section view of a General Electric 8,100 horsepower (8,213 horsepower
metric) turbine used for a feedwater pump application.
Figure 3-16
General Electric Turbine Frame Assembly
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The oil reservoir serves as the sump for the turbine oil supply. It also either houses or supports
the electric-driven oil pumps and provides for external mounting of the oil cooler and oil filter
and a console (which may house some of the oil system pressure switches, solenoid valves
(SVs), and gauges). The console may be mounted at the head of the turbine or on the side of the
unit, depending on the manufacturer. The instrument panel may also serve as the cover for the
front housing and support for local instrumentation. The front assembly may include the
hydraulic and pneumatic control systems, the shaft-driven oil pump, turning gear, and may serve
as a point of support for the HP end of the frame assembly. The frame assembly is the power
portion of the turbine and includes the HP and exhaust steam casing, a method for steam entry
into and exhaust from the casing, and the exhaust and turbine support.
On the General Electric turbine, the rotor has a machined coupling fit at the low-pressure (LP)
end of the turbine. The rotor extends through the turbine into the front standard assembly, where
it is geared to a jackshaft. The jackshaft connects the turbine rotor rotation to the rotary elements
in the front standard. The thrust wear tip sensing ring, governor drive gear, and overspeed
governor are located at the front end of the rotor and are part of the rotor assembly.
3.4.1 Operating Characteristics
The turbine-driven feedwater pump must have a high level of reliability. Frequently, the turbine
controls used are similar to those used on the main turbine. The turbine performs work by using
steam extracted from the steam plant to economically supply feedwater to the steam generator.
The control system is designed to run the pump at a steady state speed condition and supply a
fixed volume of water depending on the steam generation rate required by the system. This
requires the turbine to increase speed with an increase in feedwater demand to the steam
generator, and also to decrease speed to reduce the feedwater flow. During steady state
conditions, the control system must maintain a continuous speed with minimal speed drift.
During transients, the control system must minimize hunting and must respond quickly to a
change in feedwater demand. The MHC system uses a mechanical hydraulic governor to sense
the actual speed. An electric-driven speed changer sets the required turbine speed and a series of
hydraulically-operated relays and linkages to control the steam flow to the turbine. The speed
feedback affects the input control through a similar series of hydraulic relays and linkages.
Critical settings are required for proper operation of the MHC system. These settings depend on
the size of the turbine, speed range required, horsepower, steam requirements, and manufacturer.
Settings of the individual control linkages in the control units from the manufacturer may vary
based on the year of manufacture and materials used in the manufacturing process. The original
manual should be consulted for exact measurements and operating settings. Refer to Figure 3-17
for a specified GE control diagram.
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Figure 3-17
General Electric Control Diagram
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3.4.2 Front Controls
The front housed controls consist of gauges and indicators for the operation of the unit. These
consist of gauges for the steam inlet pressure, exhaust pressure, oil pressure, and operating speed
of the turbine at a minimum. The MHC system is mounted on one end of the turbine. As part of
the control system, the emergency stop lever (trip) is available to allow easy access during an
emergency. A remote-mounted emergency stop (trip) is also mounted in the turbine vicinity to
allow a remote trip without endangering personnel. The individual components such as bearings,
oil coolers, oil pumps, steam inlet, and exhaust casing have temperature and pressure indicators
mounted locally for monitoring system performance.
3.4.2.1 Front Standard Assembly and Governor Drive Assembly
On the GE-manufactured small turbine, the front assembly provides the enclosure and mounting
surfaces for the governor drive mechanism, oil pump assemblies, the secondary operating
cylinder assembly, and the support for the HP end of the turbine frame. All of the turbine control
components are enclosed in the front standard as shown in Figure 3-18.
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Figure 3-18
General Electric Front Standard Assembly
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The governor drive and oil pump assemblies include the mounting plates for the primary
operating and relay reset assembly and the primary pilot valve housing. The primary pilot valve,
bushing, governor, and oil pump drive gearing are part of the governor drive assembly.
The oil pump assembly is mounted on machined surfaces in the floor of the lower half of the
front standard of the turbine. A mounting plate is fixed on supporting surfaces on the drive
assembly. Drilled passages between the mounting plate and the components carry the hydraulic
oil to the controls and to the governor drive bearings. The surfaces between the individual
components are sealed by O-rings between the mounting plate and drive assembly.
The oil pump assembly includes the governor shaft, a jackshaft assembly, the dual oil pump
assembly, and gears for driving the shafting and dual oil pump.
The governor drive shaft is held in a vertical position by bearings. The upper bearing is a double
ball bearing, designed to take both radial and thrust loads, and the lower bearing is a self-
lubricating sleeve bearing. Oil spills down from the governor drive gear and lubricates the upper
bearing. A worm wheel and speed governor are also mounted on the upper extension of the shaft.
The jackshaft is driven off the turbine rotor (or drives the turbine rotor when on turning gear)
through a set of gears. The main jackshaft is mounted at a right angle to the governor shaft and is
parallel to the center of the turbine rotor. Roller bearings support the shaft in its position, and a
thrust bearing prevents axial movement of the assembly. The speed governor is driven off the
jackshaft through a worm gear mounted on the jackshaft. The dual oil pump is also driven off the
jackshaft by a gear mounted on the jackshaft.
The oil pump shaft is mounted in the front standard parallel to the jackshaft and is driven off the
jackshaft through gearing. The tachometer attaches to the pump drive at the end opposite the
gear. Oil spray nozzles are used to lubricate the gear meshes in the drive assembly.
3.4.2.2 Tachometer Generator
For the GE design, the tachometer generator is mounted at the front standard. The tachometer
rotor is driven off the oil pump shafting through the drive assembly. The tachometer generator
generates an electrical signal proportional to the generator speed. The tachometer generator
consists of a magnet that rotates in the pole pieces to produce an alternating current (ac) voltage.
The ac voltage induced is directly proportional to the speed of rotation. This voltage is then
connected to a rectified meter to display the correct speed of the turbine.
3.4.3 Links, Levers, and Connecting Joints
The levers provide mechanical connections between the control elements in the MHC system.
The levers are critical elements within the system because they provide a computing component
within the control algorithm. The floating levers are used as summing devices. Anchored or
pivoted levers are used for signal scaling within the system.
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The links serve to connect a control component to a lever or adjacent control assembly. The links
are typically adjustable—similar to a turnbuckle—and provide a method to calibrate the control
system connections.
The connecting joints join the levers and links to the individual control elements. The joints
provide a low-friction connection between the elements allowing for control actions such as
pivoting movements. The joints are typically threaded connections with a jam nut to prevent the
connection from loosening or coming apart due to vibration within the system. Some connections
use a pin or clevis arrangement to prevent movement within the system.
The length of travel of connections, lever moments, and lever lengths are critical dimensions
required in the setting up of the control system. A feedback amplitude or control output force can
be changed by altering the length of a lever or control linkage. When the control system is first
commissioned, the control lever and links are fixed to set dimensions and dictate the control
system response characteristics. These are usually recorded in the operations manual. As the
connections wear or do not move as originally designed, the control response characteristics of
the control system change resulting in a diminished response of the turbine to changing loads or
conditions. As an example, the set-up diagram for a GE system is shown in Figure 3-19.
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Figure 3-19
General Electric Lever Settings
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3.4.4 Hydraulic Cylinders, Pistons, and Relaying
The hydraulic cylinders, pistons, and relays perform control functions in the MHC system.
Individual elements as they apply to the GE control system follow. These items serve to actuate
the final control elements (such as valves), work as transducers, and provide signal computations
for feedback or positioning of the control elements.
3.4.4.1 Valve Gear and Secondary Relay
The valve gear and secondary relay system include the control (governing) valves and method
for actuating the control valves, the secondary operating cylinder assembly, and the section of
the lever system that is connected to these individual components. The GE design, as shown in
Figure 3-20, uses a cam lifting mechanism to obtain the work capacity for actuating the control
valves.
Figure 3-20
General Electric Valve Gear Assembly
The cam lifting mechanism consists of a camshaft, a series of cams, operating levers, and
feedback levers. The cams are profiled to provide the proper valve curve for sequential opening
of the control valves based on the rotation of the camshaft by the secondary piston. The
individual cams are keyed to the camshaft to prevent movement during operation. The camshaft
is supported by bearing assemblies to provide ease of rotation. A lever connects the camshaft to
the secondary piston for actuation of the camshaft. Additional levers provide a feedback path to
the secondary relay pilot valve to ensure that the control valves remain in a steady-state position.
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The secondary relay or operating cylinder consists of a spring-loaded piston and a connecting rod
to the piston with a rotating connection. A clevis pin connects the piston rod to the camshaft
operating lever for rotating the camshaft. The secondary pilot valve is connected to the
secondary operating cylinder by a restoring arm to obtain feedback for the initiated control
action.
The rate of steam flow into the turbine is determined by the lift position of the valves in the valve
gear assembly. The valve gear assembly operates in conjunction with the secondary relay and the
primary relay to set the speed of the turbine.
The valve operating gear is mounted on the upper half of the turbine casing. The secondary relay
is enclosed in the turbine front standard and provides the control of oil flow to the secondary
piston, which operates the valve lifting gear. The sequence of valve opening is determined by the
individual cam positions keyed on the camshaft. The secondary piston connects to the governing
valves lift mechanism through a lever and its gear engagement with gears on the camshaft. The
movement of the piston in the secondary relay cylinder determines the direction of rotation of the
camshaft. The oil pressure under the piston determines the position of the piston in the cylinder.
As oil flows into the secondary relay cylinder, the cylinder moves, forcing a rotation of the cam
assembly. The amount of rotation is then changed to a nonlinear opening of the control valves
through the cam profile and lifting lever. The steam flow is proportional to the secondary
operating cylinder travel because of the valve curve generated by the cam profiles. During
movement, feedback is provided to the secondary pilot valve through the restoring arm as to the
operating movement of the control valve.
The function of the secondary pilot valve is to control the oil pressure in the secondary operating
cylinder. The pilot valve has a control land with two cutoff edges. These cutoff edges open or
close the oil ports in the valve bushing to allow oil to flow into the secondary cylinder under the
piston. The amount of oil flow to the cylinder determines the movement of the piston. The
operation of raising the pilot valve within the bushing connects the bottom of the secondary
piston to drain, decreasing the operating oil pressure. In steady-state operation, the pilot valve
cutoff edges are positioned so that the pressure under the piston is constant and the piston
remains stationary.
During a change in the operating state, the turbine primary relay senses a change in the turbine
speed and acts to reposition the secondary pilot valve. The movement of the secondary pilot
valve then changes the oil flow into the secondary cylinder, and the piston moves to actuate the
control valves through the camshaft assembly. In the event that the turbine control system calls
for an increase in steam flow, the primary relay adjusts the secondary pilot valve to increase oil
pressure under the secondary piston. The secondary piston moves upward, rotating the camshaft
and the governing valves rise to increase steam flow into the turbine. Should the turbine control
system call for less steam, the secondary pilot valve moves to decrease oil supply to the
secondary piston. The oil under the piston is opened to the drain by the secondary pilot valve,
and the piston then moves downward and the steam valves move in the closing direction to
decrease steam flow. After each change in secondary pilot position, the pilot valve is returned to
a steady-state condition through the restoring linkage that connects the secondary piston to the
pilot valve. This connecting linkage between the secondary piston and secondary pilot valve
provides the feedback to hold the steam valves at a steady-state position. To prevent oscillations
within the actuation of the control valves, the secondary pilot valve linkage has an oil-filled
dashpot, as shown in Figure 3-21.
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Figure 3-21
General Electric Dashpot Assembly
In the event that oil pressure in the system is lost , the cam lifting gear is arranged so that the
valve gear closes the control valves. With a loss of oil under the secondary piston, the piston
spring exerts a downward force on the piston; and through the lever and gear connection between
the secondary piston and the camshaft; the camshaft rotates to close the steam valves.
3.4.4.2 Speed-Sensing Relay

The speed-sensing relay (also known as the primary relay) is the element used to sense the actual
speed of the turbine and process the speed signal into the control system. In the MHC system,
this is a mechanical device used to sense the actual machine speed. The speed-sensing relay
consists of two elements, the speed governor and the primary hydraulic relay. These components
are described individually in Sections 3.4.4.3 and 3.4.4.4.
3.4.4.3 Speed Governor
The mechanical speed governor is of the flyweight type and is mounted on the upper portion of
the governor drive shaft. The mechanical speed governor is rotated through the gearing located
in the front of the turbine. The flyweights rotate at a speed proportional to the running speed of
the turbine due to the direct gearing arrangement. The governor is tied to the pilot valve through
a shaft and the pilot valve within its bushing. Movement of the governor weights moves the pilot
valve within its bushing. This style of rotating pilot valve eliminates static friction within the
assembly and provides an improved response in the speed sensing of the turbine.
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A fixed relationship between the axial position of the pilot valve and the position of the
flyweights is maintained by a spring-loaded pin (pivot rod), the tips of which engage the upper
flyweight arm and pilot valve. A spring coupling loads the strut pin and prevents axial backlash.
This coupling also transmits rotary motion while providing for slight misalignment between the
strut pin and the pilot valve.
The governor is constructed with a roller on one arm to decrease friction between the two arms
of the governor weights. A flat surface on the opposing arm bears on this roller. The rolling
contact surfaces are hardened to prevent wear. The parts within the governor assembly are
lubricated by the oil discharged through the pilot valve and by an oil mist in the atmosphere
inside the turbine front standard. Figure 3-22 is a diagram of the construction of the GE
mechanical speed sensing governor.
Figure 3-22
General Electric Speed Governor
3.4.4.4 Primary Hydraulic Relay
The hydraulic relay system consists of a hydraulic operating cylinder with a single-acting spring-
loaded piston and a double-cutoff pilot valve. The desired speed setting of the turbine is
determined by the position of the primary pilot valve bushing. The position of the pilot valve
bushing is set by the pressure relay system or electric motor operated speed changer. A change in
the pilot valve bushing position results in a change in the operating speed. Once the desired
speed level is set, the primary relay moves the pilot valve to automatically control the secondary
relay and maintain the desired turbine speed.
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The primary relay operating cylinder oil pressure is controlled by the speed governor that moves
the pilot valve within its bushing. Oil pressure in the primary cylinder is determined by the
positioning of the pilot valve with respect to oil ports in the bushing. The pilot valve upper land
and cutoff edge controls the inlet flow of oil into the primary cylinder, and the lower control land
and cutoff edge controls the draining of oil from the primary cylinder. An interlocking valve is
located in the supply oil line to the primary pilot valve and is used as an overriding device to
block oil flow to the primary pilot valve.
When the speed governor lowers the pilot valve, the oil inlet ports are closed off and the lower
ports are uncovered. This results in the draining of the hydraulic oil from the lower cylinder. This
lowers the oil pressure in the cylinder and the operating piston moves down. The primary relay
piston change in position is transmitted to the secondary relay and valve gear through a
connecting linkage. When the signal is transmitted through the linkage, the secondary relay and
valve gear decreases the steam flow to the turbine by closing the control valves. In reverse, when
the pilot valve is raised by the action of the governor, the drain ports are closed off and the inlet
ports are opened. This raises the oil pressure in the primary cylinder and the piston moves up.
The primary relay piston movement is transmitted to the secondary relay and valve gear through
a connecting linkage, increasing steam flow, and turbine speed. Similar actions occur when the
pilot valve bushing is raised or lowered by the pressure relay or motor operated speed changer.
Raising the bushing decreases turbine speed and lowering the bushing increases turbine speed.
During normal operation, the position of the pilot valve cutoff edges relative to the bushing ports
is such that an oil pressure is established in the operating cylinder. This acts to position the
primary piston and maintain a desired turbine speed. When the relay piston position changes, the
pilot valve bushing position is also changed through the feedback linkage to counteract the
change in operating cylinder oil pressure caused by the initial pilot valve movement. This is
called restoring and is built into the system to prevent excessive overshoot under changing
conditions and to prevent speed hunt or unsettled conditions.
The restoring system includes a single-acting, spring-biased power piston and a double-cutoff
pilot valve in fixed bushings. This is known as the reset relay assembly. The pilot valve cutoff
edges are both on a single-control land, positioned over the oil ports leading to the power piston.
The levers and linkages connect the primary piston and power reset to the primary pilot valve
bushing and are a part of the restoring system. The purpose of the reset relay is to allow broad
instantaneous speed regulation for stable speed control under transient conditions, yet maintain
narrow settled speed regulation for good speed control under steady-state conditions.
Oil supply to the reset relay pilot valve and piston is from the turbine control oil pressure system.
Oil enters or drains from under the reset piston through the center ports in the bushing as
controlled by the pilot valve. The lower cutoff edge on the pilot control land controls the inlet oil
to the piston, and the upper cutoff edge controls the draining of oil from the piston.
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If the turbine experiences a step load increase without changing the desired speed setting, the
turbine speed slows down from its desired value. The speed governor then has its weights move
inward and move the primary pilot valve upward. This movement closes off the drain port from
the primary cylinder and opens the cylinder inlet oil port allowing pressure to build under the
primary cylinder piston. The primary piston then moves upward, which also moves the
secondary relay pilot valve bushing up. The primary piston also moves the reset piston to supply
oil pressure. The reset piston moves up, which moves the reset pilot valve and the primary pilot
valve bushing downward setting the turbine steam demand for the new load condition.
If the turbine experiences a step load decrease without changing the desired speed setting, the
turbine speed increases. The speed governor then acts to move the primary pilot valve down. The
primary pilot valve closes the inlet to the primary cylinder and opens the cylinder to drain,
reducing oil pressure under the primary piston. The piston moves down, operating the secondary
relay pilot valve and at the same time moves the primary relay pilot valve bushing down. The
primary piston also moves the relay reset pilot valve down, and the reset pilot valve closes off
supply oil to the reset piston and opens the piston to drain. The restoring piston moves down,
moving the reset pilot valve and the primary pilot valve bushing upward, thus setting the turbine
steam demand for the new load condition.
The free end of the primary pilot valve and the corresponding portion of the pilot valve bushing
form a dashpot to counteract any tendency for the relay system to have high-frequency
oscillations. Figure 3-23 shows the GE pilot and governor assembly.
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Figure 3-23
General Electric Governor and Pilot Valve
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3.4.4.5 Pressure-Sensing Hydraulic Relay
The desired turbine speed is ultimately determined by the position of the primary pilot valve
bushing. When using automatic speed control based on feedwater demand to the steam
generator, the primary pilot valve bushing position is adjusted by a pressure-sensing relay.
The pressure-sensing relay consists of an air motor that is connected through a link to a hydraulic
pilot valve and piston assembly. The air motor assembly includes a handjack mounted above the
air bellows assembly. The handjack provides for local manual- or solenoid-controlled
adjustments of the air bellows.
The pressure-sensing relay pilot valve assembly and spring-biased hydraulic piston combination
operates on hydraulic oil pressure supplied from the turbine control oil system. The signal air
pressure to the air motor bellows is an output signal generated from a pneumatic controller. The
air signal corresponds to the desired turbine speed as determined by the pneumatic feedwater
controller. The controller is ranged with minimum output pressure corresponding to a minimum
turbine speed.
The air bellows in the air motor is designed to offset the pilot valve from its steady-state position
based on the input air signal from the pneumatic controller. When the pilot valve is moved, the
hydraulic pressure to the piston changes. As the piston moves, the pressure-sensing relay pilot
valve is moved back to its steady-state position through a feedback linkage. This causes the
piston to stay at its new operating position. The piston remains in its new position until the air
bellows again moves the pressure-sensing relay pilot valve. A lever to the primary relay pilot
valve bushing connects the pressure-sensing relay piston. When the pressure-sensing relay piston
position changes, the primary pilot valve bushing position also changes, creating a corresponding
change in the turbine speed.
The handjack at the air motor assembly mechanically moves the air bellows. In the event that air
is not available at the air bellows, the handjack can be used for local manual control of turbine
speed. With no air signal present, and the handjack positioned to bring the air bellows to its high-
speed stop, the turbine speed can then be changed by using the electric/manual speed changer.
When the turbine is under feedwater control from the pneumatic controller, the electric/manual
speed changer provides an overriding provision for closing the governing valves. When the
electric/manual speed changer is controlling turbine speed, the jacking arrangement at the air
motor is an overriding provision for closing the governing valves. The manual handjack and the
manual attachment on the electric/manual speed changer provide for local manual control of
turbine speed. Figure 3-24 is a diagram of a GE pressure-sensing relay.
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Figure 3-24
General Electric Pressure-Sensing Relay
3.4.5 Electric/Manual Speed Changer
An electric/manual speed changer (see Figure 3-25) is used to control the desired speed of the
turbine when air loading to pressure-sensing relay is off. The motor speed changer is mounted on
the pressure relay to primary relay lever system, and limit switches are provided at each end of
the motor speed changer working range to indicate when either stop has been reached.
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Figure 3-25
General Electric Electric/Manual Speed Changer
The speed of the turbine is determined by the positioning of the primary pilot valve bushing. The
manual speed changer is connected into the primary relay linkage and can be used to adjust the
speed bushing and change turbine speed. The speed changer can be operated manually at the
turbine by means of its hand wheel, or it can be electrically controlled from a remote station.
The speed changer motor transmits motion to the spindle of a fulcrum assembly through a
double-reduction worm and gear drive. The fulcrum is connected to the primary relay and has a
threaded connection with its spindle. Rotation of the spindle moves the fulcrum and primary
relay lever to raise or lower the speed bushing. The raising or lowering of the primary pilot valve
bushing sets the desired speed of the turbine.
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Stops located above and below the fulcrum are clamped on the spindle and limit the travel of the
fulcrum. The upper stop sets the low-speed limit and the lower stop the high-speed limit of the
changer. The pin installed in the high-speed stop is held in position by a spring. In case it is
desired to increase the turbine speed temporarily beyond that permitted by the stop, the speed
limit pin can be depressed to clear the lower projection on the fulcrum.
The gear is mounted loosely on the spindle and is held in position by a slip clutch consisting of
thrust washers and a spring. The spindle is driven by friction between the gear and thrust
washers. When the fulcrum contacts either the high-speed or low-speed stop, the slip clutch
permits the gear to turn without overloading the motor and drive assembly. Lubrication is
accomplished through grease packed into the gear housing.
3.4.6 Control (Governing) Valves
In the GE small steam turbine, the steam control valves are of a single lift design. Each valve is
made up of a spherical plug pinned to a stem. When steam is admitted into the turbine steam
chest (with the valves seated), steam flows past the shroud and into the space above the valves.
Steam pressure builds up on top of the valve and pushes downward forcing the valve onto its
seat. There are also springs on the valve-lifting mechanism that act to exert a downward force on
the valve stem, which assist in keeping the valves seated. As the valve-lifting mechanism rotates
to lift a valve, the spring force must be overcome. When the spring force and the downward
steam pressure is overcome, the valve lifts from its seat allowing steam to pass into the turbine.
Steam pressure above the valve is reduced and the downward force on the valve decreases. As
the valve continues to rise, steam flow increases into the turbine. The valve is kept from spinning
on its stem by being pinned to the valve stem.
The LP valves are assembled in the steam chest (see Figure 3-26). The valve stems pass through
sealing bushings and are connected to a spring biased cam follower lever and shaft. This
arrangement serves to lift each valve in the correct sequence. Each lever assembly also includes a
knockdown hook, and each cam includes a pin in its side for contacting the hook. This feature is
included in the valve gear to add closing torque to the cam should a valve stick due to stem
deposits.
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Figure 3-26
General Electric Low-Pressure Valve Assembly
The single HP control valve is also of the single-lift valve design and is similar in construction to
the LP valves. The valve stem passes through bushings in the HP steam chest cover and is
attached to a linkage in the valve lifting gear. The HP valve opens in sequence with the LP
valves. As in the LP valves, a spring and the steam pressure above the valve hold the HP valve
on its seat until all the LP valves are lifted. The lift cam for this valve is positioned so that the
valve opens as the last LP valve is opened to its maximum flow position. A knock down hook
and pin are also included in the cam and cam follower lever to aid in closing the valve. A limit
switch is used as an interlock to prevent energizing the emergency trip reset solenoid unless the
control valves are closed. A second limit switch is used as an interlock to prevent the HP stop
valve closure test when the HP stop valve is open.
3.4.7 Instrumentation
Pressure gauges, dial thermometers, and thermocouples are provided in the oil system for
measuring system pressures and temperatures. The pressure gauges and dial thermometers are
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mounted at the oil tank console or at the instrument panel. The thermocouples are used for
remote indications. Additional gauges and indicators are located on specific components to assist
in monitoring the operation of the turbine and pump. Limit switches are used to provide
electrical interlocks and position feedback. Vibration monitoring may also be in place depending
on the equipment ordered with the unit or modifications completed after installation.
3.4.7.1 Pressure Switches
Pressure switches are used for several applications:
• Oil pump pressure alarms: Provides an indication of abnormal oil pressures within the system
• Turbine trips based on oil pressure: Trips the turbine unit off-line shutting inlet steam supply
to prevent damage to the bearings or loss of control
• Thrust bearing wear trip: Shuts the turbine down in the event that the rotor has shifted and is
not in the appropriate axial position
• Oil filter high-differential alarms: Provides an indication of an excessive pressure drop across
the oil filtration equipment
3.4.7.2 Solenoids
Solenoids may be used for the following functions:
• Test auxiliary oil pump: Allows testing of the auxiliary oil pump circuit to ensure that the oil
pump will start and operate when required
• Test emergency oil pump: Allows testing of the emergency oil pump circuit to ensure that the
oil pump will start and operate when required
• Trip reset: Electrically resets the trip linkage on the turbine
• Emergency trip: Trips the turbine off-line from an electrical interlock or operator action
• Stop valve: Tests the stop valve closure function
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3.4.7.3 Gauges
Standard pressure gauges are used for the following applications:
• Measurement of governor oil pressure: Provides local indication for operating parameters of
the oil pressure in the governor system
• Measurement of turbine-bearing oil pressure: Provides local indication for operating

parameters of the turbine-bearing supply oil pressure
• Measurement of oil pressure ahead of oil filter: Provides local indication for operating
parameters of the inlet pressure to the oil filter
• Measurement of oil pressure after the oil filter: Provides local indication for operating
parameters at the outlet of the oil filter
• Measurement of control oil pressure: Provides local indication for the operating parameters
of the system hydraulic control pressure
3.4.7.4 Standard Dial Thermometers and Thermocouples
Standard dial thermometers and thermocouples are used to monitor the following:
• Oil temperature leaving oil cooler: Provides local indication of the oil temperature at the
discharge of the oil cooler
• Thrust bearing oil temperature: Provides local indication of the oil temperature exiting the
thrust bearing in the oil drain line
• LP journal bearing drain oil: Provides local indication of the oil temperature exiting the
journal bearing in the oil drain line
• HP journal bearing drain oil: Provides local indication of the oil temperature exiting the
• Thrust bearing surface temperatures: Provides a direct indication of the temperature within
the thrust bearing assembly
• Stop valve chest temperature: Provides a direct indication of the steam inlet temperature to
the turbine
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3.4.7.5 Limit Switches
Limit switches may be used for the following functions:
• Low or high-oil level in the oil reservoir: Provides a remote indication of the oil level and
interlocking with turbine trip conditions
• Manual/electric speed changer limits: Provides interlocking as to the speed changer position
when at the limits of its range
• LP stop valve open, closed: Provides electrical interlocking into the control circuit based on
valve position
• HP stop valve open, closed: Provides electrical interlocking into the control circuit based on
valve position
3.4.8 Tripping Mechanisms
Tripping mechanisms shut down the turbine steam flow and bring the turbine to a stop. This
includes emergency trips for personnel safety, equipment trip functions designed to protect the
turbine from exceeding design specifications and causing equipment damage, and equipment
shutdowns based on abnormal operating parameters.
Key O&M Cost Point

Tripping mechanisms shut down the turbine steam flow and bring the
turbine to a stop. This includes emergency trips for personnel safety,
equipment trip functions designed to protect the turbine from
exceeding design specifications and causing equipment damage, and
equipment shutdowns based on abnormal operating parameters.
3.4.9 Main Steam Stop and Control Valves
During an FWPT shutdown, the main steam stop valves and control valves shut off the steam
flow to the turbine, allowing the turbine to come to a stop. The operation of the stop valve is
described in this section.
The LP stop valve assembly contains a hydraulically positioned steam shutoff valve that closes
quickly when the mechanism is tripped, either manually or automatically. The stop valve body is
attached to the LP steam chest of the turbine and provides a connection for the LP steam inlet
piping. The HP stop valve assembly has the same features as the LP stop valve except that the
HP stop valve body is integral with the HP control valve body (see Figure 3-27). In addition, the
HP steam inlet piping is attached to the inlet of the stop valve body.
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Figure 3-27
General Electric HP Valve Assembly
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Each stop valve is a poppet-type valve. The valve assembly consists of a pilot (inner) valve and
an outer valve. A hydraulic piston opens. The pilot poppet is opened by a hydraulic piston
against the steam inlet pressure. There is not sufficient force to open the main (outer) valve until
the steam flow through the pilot valve raises the pressure beneath the main valve. Steam pressure
beneath the main valve must be at least 80% of the steam inlet pressure before the hydraulic
piston can lift the main valve from its seat. The main valve will not open unless the control
valves are closed. This allows the buildup of pressure beneath the main valve if the control
valves are closed. The restriction of the steam flow through the pilot valve prevents the turbine
from coming up to normal operating speed in case the governing valves are open when an
attempt is made to open the stop valves. (This applies to the HP stop valve only.)
The HP stop valve hydraulic operating cylinder receives its oil pressure through a dump relay
valve with an orifice. This same arrangement is used on the LP stop valve. When oil pressure is
applied to the dump relay valve, it closes the cylinder drain and restricts the oil flow into the
cylinder by means of the orifice. When oil pressure to the dump relay valve is removed, the
valve opens, uncovers the cylinder drain, and allows the stop valve to shut quickly, or trip. This
dump relay valve provides for quick tripping of the stop valve when a small volume of oil is
displaced in the pressure line to the operating cylinder.
Each stop valve is designed so that when the valve is open, a seating surface on the stop valve
stem contacts the valve stem bushing to shut off steam leakage flow along the stem and through
the bushing leakoff piping.
Since the HP stop valve and the HP control valve are contained in a common casting, a drain
connection is provided for the removal of condensate that collects during long-term operation of
the turbine with the stop valve open and the governing valve closed. The LP stop valve body has
above and below seat drain connections for removal of condensate.
3.4.9.1 High- and Low-Pressure Stop Valves Oil Supply
Hydraulic oil for the stop valve operating cylinders runs from the oil tank to the stop valves,
inside the drain line from the stop valves. Since the stop valves are above the oil level, they drain
by means of gravity. Due to the construction of the turbine, controls and oil reservoir, the stop
valves must be free to move relative to the tank because thermal expansion occurs when the
turbine casing temperature changes from an operating state to a shutdown state. To accomplish
this, the drain lines are mounted in clearance holes in the oil tank wall. This allows the drain
lines to slide as necessary during the expansion and contraction cycles. The drain line opening is
located inside the tank to prevent leakage and minimize contamination of the oil. A flexible
rubber cover attaches around the outside of the drain line and connects to the tank to prevent the
escape of oil vapor or entry of particles into the tank.
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3.4.10 Overspeed Governor
The overspeed (emergency) governor, as shown in Figure 3-28, is of the spring-loaded plunger
type and is attached to the HP end of the turbine shaft. In the event the turbine overspeeds, the
overspeed governor operates to actuate the emergency tripping mechanism. The emergency
tripping mechanism then trips the stop valves to shut off steam flow to the turbine.
Figure 3-28
Emergency Overspeed Governor
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The trip plunger is held against its seat in the governor body by a spring. The plunger is located
so that its center of gravity is displaced from the axis of rotation. This produces centrifugal
forces that act to unseat the plunger and the plunger extends 1/4 inch outward to strike the
emergency trip arm. The spring holding the plunger on its seat is adjusted at the factory for a
designed tripping speed, and the set tripping speed is stamped on the body of the overspeed
governor. At this speed, the centrifugal forces on the plunger overcome the spring force and
unseat the plunger. The overspeed governor is designed to throw out to its fullest extent in a
small fraction of a revolution. When the plunger throws out, it strikes the emergency trip
mechanism actuating trigger and trips out the turbine. Due to the presence of oil vapor in the
turbine front standard, the plunger is constructed of a nonsparking material.
Key Technical Point
If a change in overspeed governor trip speed is required, this is
accomplished by rotating the upper bushing, shown in Figure 3-28.
Clockwise rotation increases the trip speed by increasing the spring
load, and counterclockwise rotation decreases the trip speed by
decreasing the spring load. A quarter-turn of the upper bushing changes
the trip speed by approximately 250 rpm on most units.
For test purposes, a jet of oil controlled by a valve can be directed into the overspeed governor
housing. This unbalances the plunger and trips the turbine at approximately 75% rated trip speed
and above. This arrangement permits the overspeed trip mechanism to be tested without bringing
the turbine speed up to the overspeed setting.
3.4.11 Tripping and Reset Mechanism

The tripping and reset mechanism enclosed in the front standard includes a spring-loaded trip
rod, the hydraulic trip and reset cylinders, the three-way relay valve, the interlocking valve, the
hand trip and reset handle assemblies, and the mechanical linkage that connects the assemblies
together.
The stop valves are reset to their open position with a buildup of pressure in the stop valve
supply oil line. The stop valves are tripped shut when the pressure in the supply lines is
connected to the drain. Oil is supplied to the stop valves through the three-way relay valve,
which either feeds oil directly to the stop valves (relay valve in reset position), or shuts off the oil
supply to the stop valves and drains the stop valve oil lines when in the closed (tripped) position.
The position (tripped or reset) of the three-way relay valve piston is determined by the position
of the trip rod relative to the latching step on its trigger and the position of the trip and reset
piston within their cylinders. The trip circuit control oil is fed to the tripping piston through an
orifice in the relay piston. When the trip rod is latched on its trigger, the trip-reset piston is
moved through the connecting linkage between the trip rod and the piston to close off the oil
drain ports in its cylinder. Then, with oil supply available, oil pressure builds up in the oil line
between the three-way valve and the trip-reset piston. A buildup of oil pressure in this line
causes the relay valve piston to move to its reset position, to open the stop valve oil supply line
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to pressure, and the stop valves open. When the trip rod is unlatched, the trip piston moves to
open the trip circuit control oil to drain, and oil pressure is released from the trip side of the
three-way valve piston. The resulting pressure differential across the three-way valve piston
causes the piston to move to its closed state. This closes off the oil feed to the stop valves and
opens the stop valve oil lines to drain resulting in the stop valves going closed.
The initiation of a trip through the action of the overspeed governor or the manual trip lever is an
additional means of tripping the stop valves. The trip rod is unlatched and the piston is opened to
drain when the tripping trigger is struck by the overspeed governor plunger, or by the hand
and/or hydraulic piston operated lever. When the trigger has been moved out of its latching
position by means of the hand trip, releasing the trip handle allows the return spring to rotate the
lever away from the trigger. The spring then causes the trigger to rotate back toward its latching
position. After the trigger has been unlatched when struck by the lever due to release of pressure
under the hydraulic piston, it returns to its latching position when oil pressure is reestablished
under the piston allowing the lever to rotate away from the trigger. With this type of tripping
system, the trip rod cannot be latched until hydraulic pressure is established under the piston.
Oil flow to the trip piston is supplied through a solenoid-operated valve. When the solenoid is
de-energized, the valve is positioned to supply oil pressure to the piston. This allows the trip rod,
and trip and reset piston to be reset. When tripping the unit hydraulically, the solenoid of the
valve is energized. Energizing the solenoid moves the valve to close off the oil supply to the
piston and opens to allow the oil under the piston to drain. The piston then moves to rotate the
lever against the trigger to unlatch the trip rod and trip out the turbine.
Resetting the tripping mechanism can be accomplished in two ways: by manually pulling on the
reset handle at the turbine, or by actuating the reset SV on the hydraulic reset oil circuit. Oil
pressure must be present at the piston and the hand trip handle must be released before the trip
mechanism can be reset. In manual resetting, pulling on the reset handle brings a lever against a
shoulder of the piston, and the piston and trip move to their reset position. This also rotates the
trigger to its latching position. Upon releasing the reset handle, the spring moves the trip rod
against the latching step on the trigger and the trip mechanism is in its reset position. The spring
acts to hold the trip rod on the latching step until the trigger is again rotated out of position
during a tripping operation. In hydraulically resetting, the piston and the trip rod are brought to
their reset positions by application of oil pressure at the large end of the piston. Oil is supplied to
this portion of the piston by energizing the reset SV.
A limit switch at the secondary operating cylinder serves as an interlock to hold the reset
solenoid electrical circuit open unless the control valves are in a closed position. This prevents
resetting of the trip condition unless the control valves are closed, thus not allowing an
inadvertent start of the turbine. A pressure switch is used to open the reset solenoid electrical
circuit when the stop valves are open. This also ensures that the solenoid cannot interfere with
the tripping of the turbine. A remote trip SV provides a means for an emergency stop pushbutton
for remote tripping, automatic tripping from additional components in the feedwater system, and
automatic tripping due to equipment trip conditions such as thrust wear device pressure switches,
low-bearing oil pressure, or a low oil level trip. A pressure switch in the stop valve oil supply
line provides an interlock to de-energize the trip SV when the stop valves have been tripped and
are open. Figure 3-29 represents the GE trip assembly.
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Figure 3-29
General Electric Trip Assembly
3.4.12 Interlocking Valve
The interlocking valve provides a hydraulic interlock within the mechanical hydraulic control
scheme. The interlocking valve is included in the turbine tripping system to provide for
automatic tripping. During automatic tripping the control valves go to their closed position when
the stop valves are tripped closed. The interlocking valve also provides an interlock to prevent
the control valves from opening unless the air motor and the pressure relay operating piston are
in the control valves closed position. In the control valves closed position, the interlocking valve
control oil is connected to drain through an interlock dump valve.
The HP oil supply to the primary pilot valve is supplied through one end of the interlocking
valve body. The outlet line from the interlocking valve to the primary pilot valve is connected to
the drain ports in the body of the valve. The control pressure line from the three-way relay valve
is connected to an orifice in the cover end of the valve body. The oil line to the interlock dump
valve is connected to the threaded passage in the valve body above the large end of the valve. A
drilled hole in the valve connects the control side of the valve to the space between the two large-
diameter lands.
With the stop valve trip mechanism in the reset position and the air motor and pressure relay in
the control valves closed position, the interlocking valve is positioned with the interlock dump
valve closed off. The drain ports in the valve body are also blocked, and the oil supply line to the
primary pilot valve is open allowing full hydraulic pressure to be applied. When the stop valves
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are tripped closed, the oil pressure on the control side of the valve drop which results in a shift in
the direction of the summation of the forces acting on the piston surfaces moving the valve to the
tripped position. This closes the oil supply to the primary pilot valve and opens the pilot valve
line to drain the oil pressure. The primary piston then causes the control valves to go to their
closed position through the respective relaying and linkage arrangement. This is termed the
control valves closed position of the interlocking valve.
When the valve has moved to the tripped position, the signal line to the interlocking dump valve
is exposed. In this position, any oil entering the control side of the valve bypasses to the signal
line, through the drilled hole in the piston at the end of the control valve. This opens the
interlocking dump valve to drain; and with the control oil continuing to bypass to drain, oil
pressure does not build up on the control side of the valve and the valve remains in its tripped
position. This is the interlocking feature of the valve. When the pressure relay and the air motor
are returned to the control valves closed position, the bypass to drain line is blocked off at the
interlocking dump valve and oil pressure can then build up on the control side of the valve. With
oil pressure established in the stop valve trip circuit, the interlocking valve then moves to its
reset position and the control valves can be opened. With this interlocking feature, the control
valves cannot be opened until oil pressure is established in the stop valve trip circuit and the air
motor and pressure relay piston are returned to their control valve closed position. The
interlocking valve is shown in Figure 3-30.
1 Inch = 2.54 mm
Figure 3-30
General Electric Interlocking Valve
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3.4.13 Thrust Bearing Wear Trip
The thrust bearing wear trip device is made up of a pair of oil nozzles mounted on the turbine
rotor. Spacers are used to position the oil nozzles relative to a sensing disk. The trip device
positioning is accomplished after the thrust bearing has been adjusted to correctly locate the
turbine rotor in the turbine casing. Signal oil is fed to the oil nozzles from the turbine control oil
supply through an orifice located in the signal line. Pressure switches are inserted into the signal
lines between the orifices and the nozzles and are wired to the trip SV circuit so that when a
pressure switch actuates, the solenoid energizes, and the turbine trips and provides an alarm.
The spacing between the nozzles and sensing disk is set so that, with the turbine rotor positioned
within the normal limits of the thrust bearing, the oil pressure in the signal line to the nozzle is
below a predetermined value. Should the turbine rotor move axially in either direction due to
thrust bearing wear, the spacing between the disk and the nozzle on the side of wear decreases. A
decrease in spacing results in the restricting of the signal oil flow and the signal oil pressure
increases. A sufficient increase in signal pressure actuates the pressure switch and trips the
turbine.
The thrust bearing wear trip system also incorporates a provision for testing the electrical
components in the system. The test circuit includes a key operated pushbutton, two test valves,
and two lights. In the normal running position, the test valves are locked out by the key-operated
pushbutton. In test, the key is rotated from the normal position to the test position and removed
from the pushbutton. The key can only be removed from the pushbutton when in the test
position. When the key is in test, the trip circuit is disarmed and the pressure is placed in the light
circuits, illuminating the lights. When a test valve is closed, the pressure in that signal line
increases to actuate the pressure switch, causing the light in the signal line being tested to go out.
The thrust bearing wear trip is shown in Figure 3-31.
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Figure 3-31
General Electric Thrust Bearing Trip
3.4.14 Non-Return Valve Trip
The normally open hydraulically actuated three-way dump valve is piped so that the valve
receives a hydraulic signal from the stop valve side of the relay valve. When the stop valves are
tripped by a release of their supply oil pressure, the non-return valve trip opens to vent the non-
return valves pneumatic holding circuit, and the non-return valves are tripped.
This valve provides a means of releasing the pressure in the pneumatic holding circuit for the
non-return valves in the turbine extraction lines. This valve trips the non-return valves when the
stop valves are tripped. When the stop valves are reset and oil pressure builds up on their supply
line, the dump valve closes, permitting reset of the non-return valves.
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3.4.15 Hydraulic and Oil Lubrication System
The hydraulic and lubricating oil system is composed of an oil storage tank (reservoir), two
motor-driven pumps and a shaft-driven pump for supplying oil to the system, and an oil cooler
and filter for cooling and cleaning the lubricant. Pressure regulating valves are used for
maintaining the pressure required for the turbine controls and the turbine lubrication
requirements.
3.4.15.1 Oil Tank
The oil tank may be located in front of the turbine or under the turbine. The portion of the tank
located under the unit is connected by a flexible downcomer to allow for thermal expansion and
contraction. The tank top serves as the operating floor at the turbine. The typical tank capacity is
approximately 900 gallons (3407 liters) and varies based on the horsepower of the turbine and
lubricating requirements. The tank bottom is fitted with a drain for drawing off water that may
enter the system and for obtaining oil samples. The tank also includes an access cover and oil
vent.
3.4.15.2 Piping
The majority of the oil piping is contained in the oil tank and turbine front standard. External
piping is present between the oil tank and the HP and LP stop valves and between the oil tank
and the LP bearing bracket. The oil feed lines to these points run inside the return lines.
3.4.15.3 Oil Pumps
The main oil pump is a dual, positive-displacement gear pump driven through gears from the
turbine shaft. The shaft-driven oil pump is designed to meet the full load requirements of the unit
for the turbine hydraulic and lubricating system. The LP section of the pump provides the oil
requirements for the LP control system and lubrication system. System pressure is maintained
through the use of a relief valve. The HP section of the pump supplies hydraulic oil pressure to
the governor system and is also controlled by a relief valve.
The HP auxiliary oil pump is a motor-driven centrifugal oil pump, and it supplies oil to the
hydraulic and lubrication system at startup and low speeds. It is also used to supply priming oil
to the shaft-driven oil pump on startup. The auxiliary oil pump is configured to start
automatically by means of a pressure switch that monitors oil pressure in the LP header. A
second pressure switch is used to provide an indication that the pump is running. In order to test
the auxiliary oil pump operation to simulate loss of oil pressure, the test valve is operated by
means of the pushbutton. This lowers the pressure at the switch and starts the auxiliary oil pump.
Releasing the pushbutton allows the signal pressure to return to full pressure, and the auxiliary
oil pump can be shut down.
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The second auxiliary motor-driven oil pump (emergency oil pump) is included in the lubrication
system. This pump is a centrifugal pump but typically of equal or lower capacity than the
primary auxiliary oil pump. The pump supplies oil to the lube oil header and is separated by a
check valve. The pump supplies oil in a quantity for intended use with the turning gear. This
pump is controlled automatically by a pressure switch which monitors supply oil pressure.
Testing of the emergency oil pump is identical to the auxiliary oil pump.
3.4.15.4 Oil Coolers
The lubrication systems are designed with cooling redundancy to provide reliability. Two oil
coolers are installed with each unit able to supply 100% of the cooling capacity of the oil in the
unit. This also allows for isolating a cooler in the event of a leak. The dual oil coolers are
arranged with a transfer valve so that either cooler can be operated alone. Typical oil coolers are
of the shell and tube design. A filling valve and continuous vents are provided at the piping to
the cooler.
3.4.15.5 Oil Filters
The lubrication system is arranged with dual filters, which allows for servicing of the oil system
filters during operation. Differential pressure indications are present to allow a determination of
the filter condition. The dual oil filter is arranged with a bypass valve that allows one side of the
filter to be opened for cleaning and maintenance while the turbine is operating.
3.4.16 Turning Gear
The turning gear is used to rotate the turbine at a slow speed, and is accomplished when the
turbine is shut down to prevent distortion of the rotor assembly. The turning gear is run prior to a
startup and after a shutdown. Running the turning gear prior to startup ensures bearing
lubrication and minimization of rotor sag or warpage. The turning gear should also be run during
the shutdown to ensure even rotor cooldown and minimize the potential for rotor sag conditions.
For a GE turning gear, the assembly includes a gear motor, a splinted coupling, and a clutch. The
splinted coupling links the turning gear output shaft and the clutch bore. Starting the turning gear
motor causes the clutch to ride up and lock against the clutch races, and the turbine rotates at the
turning gear output shaft speed. The clutch remains in this position until the driving torque
returns to zero. As the turbine speeds up, the clutch automatically disengages (overrunning
clutch). A spray nozzle from the turbine bearing oil supply line continuously lubricates the
splined coupling teeth and clutch bearings.
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3.5 Mechanical/Hydraulic Turbine Controls: Westinghouse

The typical boiler feedwater pump drive turbine is designed as a multiple-stage, noncondensing
steam turbine. The turbine may either be a dual-inlet or single-inlet design based on size and
manufacturer. The large feedwater pump turbine is modeled after the larger generating turbine
units. This provides a high degree of reliability and the basic components are similar in nature.
The steam is controlled into the turbine by steam controlling valves and the steam valve position
is controlled through a governor system. The governor system described in this guide is the
MHC system. The exhaust steam exits the turbine into an exhaust header. The typical feedwater
pump may be divided into four major subcomponents: oil reservoir and lubricating system,
instrumentation panel, turbine housing, and frame assembly. The Westinghouse turbine frame is
presented in Figure 3-32.
Figure 3-32
Westinghouse Turbine Frame
Figure 3-32 is a cross-section view of a Westinghouse 14,500 horsepower (14,703 horsepower

metric) turbine used for a feedwater pump application.
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The Westinghouse MHC system can be divided into three areas: the HP oil system, the
lubrication system, and the control system. All the requirements for the turbine are supplied from
the oil supply unit.
The main and auxiliary oil pumps, oil reservoir, strainers, and oil coolers are assembled as an oil
supply unit. The oil supply unit is located beneath the inlet end of the turbine, and this unit
provides all the oil supply requirements for the turbine. The oil reservoir supports the electric-
driven oil pumps; provides for external mounting of the oil cooler, HP, and LP oil filters, and a
support (which may house some of the oil system control elements); and serves as the sump for
the turbine oil supply. The hydraulic control elements are also located on the top of the oil supply
unit.
The frame assembly is the power portion of the turbine and includes the inlet and exhaust steam
casing, a method for steam entry into and exhaust from the casing, and the turbine support.
On the Westinghouse design, the thrust bearing collar and overspeed trip assembly and governor
drive pinion are secured to the turbine rotor on the inlet end of the turbine. The turning gear is
located on the exhaust end and drives the turbine through a gearing arrangement.
3.5.1 Operating Characteristics
The turbine feedwater pump is designed to have a high level of reliability. The turbine design
and controls used are similar to those in large turbine-driven generating units. The turbine
performs work by using steam extracted from the steam plant and in turn driving the main
feedwater pump. The control system is designed to run the pump at a steady-state speed
condition and supply a fixed volume of water depending on the steam generation rate required by
the system. This requires the turbine to be able to increase speed with an increase in feedwater
demand to the steam generator and also to decrease speed to reduce the feedwater flow. During
steady-state conditions, the control system must maintain a continuous speed with minimal speed
drift. During transients, the response must minimize hunting and respond quickly to a change in
feedwater demand. The MHC system uses a mechanical hydraulic governor to sense the actual
speed. Critical settings are required for proper operation of the MHC system. These settings
depend on the size of the turbine, the speed range required, horsepower, steam requirements, and
the manufacturer. Settings of the individual components manufactured by the same OEM may
vary based on the year of production and the materials used in the production process. The
original manual should be consulted for exact operating settings.
3.5.2 Controls
One part of the control system consists of gauges and indicators to ensure proper operation of the
unit that monitor parameters such as steam inlet pressure, exhaust pressure, oil pressure, and
operating speed of the turbine. The MHC system is mounted on the top of the turbine lube oil
tank for a Westinghouse design. As part of the control system, the manual operators are located
within easy access for operations personnel. A remote-mounted emergency stop (trip) is also
supplied and mounted in the turbine vicinity to allow a remote trip without endangering
personnel. The individual components such as bearings, oil coolers, oil pumps, steam inlet, and
exhaust casing have indicators mounted locally for monitoring system performance. Figure 3-33
shows the Westinghouse MHC system.
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Figure 3-33
Westinghouse Control Diagram
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3.5.3 Governor Drive Assembly
On the Westinghouse-manufactured small turbine, the governor drive pinion is secured to the
turbine rotor on the inlet end of the turbine. The governor shaft, which carries the flyweights, is
driven through a drive shaft from the end of the turbine rotor by a set of spiral bevel gears. The
drive shaft is supported by bearings mounted in the governor drive bracket. The bearings are
combined radial- and thrust-type with pressure lubrication supplied through drilled passages in
the bracket. The clearances and gear backlash in the drive assembly are critical to allow free
movement of the system and maintain the proper relationship required to turbine speed. The
governor shaft, which is connected to the drive shaft through a coupling, is guided in its bracket
by bushings and is held in position by a retainer plate.
3.5.4 Tachometer
For the Westinghouse design, the tachometer is of the reluctance-type pickup. It senses gears or
notches in a wheel and supplies a pulsed output based on the input voltage. The speed pickup is
mounted to obtain a direct input from the turbine rotor shaft, and the gear or notched wheel is
typically located on the end of the turbine rotor.
3.5.5 Links, Levers, and Connecting Joints
The links provide mechanical connections between the control elements in the MHC system.
These are typically used to supply a position feedback between an actuation piston and its pilot
relay. This is a characteristic of the valve positioner-type used within this system. The
Westinghouse system uses fewer summing levers and linkages than a comparable GE feedwater
pump turbine. This is accomplished with the use of the cup valves and control oil signals in place
of the summing levers and connecting links. The levers are critical elements within the system
because they provide a repositioning of the pilot valves in the actuator assemblies.
The connecting joints join the levers and links to the individual control elements. The joints
provide a low-friction connection between the elements, which allows for control actions such as
pivoting movements. The joints are typically threaded connections with a jam nut to prevent
theconnection from loosening or coming apart as a result of vibration within the system. Some
connections use a pin or clevis arrangement to prevent movement within the system.
The length of travel of connections, lever moments, and lever lengths are critical dimensions in
the setting up of the control system. A feedback amplitude or control output force can be
changed by altering the length of a lever or control linkage. When the control system is first
commissioned, the control lever and links are fixed to set dimensions. These are recorded within
the operations manual and they set the control system response characteristics. As the
connections wear or do not move as originally designed, the control response characteristics of
the control system change resulting in a diminished response of the turbine to changing loads or
conditions.
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3.5.6 Hydraulic Cylinders, Pistons, and Relays
The hydraulic cylinders, pistons, and relays perform control functions within the MHC system.
Individual elements as they apply to the Westinghouse control system are described in this
section. These items serve to actuate the final control elements (such as valves), work as
transducers, and provide signal computations for use as feedback or positioning of the control
elements.
During a change in operating state, the turbine governor senses a change in turbine speed. This
then acts to change the hydraulic signal pressure through the cup valve in the governor. The
change in pressure is transmitted to the governing system servomotor that changes the position of
the control valves. In the event that oil pressure is lost within the system, the servomotor is
arranged so that the valve gear closes.
3.5.6.1 Speed-Sensing (Primary) Element
The speed-sensing element (also known as the primary relay or primary sensing element) is the
element that senses the actual speed of the turbine and processes the speed signal into the control
system. In the MHC system, this is a mechanical device that is used to sense the actual machine
speed. The speed-sensing element in the Westinghouse system consists of two elements, the
speed governor and the cup valve. These components are described individually in this section.
3.5.6.2 Speed Governor
The mechanical speed governor is of the flyweight type with a cup valve that sets the oil pressure
based on the turbine speed. The governor centrifugal weights are counteracted by a strap spring
and compression spring. The governor drive shaft is driven from the end of the turbine rotor
shaft by a set of spiral bevel gears. The strap spring is formed into an inverted U shape, and
movements of the centrifugal weights against the spring change the loading on the cup valve. HP
oil is supplied through an orifice to a space below the cup valve. The oil pressure pushing on the
cup is equal to the centrifugal force exerted by the flyweights on the governor. Because the
centrifugal force is proportional to the turbine speed, the oil pressure is also proportional to the
turbine speed. Because of the physical arrangement of the cup valve, the signal oil pressure
increases with a decrease in turbine speed. This relationship between turbine speed and signal oil
pressure is termed inversely proportional. The magnitude of the signal oil pressure can be
adjusted by the loading spring over the cup valve. Bearings within the assembly are force-
lubricated through drilled passages within the bearing brackets. Figure 3-34 represents a
Westinghouse governor assembly.
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Figure 3-34
Westinghouse Governor
3.5.6.3 Governing System Servomotor
The servomotor is a hydraulic actuator and is used for operating the steam chest valves. The
servomotor consists of a relay and an operating piston, which are assembled in a housing and
mounted at the inlet section of the turbine. The unit has a rod that is connected to the governing
steam chest valves by an operating lever that has a fulcrum. A downward movement of the
operating piston results in the opening of the steam chest.
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HP oil is used as the actuating force in the system. The HP oil is admitted to the relay for
operating the piston. Two lands of the relay expose ports that admit HP oil above or below the
operating piston. The direction of oil flow depends on the position of the relay. Upward
movement of the relay, because of an increased control oil signal from the governing system,
uncovers ports connecting the HP oil to the top of the piston simultaneously allowing the
chamber below the piston to connect to drain. This acts to move the piston downward. Following
any operating movement of the relay, the operating piston moves in the opposite direction. The
follow-up lever linkage, which connects the operating piston and follow-up spring, has a fulcrum
point so that for any relay movement, the piston movement changes the spring compression and
returns the relay to a neutral position. This provides the feedback to return the servomotor
actuator to a steady-state position after an actuation has taken place. A Westinghouse servomotor
is presented in Figure 3-35.
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Figure 3-35
Westinghouse Servomotor
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3.5.7 Governor Electric/Manual Speed Changer
The function of the governor speed changer is to amplify speed signal pressure from the speed
governor and convert electrical speed signals from the remote speed controller into control oil
pressure signals. The control oil pressure signal is then applied to the governor system
servomotor relay to change the turbine speed.
The elements of the speed changer are a torque motor, four diaphragms, a strap spring, a
compression spring, and a loading spring. These elements change the loading on the cup valve
that regulates the pressure that is applied to the governor system servomotor. The lowest of the
three diaphragms is connected to the oil pressure signal maintained to the speed governor. The
middle chamber is vented to atmosphere, and the upper chamber is connected to the HP oil
regulated by a cup valve in the electric speed changer. The diaphragms have unequal areas in the
upper and lower chambers and this forces the oil pressure to act downward. This is combined
with the loading spring to produce a force on the cup valve. This loading force is partially
balanced by the compression spring and the system provides a net loading force. The net loading
force changes the control oil pressure to the governor servomotor relay resulting in servomotor
actuation. The torque motor or the adjusting screw knob may initiate the changes in the loading
force.
The torque motor compression spring and strap spring combine to produce the loading force on
the cup valve through the control lever. With zero voltage to the torque motor, the oil pressure
beneath the cup valve lifts the control lever until it is balanced by the strap spring and
compression. This establishes a minimum pressure in the upper chamber. As the voltage signal
increases, a downward force is exerted through the control rod to move the cup valve closer to its
seat. This restricts the oil flow to drain and increases the pressure in the upper chamber. This
results in increased control oil pressure and the servomotor acts to increase the turbine speed.
As the speed increases in response to the increased oil pressure in the upper chamber, the speed
governor acts to decrease oil pressure in the lower chamber. This counteracts the increase in
pressure in the upper chamber and provides the speed feedback to bring the system into
equilibrium at the new desired speed.
A dashpot plunger is attached to the torque motor. This serves to add dampening to the
instantaneous change introduced by the torque motor with a change in input voltage. The
Westinghouse speed changer is shown in Figure 3-36.
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Figure 3-36
Westinghouse Electric/Manual Speed Changer
3.5.8 Control (Governing) Valves
In the Westinghouse small steam turbine, the steam control valves are attached to a lifting bar
and are of a single-lift design. The governor servomotor raises and lowers the lifting bar, keeping
it horizontal at all times (see Figure 3-37). The travel of each valve is determined by the
relationship of the adjusting nut position to the lifting bar. There is an unbalanced steam force
tending to close the valves and also a positive closing force supplied by the lifting bar pushing
down on the shoulder edge of the valves. The governor system controls this arrangement through
a governor valve positioner and stop valve controllers. The designs of the stop valve controllers
and governing valve positioner are identical.
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Figure 3-37
Westinghouse Valve Lever Assembly
The controllers and positioners are precision-built oil pressure regulating valves. The governor
valve positioner varies the opening of the governor steam chest valves and HP governor valve
and results in the control of the turbine speed.
The controllers and positioner are mounted on a control block on the turbine reservoir. Orificed
HP oil is supplied to a chamber beneath the spring-loaded cup valve. The control oil pressure
maintained depends on the compression of the spring on the cup valve. Oil at this controlled
pressure is admitted to the respective control oil line to position the steam valve. In the control
system, a decrease in oil pressure closes the steam valves. By adjusting the spring compression
on the cup valve, the oil pressure can be adjusted to open or close the steam valves. The control
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oil pressure can be adjusted by changing the spring compression on the loading spring manually
or from a remote input through the motor. The motor is connected to the adjusting spindle
through a worm arrangement and gearing. A clutch is included to also allow operation through a
manual adjusting wheel. Stop pins and stop screws limit the travel of the adjusting spindle. Limit
switches are supplied to interlocks and indication of position. Figure 3-38 represents the
Westinghouse stop valve controller and positioner assembly.
Figure 3-38
Westinghouse Controller Valve Positioner
3.5.9 Instrumentation
Pressure gauges, dial thermometers, and thermocouples are provided in the oil system for
measuring system pressures and temperatures. The pressure gauges and dial thermometers are
mounted at the oil tank console and at specific equipment on the unit. The thermocouples are
used for remote indications and access where a local gauge is not available. Limit switches are
used to provide electrical interlocks and position feedback. Vibration monitoring may also be in
place depending on the equipment ordered with the unit or modifications completed after
installation.
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3.5.9.1 Pressure Switches
Pressure switches are used in the following applications:
• Oil pump pressure alarms: Provide indication of abnormal oil pressures within the system,
such as oil pump discharge
• Main oil pump pressure switch (test/start) No. 1: Provides test/start capability of the oil pump
on low oil pressure
• Main oil pump pressure switch (test/start) No. 2: Provides test/start capability of the oil pump
on low oil pressure
• Main oil pump pressure switch No. 1: Provides alarm and interlock capability of the oil pump
on low oil pressure
• Main oil pump pressure switch No. 2: Provides alarm and interlock capability of the oil pump
on low oil pressure
• Low lube oil pressure switch: Provides alarm on a low lube oil condition
• Emergency oil pump pressure switch: Provides test/start capability of the oil pump on low oil
pressure
• Turning gear pressure switch: Provides interlocking capability with the turning gear and oil
system
• Turbine trips based on oil pressure: Trips turbine unit off-line, shutting inlet steam supply to
prevent damage to the bearings or loss of control
• Oil filter high-differential alarms: Provide an indication of an excessive pressure drop across
the oil filtration equipment
3.5.9.2 Solenoids
Solenoids may be used for the following functions:
• Emergency trip: Trips the turbine off-line from an electrical interlock or operator action
• Main oil pump test SV (No. 1): Allows testing of the No. 1 oil pump circuit to ensure that the
• Main oil pump test SV (No. 2): Allows testing of the No. 2 oil pump circuit to ensure that the
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• Emergency oil pump test SV: Allows testing of the emergency oil pump circuit to ensure that
the oil pump will start and operate when required
• Turning gear disengage SV: Disengages the turning gear by controlling actuating air
• Turning gear engage SV: Engages the turning gear by controlling the actuating air
• Overspeed trip remote reset SV: Resets electrically the overspeed trip
• Vacuum trip reset SV: Resets a trip actuated by the vacuum trip
3.5.9.3 Gauges
Standard pressure gauges consist of the following:
• Measurement of HP oil: Provides local indication for operating parameters of the oil pressure
in the governor system
• Measurement of turbine-bearing oil pressure: Provides local indication for operating

parameters of the turbine-bearing supply oil pressure
• Measurement of oil pressure ahead of oil filter: Provides local indication for operating
parameters of the inlet pressure to the oil filter
• Measurement of oil pressure after the oil filter: Provides local indication for operating
parameters at the outlet of the oil filter
3.5.9.4 Standard Dial Thermometers and Thermocouples
Standard dial thermometers and thermocouples are used to monitor the following:
• Oil temperature leaving oil cooler: Provides local indication of the oil temperature at the
discharge of the oil cooler
• Thrust bearing oil temperature: Provides local indication of the oil temperature exiting the
thrust bearing in the oil drain line
• No. 1 journal bearing drain oil: Provides local indication of the oil temperature exiting the
• No. 2 journal bearing drain oil: Provides local indication of the oil temperature exiting the
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• Thrust bearing surface temperatures: Provide a direct indication of the temperature within the
thrust bearing assembly
• Stop valve chest temperature: Provides a direct indication of the steam inlet temperature to
the turbine
3.5.9.5 Limit Switches
Limit switches may be used for the following functions:
• Low- or high-oil level in the oil reservoir: Provides a remote indication of the oil level and
interlocking with turbine trip conditions.
• Valve positioner/controller limit switches: Indicate when the preset limits of the valve
positioner/controller travel have been reached and provide electrical interlocking into the
control circuit based on position. These include right LP stop valve controller, left LP stop
valve controller, governor valve positioner, left LP stop valve limit switch, and right LP stop
valve limit switch.
3.5.10 Tripping Mechanisms
Tripping mechanisms are those items that shutdown the turbine steam flow and bring the turbine
to a stop. This includes emergency trips for personnel safety, equipment trip functions designed
to protect the turbine from exceeding design specifications and causing equipment damage, and
equipment shutdowns based on abnormal operating parameters.
The Westinghouse design uses an overspeed, manual, and oil failure trip mechanism. This
provides a means to automatically shut down the turbine when the turbine overspeeds or when
the bearing oil pressure gets below a minimum preset value. A manual means of tripping the
turbine is also available through this unit.
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Figure 3-39 illustrates the Westinghouse overspeed, manual, and bearing oil failure assembly.
Figure 3-39
Westinghouse Oil Loss, Overspeed, Manual Trip
3.5.11 Main Steam Stop and Control Valves
During an FWPT shutdown, the main steam stop valves and control valves shut off the steam
flow to the turbine, allowing the turbine to come to a stop. The closing operation of the stop
valve is described in this section.
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The governing and stop valves are operated by hydraulic servomotors. These units use HP oil
from the oil supply unit to position their respective control valves based on an oil pressure signal
to their pilot valves (relay). HP oil from the oil supply system is admitted to the relay and
metered to either side of the operating piston depending on the direction of displacement of the
relay. The upper of these two center lands controls ports, which connect a piston chamber to
drain. The lower of these two lands is used to also connect a chamber to drain. Upward
movement of the relay is caused by an increase in the control oil pressure signal. This allows HP
oil to go to the top chamber and force the piston down and open the control valves. In the event
of a loss of control oil, the bias spring at the top of the pilot valve forces the valve to a position
that admits oil below the operating piston, the piston moves upward and closes the steam valves.
The closing action is rapid based on the steam pressure acting to close the valves and design of
the lifting mechanism.

The overspeed (emergency trip) governor is of the spring-loaded weight (plunger) type. In the
event the turbine overspeeds, the overspeed governor operates to physically actuate the
emergency tripping mechanism. The emergency tripping mechanism then trips the stop valves to
shut off steam flow to the turbine.
The trip weight (plunger) is held against its seat in the governor body by a compression spring.
The weight is located so that its center of gravity is slightly displaced from the axis of rotation.
This produces centrifugal forces which act to move the weight outward to strike the emergency
trip lever.
Key Technical Point

The compression spring holding the weight on its seat is adjusted at the
factory for a designed tripping speed, and this is accomplished with the
use of shims at the top of the spring. Shims may be removed to decrease
the tripping speed. To increase tripping speed, shims would be added at
the top of the spring. A 5 mil shim change equates to an approximate 80
rpm speed change in both the increasing and decreasing speed direction.
At this speed, the centrifugal forces on the weight overcome the spring force and move outward.
The overspeed governor is designed to throw out to its fullest extent in a small fraction of a
revolution. When the weight throws out, it strikes the emergency trip lever. The movement of the
trip lever pushes against a pilot valve, which shifts the pilot valve to decrease oil pressure above
the oil release valve seat. The valve then moves off its seat by HP oil beneath the seat and allows
the HP oil to drain. This decreases the oil pressure in the operating line to the throttle valve trip
cylinder and the throttle valves close.
3.5.13 Hand Trip
The turbine can also be tripped by a manual trip that is located in the same housing as the
overspeed trip. This is accomplished by depressing the spring-loaded manual trip lever. The
manual trip lever acts to move the pilot valve off its seat releasing the HP operating oil to drain.
This decreases the oil pressure in the operating line to the throttle valve trip cylinder and the
throttle valves close.
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3.5.14 Bearing Oil Failure Trip
The turbine can be tripped through a failure of bearing oil pressure. The device is located integral
with the overspeed trip and manual trip mechanism.
Bearing oil pressure is connected through internal passages in the inlet bearing bracket to the
chamber below the oil failure trip piston. The HP oil is connected to the annular port in the trip
piston cylinder bore. With normal operating pressure, the trip piston is held on its seat. When the
oil pressure decreases to a preset value, the compression spring moves the trip piston off its seat.
The trip setting is determined by the load on the compression spring and this is set through the
adjusting nut on the piston seat. As the piston moves off the seat, the HP oil is dumped to drain.
This trips the throttle valve and shuts down the turbine.
3.5.15 Vacuum Trip Mechanism
The low-vacuum trip is a protective device designed to shut down the turbine when the turbine
exhaust pressure exceeds a predetermined value. This mechanism acts to dump the trip system
oil pressure and trip the steam valves closed, stopping the turbine.
The vacuum trip mechanism consists of three components: the bellows, a trip plunger, and the
trip mechanism. A flexible bellows that is connected to the turbine exhaust line actuates the
vacuum trip. The exhaust pressure acts on the outside of the bellows and atmospheric pressure is
present on the inside. During normal running conditions, the system is in equilibrium. A decrease
in turbine exhaust vacuum (increase in pressure) decreases the pressure differential across the
bellows. This allows the scale spring to press the bellows pin against the trip lever. The trip lever
rotates and then pushes the relay plunger down to release the trip oil pressure to drain. An
interlocking latch is also provided to prevent inadvertent tripping during startup operation. The
vacuum trip assembly is shown in Figure 3-40.
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Figure 3-40
Westinghouse Vacuum Trip Unit
3.5.16 Trip Reset Mechanism
The tripping reset is housed with the overspeed, manual, and bearing oil failure trip mechanism,
and is an integral part of this unit. After the tripping mechanism has been actuated due to a
turbine overspeed or bearing oil failure it must be reset manually or remotely. This can only be
accomplished after the turbine has decreased to below 75% of its normal speed. This allows the
trip weight to return to its normal position and the oil pressure to be reestablished. If the trip
resulted from the oil pressure being low, this must be corrected first.
Key Technical Point

After the tripping mechanism has been actuated due to a turbine
overspeed or bearing oil failure, it must be reset manually or remotely.
This can be accomplished only after the turbine has decreased to
below 75% of its normal speed.
Manual resetting is completed by pushing in on the reset handle. This is connected to the reset
valve stem that seats the pilot valve and oil release valve. This permits oil pressure to be restored
above the valve, thus holding both the pilot valve and oil release valve on their seats.
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Resetting the system can also be accomplished through the use of a remote reset system. When
the remote system is used, HP oil is admitted through the drilled passages in the bearing bracket
to the trip valve by a three-way SV connected to the oil supply line. This serves to establish the
oil pressure above the trip valve seat and reset the system. The oil pressure on the reset valve
stem body is then released by the SV.
3.5.17 Hydraulic Lock Valve
A manual hydraulic lock valve is installed in the system to allow for testing of the overspeed trip
device without tripping the turbine. The test of the trip system is accomplished by admitting oil
under pressure to the inside of the trip weight housing and measuring the oil pressure required to
move the trip weight out. The oil pressure required to actuate the trip weight is recorded and
compared to previous test measurements. If the pressure required to actuate the trip weight
changes over time, the unit should be shut down and an actual overspeed test performed. The
hydraulic lock valve prevents tripping of the turbine during this operation.
The hydraulic lock valve is located near the tripping mechanism and overspeed governor. During
normal operation, the valve stem is held away from its seat by the force of the spring. This
allows unrestricted flow of the trip header oil should a turbine trip occur. It also prevents the trip
test oil pressure from being applied to the overspeed governor assembly. During overspeed trip
testing, the valve is depressed and turned in a clockwise direction, thus permitting trip test oil
pressure to actuate the overspeed governor weights. The overspeed governor is isolated from the
trip header oil system by the hydraulic lock valve during this test. The hydraulic locking valve is
illustrated in Figure 3-41.
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Figure 3-41
Westinghouse Hydraulic Locking Valve
The thrust bearing wear trip and alarm device is made up of a pickup coil assembly and a power
drawer unit. The thrust collar on the rotor exerts an axial force on the thrust shoes of the thrust
bearing. Wear on the thrust shoes results in an axial movement of the rotor. Measurement of this
axial movement is measured by an electrical bridge circuit. The bridge circuit consists of a pair
of pickup coils mounted on the turbine. When the thrust collar is located centrally between the
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thrust shoes, the coil assembly has equal air gaps between the coils and the disk. This produces a
balanced circuit. As wear occurs, this gap shifts, and because of the reluctance of the magnetic
field established, an unbalance in the circuit occurs. This unbalance is used to energize an alarm
and trip relay, which shuts down the turbine.
3.5.19 Hydraulic and Oil Lubrication System
The hydraulic and lubricating oil system is composed of an oil storage tank (reservoir), two
electric motor driven pumps and an emergency motor driven pump for supplying oil to the
system, and an oil cooler and filter for cooling and cleaning the lubricant. Pressure regulating
valves are used for maintaining the pressure required for the turbine controls and the turbine
lubrication requirements. The oil from the oil supply pumps is used to circulate oil through the
filter and oil cooler arrangements, oil supply for servomotors and control elements, bearing
lubrication, and trip functions. The oil supply unit is shown in Figure 3-42.
Figure 3-42
Westinghouse Oil Supply
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3.5.19.1 Oil Tank
The oil tank is part of the oil supply unit. The top of the tank serves as a support for the oil
supply pump, filters, oil coolers, and control valves. The oil drains back into the tank through the
device mounting blocks and tubing. The typical tank capacity may be approximately 900 gallons
(3407 liters) and varies based on the horsepower of the turbine and lubricating requirements. The
tank bottom is fitted with a drain for drawing off water that may enter the system and for
obtaining oil samples. The tank also includes an access cover and oil vent. The Westinghouse
design also has an oil vapor extraction pump to ensure that an explosive atmosphere does not
exist in the tank.
3.5.19.2 Piping
Piping is minimal due to the location of the controls in proximity to the oil reservoir. All external
piping should be inspected periodically to ensure continued operation. External piping includes
some control lines to actuating elements and heat exchangers.
3.5.19.3 Oil Pumps
The main oil pumps are motor-driven, two-stage impeller-type pumps and are used to supply oil
to the lubrication and control oil systems. Two main oil pumps are supplied with the system for
reliability. The oil pumps are designed to meet the full load requirements of the unit for the
turbine control and lubricating system. The pumps are vertically mounted on top of the oil
reservoir and the impeller is located below the oil level in the tank. This provides oil suction to
the pump at all times and eliminates the need for priming the system during normal operation.
System pressure is maintained through the use of a relief valve.
Oil is supplied to the HP system by either of the motor-driven main oil pumps. The idle main oil
pump acts as a standby and starts automatically by its pressure switch if the oil pressure goes
below a preset minimum. An emergency oil pump (direct current driven) is used to supply oil in
the event of a power loss to prevent damage to the equipment.
3.5.19.4 Oil Coolers
The lubrication systems are designed with cooling redundancy to provide reliability. Two oil
coolers are installed with each unit able to supply 100% of the cooling capacity of the oil in the
unit. This also allows for isolating a cooler in the event of a leak. The dual oil coolers are
arranged with a transfer valve so that either cooler can be operated alone. Typical oil coolers are
of the shell and tube design. A filling valve and continuous vents are provided at the piping to
the cooler.
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3.5.19.5 Oil Filters
The lubrication system is arranged with dual filters. This allows for servicing of the oil system
filters during operation. Differential pressure indications are present to allow determination of
the filter condition. The dual oil filter is arranged with a bypass valve that allows one side of the
filter to be opened for cleaning and maintenance while the turbine is operating.
3.5.20 Turning Gear
The turning gear is used to rotate the turbine at a slow speed. This is accomplished when the
turbine is shut down to prevent distortion of the rotor assembly. The turning gear is run prior to a
startup and after a shutdown. Running the turning gear prior to startup ensures bearing
lubrication and minimizes rotor sag or warpage. The turning gear should also be run during the
shutdown to ensure even rotor cooldown and minimize the potential for rotor sag conditions.
For the Westinghouse turning gear, the turning gear is mounted on the exhaust end of the turbine.
It consists of a driving motor, a gear train, and operating linkage for engaging and disengaging
the unit. The turning gear drives the turbine rotor by engaging gear teeth in the gear ring attached
to the rotor. The turning gear is engaged by either manual operation or automatically engaged by
a zero speed switch. Automatic operation is triggered through the zero speed circuit which acts to
energize a pneumatic operator, thus engaging the turning gear drive clutch. When the turning
gear is driving the turbine rotor, the gear mesh acts to hold the turbine gear and turning gear
together. When the torque is reversed or at zero, the turning gear disengages because of the
design of the gears. Lubrication is accomplished through drilled passages with the turning gear.
The Westinghouse turning gear is shown in Figure 3-43.
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Figure 3-43
Westinghouse Turning Gear
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4
FAILURE MODES AND EFFECTS ANALYSIS
A failure modes and effects analysis (FMEA) has been performed and is described in this
section, based on general knowledge of mechanical hydraulic controllers, design, application and
materials of construction, and the various ancillary components associated with them. Section
4.2 describes MHC failures in the industry based on a review of the data obtained from the
Institute of Nuclear Power Operations (INPO’s) Nuclear Power Reliability Data System
(NPRDS) and Equipment Performance Information Exchange (EPIX) databases. The search
results were based on a request under “feedwater” system and component type “governor,
couplings, gearboxes” designators. Records of almost 300 failures from 1980 to March 2001
were identified. After further review of these reports, 219 failure reports were determined to be
applicable to FWPT and MHC systems. The failure data were supplemented with information
from results of the survey provided by the utilities.
Based on the FMEA and failure data review, the likely failure causes of an MHC and
categorizations of these causes as to probability of occurrence are tabulated and described in
Section 4.2. Information related to performing failure evaluations and the importance of
historical failure information data is provided in Section 4.3.
4.1 Failure Modes and Effects Analysis
FMEA postulates credible failure modes for a component and then determines the possible
effects on MHC performance. Based on the available information, the analysis also predicts
likely failure mechanisms. Failure mode refers to the way a component fails, for example, fails
to operate. Different failure mechanisms and failure causes can produce the failure mode.
Failure mechanism refers to the physical, chemical, mechanical, or electrical process that results
in a failure. Different failure causes can produce the same failure mechanism. Failure cause
refers to the reason or root cause for the failure. Failure causes can be related to human error,
defects, service stress, and/or wear.
Based on further review of the failure reports, a more descriptive problem definition was
assigned to each report. The “key” descriptive problem areas for the MHCs are defined as
follows:
• Linkages: Worn, sticking, binding, out of adjustment
• Dirty/contaminated: Dirty or contaminated oil/lubrication, buildup/deposits/corrosion on
components
• Alignment/adjustments: Controlling devices, components, that is, valves, governors, and
relays in need of adjustment and/or realignment
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Failure Modes and Effects Analysis
• Lube leak: Oil/fluid found leaking from various components and/or tubing
• Solenoid: Typically referring to trip, governor, or overspeed solenoids
• Limit switch: Generally referring to stops and associated problems of misalignment, sticking,
needing adjustment
• Valve problems: Other problems relating to any of the system valves
• Component failures: Referring to other component type failures not already mentioned
• Linear variable differential transformer (LVDT): Referring to the failure of, or misadjustment
of, an LVDT
• Broken tubing: Damaged supply line(s)
The result of determining failures in these more descriptive problem areas is graphically depicted
in Figure 4-1.
Figure 4-1
Key Descriptive Problem Areas
A large majority (74%) of MHC problems leading to some type of failure can be attributed to
four areas. Alignment/Adjustments (27%), Lube Leaks (16%), Dirty/Contaminated (16%), and
Linkages (15%) account for almost three-fourths of all the reported failure problems associated
with MHC systems. A review of these failures indicates a number of common modes of
degradation.
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4.2 Industry Mechanical Hydraulic Control Failure Data
4.2.1 Overview
The INPO’s NPRDS and EPIX databases are the principal sources of data in this section.
Additionally, some utility personnel have provided survey responses identifying other failures
and specific plant problems.
In order to evaluate failures of MHCs, searches of the NPRDS and EPIX databases were
performed. More than 219 failures pertaining to MHC systems from 1980 to March 2001 were
found. Appendix A is a summary table of the failure reports included in this description.
4.2.2 Failure Modes
Figure 4-2 is a pie chart that displays the failure mode categories for MHCs. The modes
described here reflect NPRDS codes.
Figure 4-2
Failure Modes
The dominant failure modes of MHCs are fail to run (FR) and fail to control (FC). “Run” and
“control” refer to the MHC’s ability to operate and perform the basic intended functions;
therefore, the FR and FC modes, which account for 63% of the failures, must be considered
jointly.
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The top four problem areas, accounting for 74% of the failures, are alignment/adjustment, lube
leaks, dirty/contaminated, and linkages. The failure mechanisms contributing to these problem
areas are evaluated in Section 4.2.3.
4.2.3 Failure Mechanisms
The pie chart in Figure 4-3 illustrates the failure mechanisms attributed to alignment/adjustment.
Figure 4-3
Failure Mechanisms for Alignment/Adjustment Descriptive Problems
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The pie chart in Figure 4-4 illustrates the failure mechanisms causing the lube leaks.
Figure 4-4
Failure Mechanisms for Lube Leaks Descriptive Problems
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The pie chart in Figure 4-5 summarizes the failure mechanisms attributed to dirt/contamination.
Figure 4-5
Failure Mechanisms for Dirty/Contaminated Descriptive Problems
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The pie chart in Figure 4-6 illustrates the failure mechanisms of linkages.
Figure 4-6
Failure Mechanisms for Linkages Descriptive Problems
The problem areas involving components in need of alignment/adjustment and linkages are
attributed to the combination of normal wear and out of mechanical adjustment at a rate of 52%.
Lube leaks are also predominately attributed to normal wear at a rate of 52%. Components
affected by the dirty/contaminated problem description can attribute 74% of their failure to
inherent mechanisms of dirty, particulate contamination, and foreign material/substance.
4.2.4 Failure Causes
Figure 4-7 summarizes the failure cause information derived from the NPRDS and EPIX failure
data. The failure cause for a significant percentage (42%) of cases was unknown. The other
significant percentage of failure causes (38%) is attributed to age/normal usage.
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Figure 4-7
Summary of Failure Causes
4.3 Failure Evaluations
The data available do not identify the causes of a significant number of MHC failures (42%
unknown). Failed components, subcomponents, and parts of the MHC are often replaced without
the failed items undergoing some type of failure evaluation.
When the failed MHC component, subcomponent, or piece parts are replaced and the failure
cause is not readily apparent, some form of failure evaluation should be performed. Without this
information, it is unlikely that corrective actions to reduce future failures rates will be effective.
In particular, such information can assist future failure trending and performance evaluations.
Key Technical Point

Identification of the cause of failure is important for failure trending,
performance evaluations, and monitoring effectiveness of corrective
actions.
Visual inspections divulge any anomalies to the MHC system assembly along with the presence
of any oil in and around the assembled components. Teardown inspections provide a clear and
precise look at the internal parts of any of the components.
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Wear-out and aging are frequently identified as failure causes without a factual basis. In some
cases, premature wear-out or aging failures are really due to design, application, or maintenance
errors. Aging and wear-out failures can also be attributed to a lack of periodic replacement or
maintenance.
MHC failures are often identified as fail to run or fail to control. However, there are a number of
possible failure causes. For example, failure of the MHC to control can result from assorted
problem with linkages, components/parts out of alignment/adjustment, various fluid leaks, or
dirty/contaminated component or piece parts. More importantly, the corrective action taken to
prevent recurrences of these failures is different for different failure causes. For instance, failures
due to alignment/adjustments may be corrected by more frequent preventive maintenance to
calibrate or adjust the components involved. Additionally, ensuring that the reassembled
connections are snug tight, or worn parts prudently replaced, can reduce lube leak failures.
Linkage failures are addressed by the type of linkage failure, that is, if the lack of ability to
control is due to the linkage binding, more frequent mechanical adjustment of the linkage can
reduce failures.
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5
MAINTENANCE RECOMMENDATIONS
Based on failure data obtained from the users and industry sources, this section describes the
recommended maintenance practices in the industry and identifies maintenance activities that are
beneficial to the reliable operation of the MHC systems in feedwater pump applications. Some
examples of these activities are:
• Oil level review performed by operating personnel on rounds
• Oil temperature review by operating personnel on fixed rounds
• Visual inspection of operating linkages during operator rounds
• Visual inspection for oil leaks during operator rounds
• Visual inspection through controls of operating parameters, such as load changes, swings,
and steady state conditions
• Tracking of operating temperature data
Periodic testing is accomplished for the following safety factors:
• Emergency stop system periodic testing
• Turbine overspeed periodic testing
Predictive testing is accomplished in specific areas:
• Oil analysis based on time intervals (six months to one year), intervals adjusted based on
results of oil analysis
• Vibration analysis on turbine and pump unit
This section provides recommendations for specific components of the MHC systems. Most of
the maintenance recommendations can be implemented independent of the manufacturer. Any
recommendations for a specific manufacturer’s components will be identified as such.
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Maintenance Recommendations
5.1 Oil System Maintenance
The oil system has the highest impact on the longevity and reliability of the control system.
Contamination has a long-term detrimental effect through increased wear and unreliable
operation from leaking seals and erratic control operation.
Oil maintenance is essential to long and reliable MHC operation. Regular oil changes must be
maintained, but there are also other important factors to consider. One of the primary functions
of oil is its operation under high bearing loads and high temperatures, while maintaining good
lubricating properties. The oil should be regularly monitored for impurities. The oil sump and
bearing sumps should have small samples drawn on a regular basis to determine the amount of
water entering the system. A full oil analysis is recommended on a six-month interval for a well-
maintained system. For a system with known problems, the sampling should be completed on a
quarterly basis or more frequently depending on the problems. The analysis examines base oil
properties with indications presented as to the breakdown of the oil and contamination.
Particulate matter is of importance, as this affects the wear cycle of individual components. The
oil sump should be thoroughly cleaned and the system flushed if contaminants are found. The
degradation of the oil causes sludge buildup within the pilot valve assemblies, increased wear on
relay bushings, erratic operation, and inconsistent operation. Whenever fresh oil is added, the oil
should be introduced through a filter to avoid contamination that may be inherent in the supply
system.
There are four important characteristics to be considered in oil: viscosity, pour point, shear
stability, and thermal stability. Oil lubrication properties are greatly improved by the addition of
a variety of chemical compounds, such as anti-wear agents, corrosion and rust inhibitors, and
detergents and dispersants.
5.1.1 General Oil Maintenance
• Once a specific oil is selected, the same oil should be continued, because adding or changing
oil of one type to another type without thoroughly cleaning a hydraulic system may cause
operational problems such as foaming, filter plugging, and sludge formation. Some classes of
oil may not be compatible with diaphragms, gaskets, or seals.
• Water intrusion in a hydraulic system contributes significantly to early bearing failure as well
as forming oxides that contribute to corrosion within the system. Water contamination should
be periodically monitored. The warning limit of water in hydraulic oil is 500 ppm.
• Clean, high-quality oil is a necessity, whether filling the system for the first time or adding
make-up oil. Clean oil cannot remain clean if the container or equipment used for oil addition
is contaminated. Cleanliness of the oil and the storage container cannot be overstressed.
Section 5.1.3, “Hydraulic Fluid Contamination Control,” provides additional information
about the filtering of fresh oil being introduced into the system.
• Most governors with self-contained sumps do not have filters or screens, making it essential
that contaminants not be introduced into the governor through the oil. The governor should
be protected using suitable equipment to prevent contamination when filtering or changing
the oil.
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5.1.2 Oil Change Intervals

For a self-contained small oil sump, that is, less than two quarts (1.89 liters), it is difficult to
determine the best time to change oil. The optimal time is just before it has degraded to a
condition where the performance is compromised and before any damage occurs to the
components. This condition is best determined through oil analysis, but the cost of performing
this analysis typically exceeds the cost of the quantity of governor oil in the small oil sump.
Therefore, it is not cost-effective, on a continual basis, to perform oil analysis on a small sump
application. Analysis can be used to set up a maintenance schedule that should remain in effect
as long as the original conditions do not change. Experience with other hydraulic
components/systems similar to governors can also be used as a guideline. Conditions such as
operating temperature and atmospheric conditions can affect the useful life of the oil. All
conditions should be taken into account when determining the frequency of oil changes, as
supported by test work or experience.
Particles of dirt and water in the oil are the most prevalent root cause of hydraulic
component/system failures. Any time a known contaminant enters the oil system, the system
should be drained, flushed, and refilled with clean oil as soon as possible. Particular care should
be taken to keep dirt and moisture out of any hydraulic component/system.
Breakdown of oil or depletion of additives is another frequent cause of hydraulic
component/system failure. The presence of sludge, varnish, sediment, or a dirty filter is a good
indication that an oil change is required. It is also an indication that a different oil should be
considered for use, especially if it has been an unusually short time since the last oil change.
There is no substitute for high oil quality. The use of top-of-the-line products is economically
sound because of their generally superior base oils and additive packages. Synthetic-based oils
are often not superior to mineral oil-based materials.
A varnish buildup is an indication that component/system operating temperatures are promoting
oxidation that exceeds the capability of the oil to resist. This can come from an operating
problem, for example, an air leak into the system, that needs correction. The problem may be
alleviated by going to an oil with a higher temperature/oxidation stability (that is, top-of-the-line)
or by installing a heat exchanger. Care should be applied in this solution and individual
components within the system should be verified as not having an increased temperature and
causing the oil breakdown. Low operating temperatures can also lead to the formation of sludge
because suspended constituents may precipitate out of the oil. Sludge is a complex mixture of
products that have agglomerated and are no longer soluble in oil.
Formation of sludge can be controlled by raising the system operating temperature, increasing
the frequency of oil changes, or by changing to a different type of oil. Some oils, such as
transmission oil, may prove to be more resistant to sludge than some engine oils, and top-of-the-
line products are always best.
Oil that has been carefully selected to match the operating conditions and is compatible with the
various component seals provides for maximum service between oil changes. For components
operating under ideal conditions (such as minimum exposure to dust and water and within
temperature limits of the oil), oil changes can be extended to two or more years. If available, a
regularly scheduled oil analysis is helpful in determining the frequency of oil changes. Once a
changeout schedule has been established based on test work, oil analysis schedules can be
minimized.
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For hydraulic controllers utilizing the turbine lubricating system, oil change intervals are
dependent upon the various operating conditions of the turbine. The manufacturer for the turbine
normally recommends oil change intervals that are conservative. These oil sumps contain enough
oil, approximately 900 gallons (3407 liters) to economically justify the use of detailed oil
analysis as the determining factor in changing the lubricating oil. However, if problems in the
governor or other hydraulic system component develop due to oil breakdown or contaminated
oil, the frequency of oil changes should be increased for a specific lubricant.
A conservative recommendation of high-temperature degradation threshold for a variety of

lubricant types is shown in Table 5-1.
Table 5-1
Lubricant High-Temperature Degradation Threshold
Degradation Begins
Fluid Family °C °F
Natural Petroleum* 93–121 200–250
Polyglycols 107 225
Diesters 121 250
Synthetic hydrocarbons 121 250
Polyol esters 135 275
Methyl silicons 149 300
Phenyl silicons 204 400
Halogenated silicons 218 425
Polyphenyl ethers 246 475
Fluoroethers 288 550
*Actual degradation temperature depends on the natural petroleum’s actual processing group,
that is, I, II, or III, from which it originates.
In general, oil should be changed if:
• Oil analysis indicates contamination or oil degradation.
• Oil smells different from when new. (Note: Some oil may have a burned smell and still be
acceptable. Check with oil company representatives.) If in doubt, change the oil.
• Water, antifreeze, or other incompatible material contaminates the oil (up to the prescribed
warning level, as provided by the oil manufacturer).
• Viscosity has changed, increased, or decreased beyond the manufacturer’s prescribed limits.
• Excessive wear of parts occurs.
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• The governor system has been run at temperatures exceeding the recommended limit for the
type of oil used (degradation of oil should be confirmed through oil analysis).
• The governor system operating temperatures have changed, bringing fluid viscosity outside
of ideal operating condition.
When changing oil, drain the oil while it is still hot and agitated. Flush the governor and/or
system with a lighter weight of the same oil or with a solvent that has compatible characteristics
with the lubricating oil in use. Add the fresh oil, taking care to filter the oil into the system. Then
take an oil sample from the system for testing to provide a baseline for future analysis and/or to
make sure the cleanup was successful.
Key Technical Point

Be sure the solvent is compatible with the seals. Serious damage to
diaphragms, gaskets, and seals can result from incompatibility,
requiring replacement of parts.
CAUTION: Be sure the solvent is compatible with the seals. Serious damage to diaphragms,
gaskets, and seals can result from incompatibility, requiring replacement of parts.
If the drain time is insufficient for the solvent to completely drain or evaporate, flush the
governor and/or system with a lighter weight of the same oil with which it is being refilled in
order to avoid dilution and possible contamination of the new oil.
Key Technical Point

Lighter weight oil should be removed to prevent dilution of the overall
system.
CAUTION: Lighter weight oil should be removed to prevent dilution of the overall system.
To avoid recontamination, the replacement oil should be free of dirt, water, and other foreign
material. Filtering the oil as it is replaced is highly recommended. Use clean containers to store
and transfer oil. Refer to Section 5.1.3, “Hydraulic Fluid Contamination Control” in this guide
for additional information.

Observe manufacturer’s instructions or restrictions regarding the use
of solvents. If no instructions are available, handle with care. Use the
cleaning solvent in a well-ventilated area away from fires or sparks.
Observe manufacturer’s instructions or restrictions regarding the use of solvents. If no

instructions are available, handle with care. Use the cleaning solvent in a well-ventilated area
away from fires or sparks.
Failure to follow safety instructions can result in dangerous fires, extensive damage to
equipment, personal injury, and loss of life.
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All hydraulic fluids require maintenance to achieve maximum reliability and service life. Plant
personnel should maintain records documenting proper maintenance of the fluid. Realizing the
impact of fluid condition on proper system performance, most hydraulic fluid manufacturers
provide to their customers the analysis of fluid samples in accordance with original equipment
manufacturer (OEM) recommended limits. In addition, vendors typically provide assistance with
problems concerning their fluid.
Cleanliness of the fluid is always a major concern. The hydraulic system has many small orifices
and passages that can easily become clogged. Systems with filters installed at the pump
discharges typically include differential pressure measurements connected between the inlet and
outlet sides of the filter cartridges indicating when a filter is clogged and needs cleaning or
replacement. A pump suction strainer may also be provided. The return line to the reservoir may
also include a filter. In some systems, another filter is installed in the supply line to each valve
actuator to provide an added measure of protection.
Proper fluid viscosity is required for effective operation of the hydraulic components.
Temperature is a major factor contributing to changes in fluid viscosity. To control temperature,
a heating system may be supplied to preheat the fluid prior to startup in cold environments. In
some systems, heat exchangers are used to remove excess heat during operation. If fluid
overheating is suspected, a sample should be immediately analyzed, starting with a sensory test
and following up, as necessary, with more complex tests.
The root cause of many hydraulic system problems has been traced to failure to maintain the
hydraulic fluid in good condition. Therefore, it is imperative to maintain the overall quality of
the system fluid to ensure proper controlling capabilities of the turbine-driven feedwater pump.
5.1.3 Hydraulic Fluid Contamination Control
The control of the ingress and generation of contaminates within a hydraulic system is both a
relatively new engineering science and a well-established art among hydraulics personnel. Many
hydraulic system failures can be traced back to poor fluid condition.
This section describes the effects of contamination on hydraulic equipment operation, useful
measurement of contamination levels, major sources of contamination, and includes a discussion
on filters and filtration.
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5.1.3.1 Effect of Contamination on Hydraulic Equipment Operation and Life
The four basic functions of hydraulic fluid are to:

• Transmit power
• Cool or dissipate heat
• Lubricate the moving parts
• Seal clearances between the moving parts
Solid particle contamination affects the first three basic functions of the fluid. Solid particles can
clog orifices in flow control valves, thereby reducing power transmission to downstream valves
and actuators. The operation of valves affected by solid particle contamination can be erratic, and
at times, dangerous to personnel.
Contamination can also be responsible for or contribute to the formation of sludge in the
reservoir. This sludge can reduce the heat transfer efficiency of both the reservoir walls and any
active heat exchanger systems. Many times the combined effect of several types of
contamination causes the temperature of a normally operating system to rise dramatically.
One of the most severe effects of contamination is the reduction in the hydraulic fluid’s
lubricating ability. Very fine particles, smaller than the components mechanical clearances, tend
to accumulate in the clearance during nonmoving periods and reduce the flow of lubricating fluid
to the small spaces between the moving parts. This accumulation of fine particles is referred to as
silting. If silting has occurred, components may fail to move when called upon. This failure to
move following long periods of inactivity is especially dangerous in valves associated with the
turbine tripping function.
If the particles are approximately the same size as the clearances between the moving parts, they
rub against the parts and cause a breakdown of the lubricating film. With the wear between
moving parts, additional contamination is generated, leakage increases, efficiency decreases, and
system heat generation climbs. The snowballing effect of contamination on system performance
warrants further investigation into the sources of contamination in hydraulic systems.
5.1.3.2 Sources of Contamination
There are three general categories for the sources of contamination in hydraulic systems:
• Built-in contamination
• Ingressed contamination
• Internally generated contamination
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5.1.3.2.1 Built-In Contamination
The turbine manufacturers are careful to provide a clean product. No matter how clean the oil
reservoir and hydraulic system may appear, however, large particles may still be present in these
systems as supplied from the manufacturer. The assembly and fabrication process itself
inevitably introduces contamination in the form of weld slag, pipe thread burrs, machining
process chips, and assembly lubricants. Some of the built-in contaminants may not cause system
problems for years. An example of this is evident in coatings on reservoir wall and piping. The
coating may remain stable for some time before finally dislodging and entering the system. Paint
chips and thread-sealing tape can cause instantaneous failure of devices with close mechanical
tolerances.
5.1.3.2.2 Ingressed Contamination
Ingressed contamination is contamination that enters the system during maintenance and service
or is introduced to the system from the surrounding environment.
A common way for ingress of contamination is during reservoir filling or fluid replenishment
(see Figure 5-1). The vessels used to ship and store the hydraulic fluid are themselves a source of
contamination. A pumping system with adequate filtration should always be used to fill and
replenish the reservoir. The hoses and associated equipment used during the filling process
should be sealed when not in use.
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Figure 5-1
Basic Filtration of a Hydraulic System
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Fibers from rags, dirt from surrounding areas of access covers, and large foreign particles enter
the system during servicing and maintenance. The hydraulic system components are often
repaired on site in a less than ideal environment. Contamination from the surrounding area can
enter the system at any open pipe end or fitting. Rags are often used to “seal” pipe ends. The rags
introduce fibers that have a small cross-sectional area, but are many times as long. These fibers
can enter very close tolerance areas, when oriented correctly, and become trapped if their
orientation is changed as they move through the component.
Air breather caps are another source of ingress into the system. Air enters the reservoir through
the breather cap as cylinders are extended and retracted. Many modern breather caps include an
air filter and a moisture separator component. It is highly recommended that old, coarse screen or
mesh filters be replaced with a more modern design.
Contamination from the environment also enters the system through actuator rods. When the
actuators are extended, many small particles accumulate on the rod and are drawn into the
system as the cylinder retracts. These particles can cause additional wear of the actuator rod
bushing as the cylinder modulates.
The most obvious source of ingress is the reservoir access covers. The area surrounding the
cover should always be cleaned with a suitable agent prior to removing any access plates.
5.1.3.2.3 Internally Generated Contamination
This type of contamination is generated within the hydraulic system by the moving parts of the
system. Built-in and ingressed contamination can cause a rapid increase in the amount of
internally generated contamination. As the external contamination enters the system, it causes
increased wear and abrasion. The increased abrasion causes more contamination to be generated
between the moving parts. Without filtration to remove some of the particles, the amount of
contamination would exponentially increase until a major failure occurred.
Moisture in the system causes oxidation of the ferrous materials resulting in rust. This rust enters
the system and can become a major source of contamination. The heavy rust particles tend to
accumulate in areas of low fluid velocity, such as the piston area of the main operating cylinders.
The presence of rust particles can cause scoring of the cylinder walls and increased leakage or
“blow-by.” If rust particles enter the pilot valve stage of the operating cylinder, the movement of
the valve rack can become somewhat erratic.
5.1.3.3 Measuring Contaminant Sizes and Quantity
The hydraulic fluid must be analyzed to determine the level of contamination at a given point in
time. Whenever particle contaminant analysis is performed on a hydraulic system, the accuracy
of the results depend on several factors, including:
• Cleanliness control
• The method used to obtain the fluid sample
• The interpretation of the results of the sample analysis
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5.1.3.3.1 Cleanliness Control
When a hydraulic fluid is sampled for contamination, the examination is for the presence of
particles invisible to the human eye. Although some of the contaminants may be large enough to
detect when a sample is viewed through a clear container, the overwhelming majority of particles
are much smaller. Because the particles are small, every reasonable precaution should be taken to
ensure that the equipment used in sampling is sealed and clean. Fluid sample containers are
available from the laboratories that provide the analysis. These bottles are generally sealed with a
plastic film over the bottle opening. A screw-on cap protects the seal from damage during
shipping and handling. Contamination can easily be introduced into the sample if the
environment has not been properly prepared. All areas surrounding the sampling point should be
cleaned before starting the sampling process.
5.1.3.3.2 Methods of Obtaining Fluid Samples
Static sampling is sufficient in cases where only a chemical analysis of the fluid is required. A
static sample is obtained from an area where the fluid is at rest, and it is normally extracted from
the center of the reservoir or another area that is sufficiently calm. These types of samples are not
representative of the fluid condition in the working parts of the system and therefore this is not
the preferred method of sampling for turbine hydraulic systems.
A more representative sample is obtained through dynamic sampling. In hydraulic systems, the
most important factor in taking a sample is to ensure that the sample is representative of the
contamination levels in the working parts of the system under normal operating conditions. To
ensure a representative sample, the fluid should be removed from a point in the system where
there is motion or flow. A good location to take dynamic samples is from a high-flow return line,
upstream from any return line filters. This fluid contains particles generated from wear between
the working parts of the system and ingressed contamination. Dynamic samples taken from a
region of turbulent flow generally yields better results than a dynamic sample from a laminar
flow region. The turbulent flow, by its very nature, tends to evenly mix the fluid being sampled
and therefore produces a better distribution of particle sizes. The illustration in Figure 5-2 shows
the equipment required for inline dynamic sampling.
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Figure 5-2
Inline Sampling Method
Guidelines should be observed when using the inline fluid sampling method shown in Figure
5-2. Before taking the sample, a sufficient quantity of fluid should be flushed through the
fittings, ball valve, and hypodermic tubing to sufficiently flush any contamination from the
assembly.
The bottle should be filled to approximately 70% with fluid. The open air space at the top of the
bottle allows the testing lab to agitate the fluid and distribute the contamination before the
analysis.
The size and length of the hypodermic tubing can be varied to reduce the velocity of the fluid as
it leaves the assembly and enters the bottle. The hypodermic tubing acts like an orifice and
causes a resistance, thereby reducing the fluid flow rate.
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5.1.3.3.3 Particle Size Analysis
The methods used to count the quantity and sizes of particles in a sample of fluid are continually
evolving. The particular method used is of little concern. The results must be accurate,
consistent, and usable by the plant personnel.
An International Standards Organization (ISO) Solid Contamination Code has been established
to express the degree of contamination (see Figure 5-3 and Table 5-2). This code provides a
language for meaningful communication between suppliers and users of hydraulic fluids. The
ISO code for a given sample is based on the results of a particle count analysis of the sample.
The number of particles in the sample greater than 5 micrometers in size per unit volume and the
number of particles greater than 15 micrometers in size per unit volume are determined. These
two sizes have been selected because the 5-micrometer particles are representative of the amount
of silt in the system, and the particles larger than 15 micrometers reflect the amount of abrasion
or wear-type particles present. The number of particles greater than each size is plotted on the
graph and the corresponding ISO code can be determined. For example, if a fluid sample of 100
ml shows the total number of particles greater than 5 micrometers to be 105,218 and the number
of particles larger than 15 micrometers is 6,114, the ISO graph shows the Solid Contaminant
Code to be 18/13. In this example, the fluid sample size was 100 ml, so the “Number of Particles
per 100 ml” scale to the right of the chart was used.
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Figure 5-3
ISO Solid Contamination Code
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Table 5-2
ISO Codes and Corresponding Contamination Levels
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5.1.3.4 Interpretation of Fluid Analysis
For the fluid sample analysis to be useful, the customer must know what contamination limits the
turbine manufacturer has designed for. It can be difficult to obtain this information from the
OEM in an ISO code limit. In the absence of hard limits or recommendations from the OEM,
plant personnel should look at each component part in the hydraulic system to determine which
component requires the highest level of filtration and conversely the lowest ISO code. This
component is the weakest link with respect to particle size limits, and the owner of the
equipment should implement a filtration plan to achieve the ISO code required.
Fluid samples are usually taken at predetermined time intervals. The more frequently the samples
are analyzed, the more likely it is that a potential problem is identified and corrected before a
hydraulic failure can cause a forced outage. The results of fluid samples should be plotted on a
chart to allow the operator of the equipment to trend the change in contamination levels over
time. A greater number of data points on the chart improves the reliability of the trend of the
changes in particle counts. Advancements of the equipment used to count the particles in the
fluid for on-line, real-time fluid sampling have made these devices very accurate and have
reduced manufacturing costs. Some units are portable (approximately the size of a briefcase) and
can therefore be used on several turbine hydraulic systems in the plant. Some of these devices
incorporate printouts and time logs, while others can be connected to a programmable logic
controller for trending and alarming. At least one manufacturer provides an RS 232 output
connected to a remotely mounted meter that displays the ISO codes for the 5,10, and 15
micrometer ranges directly.
Fluid samples, trends of contamination levels, and real-time sampling all provide useful
information to the user. This information can help to avoid costly forced outages and reduce
maintenance expenses when used in conjunction with modern filtration programs.
5.1.3.5 Filters and Filtration Methods
Many factors influence the selection and specification of filters for a given application,
including:
• Location of the filter in the system
• Particulate removal rating and filter efficiency
• System operating pressure
• Element construction and quality
• Dirt-holding capacity
• Compatibility of seals with the fluid type
• Method of indicating an element with high differential pressure
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Some of these factors are a matter of preference. For example, the selection of the method of
indicating a clogged filter element is of less importance than the element’s micron rating. The
type of fluid the element is exposed to dictates some factors, such as the composition of the
filtering media and seal materials. One factor that is determined by the filtration designer is the
location of various types of filters.
5.1.3.5.1 Filter Location
There are four general areas in a system for locating a filter:

• Inlet lines to the pumps
• Pressure discharge lines
• Return lines
• Off-line systems
Inlet line filters are more generally referred to as strainers. Strainers are relatively coarse as
compared to the other types of filters. Inlet strainers protect the pumps from larger debris that
tends to migrate to the bottom of the reservoir. Inlet strainers should be selected to minimize the
pressure drop on the suction line to the pump. Excessive restrictions in the pump suction lines
can cause cavitation and premature pump failure.
Pressure line filters provide protection for downstream components in the system. These filters
must be rated for the full system pressure. Some types use bypass systems to allow fluid to flow
past the element in the event that it becomes clogged. Once the filter bypasses flow, the
downstream components are no longer protected from contamination. Pressure line filters must
be designed to accommodate any pulsations and pressure fluctuations caused by the pumps.
Return line filters prevent contamination generated by the system working components from
entering the reservoir. Preventing this contamination from entering the reservoir reduces the
additional wear at the pumps that the particles would otherwise cause. Return line filters must be
rated for full system flow and/or have bypassing systems to prevent excessive backpressure in
the return lines. excessive backpressure in the return lines can cause unpredictable hydraulic
system performance.
Off-line filtration systems are desirable because the flow, pressure, and type of medium can
easily be changed without affecting the design of the main hydraulic system. Off-line filters can
be used at startup to remove contamination from the reservoir before starting the main pumps.
These systems are often used when the environmental conditions are severe and the OEM-
supplied filtration system has proved to be inadequate. Off-line filters are often used on turbine
hydraulic systems as a means of removing water from the oil system. Combination water-
absorbing and particle-removing media are sometimes used.
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5.1.3.5.2 Filter Efficiency
Filter efficiency is critical in the design of the filtration system. For many years, the
manufacturers of filters described the performance of filters in nominal and absolute ratings in
microns. For example, an element rated for 10 microns nominal would trap 10-micron particles
most of the time. The same element might have a 25 micron absolute rating, meaning that the
largest pore size in the element would not allow a particle of 25 microns or larger to pass
through. Although these ratings seem to provide a means of analyzing and comparing an
element’s performance, the methods used to test and establish the ratings were, at best,
inconsistent. Today’s standard measure of filter performance is the Beta ratio.
The Beta ratio is determined by a multi-pass filtration test per ISO Standard 4572. This
procedure uses a controlled sample of dust, or contamination, with known amounts of various
sized particles. The test simply counts the number of particles greater than a particular size
upstream of the filter and counts the number of particles greater than the same size downstream
of the filter. The upstream number divided by the downstream number yields the Beta ratio.
Beta (x) = Number of upstream particles > (x) / Number of downstream particles > (x)
Where (x) = particle size in micrometers
A larger Beta ratio indicates a more efficient filter. A filter has different Beta ratios for different
sized particles.
5.1.3.5.3 System Operating Pressure
As for any component in the hydraulic system, the selection of the component should include an
analysis of the pressure to which the component is exposed. Filter elements and housings with
higher-pressure ratings are understandably more expensive than an equivalent element and
housing with a lower rating. By optimizing the location of filters in the system, costs can be
minimized.
5.1.3.5.4 Filter Element Construction
The quality of filter elements varies widely among manufacturers, and among various product
lines of the same manufacturer. Caution should be exercised when replacing one manufacturer’s
filter with another. Size, shape, and rating are only the obvious criteria to be considered. Other
considerations should include:
• Support of the filter element media

• Method of bonding and sealing the end caps to the pleating
• Consistency of the pore size and hole size per unit area
• Bonding of the media fibers and the resistance of the fibers to migration
• Effective area of the filter media as presented to the fluid
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5.1.3.5.5 Dirt-Holding Capacity
Dirt-holding capacity is the weight of a specified artificial contaminant (typically air cleaner fine
test dust) that must be added to the fluid to produce a specified differential pressure across the
element under given conditions. This measurement is used as a general indication of filter
service life. The dirt-holding capacity is measured in grams. The service life is a measure of the
amount of time the element lasts in actual service before the same differential pressure is
reached.
The service life and dirt-holding capacity vary greatly among filter types, manufacturers, and
media employed. Filter elements with longer service life and greater dirt-holding capacity
generally have more surface area in the pleated area of the element. Doubling the surface area
yields 2.5 to 3 times the service life.
5.1.3.5.6 Material Compatibility
The materials used in the filter element construction must be compatible with the type of fluid.
The operating temperatures of the fluid must also be considered when researching the materials
of construction. Seals, resins, and glues must resist degradation under the system operating
conditions.
5.1.3.5.7 Differential Pressure Indication
An increase in the filter differential pressure is an indication of the amount of contamination held
in the filter element. Monitoring changes in this differential pressure provides the operator with a
valuable tool in proper fluid conditioning and filtration control.
In steady-state flow systems, the filter differential pressure does not fluctuate extensively. In
systems with varying flow demands, the differential pressure across the filter fluctuates as the
flow changes. In the latter case, differential pressure indicators can give erroneous readings as to
the level of contamination in the element.
Some types of filter differential pressure indication are:

• DP switches
• Transmitters
• Pop-up indicators
• DP gauges
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5.2 Component Maintenance
This section provides basic maintenance practices on individual system components in the MHC
system.
5.2.1 Oil Coolers, Filters, Pumps, and Sumps
The oil cooler should be leak tested at signs of water contamination, and the waterside should be
cleaned on a periodic basis to ensure adequate cooling. The cleaning cycle should be determined
by monitoring the heat transfer efficiency of the cooler with the temperature rise of the oil.
The oil filters must be maintained and changed on a regular basis. The porosity of the filter
should be determined by the pressure drop across the oil and particulate size to be filtered. The
filter element construction and design has improved since the original manufacture of the control
system. The filter should be upgraded to a newer design for increased efficiency. (Refer to
Section 5.1.3, “Hydraulic Fluid Contamination Control” for additional information.) The
pressure drop allowed for the filter element is 10–12 psi (69–83 KPa). If the pressure differential
exceeds this level, the filter should be changed.
The oil pumps (shaft-driven, main electric, auxiliary electric, and emergency) should be
monitored for output pressure and capacity. Rebuilds of the pumps should be accomplished with
significant decreases in volume noted. Pump couplings should be inspected for wear and
replaced or repaired as necessary.
Testing of the start circuits and interlocks for the oil pumps should be scheduled on a periodic
basis to ensure continued reliability.
The oil sump has vents that should have breather caps attached. The breather caps are to prevent
the entry of foreign particles into the system. These are usually of a wire mesh type and should
be cleaned on a regular basis.
5.2.2 Control Valves
The control valves are actuated through a lifting beam or cam arrangement and pilot valve
assembly. The camshaft support bearings are typically a greased-type bearing and require
lubrication.
The pilot valve assembly is used to operate a lifting rod to drive the camshaft or servomotor. The
seals and clearances should be maintained on the pilot valve. Leakage causes contamination and
may cause the pilot to drag or to not reach full stroke. Internal clearances should be checked or
the valve replaced if full actuation is not present due to leakage on the piston. The servomotor is
critical in the operation of the Westinghouse control valves. The unit should be inspected for
debris and any signs of wear on the shaft.
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The overspeed governor is a safety device, and whether or not it is serviceable depends on the
manufacturer. The units are factory set to trip at a predetermined speed. The unit should be kept
clean. On the plunger-type unit, the plunger should be inspected for damage such as burrs,
bending, or shaft wear. The plunger may not trip or reset if the shaft is damaged. The primary
maintenance performed is the initiation of a trip test to ensure the unit is operating.
5.2.4 Tripping and Reset Mechanism
On the GE design, the trip mechanism has a flat portion on the end of a lever. This engages a
“trigger” and provides a latch. The unit may become worn or rounded from vibration at the front
standard. The assembly should be kept clean and should be inspected for wear. The assembly
should be replaced if the latch has become worn and does not hold in place. The assembly also
has a pin or link that rotates during a trip operation. This is typically lubricated with light oil to
ensure freedom of movement, but should not be overlubricated because the lubricant may harden
and interfere with movement of the trip assembly. All pins and links should be inspected for
wear, looseness, or binding. Replace worn parts as required.
The Westinghouse design uses an integral overspeed, manual, oil failure trip assembly. This unit
also includes the trip reset mechanism. The unit should be inspected for leakage and wear at any
seal to prevent contamination of the system. Debris may accumulate in the lower valve chamber,
and this should be flushed periodically to ensure trouble-free operation.
5.2.5 Speed Governor
The speed governor provides a feedback to the control linkages pertaining to the speed of the
unit. This may consist of a rotating pilot valve that moves within a bushing or a cup valve. The
clearances within the pilot valve are critical in that this provides the direct feedback on speed.
Leakage through the pilot valve provides for sluggish speed control. The pilot must move freely
within the bushing, and attached linkages should not cause any binding. The attached linkages
should be inspected for any wear or binding, and replaced as required. If sluggish speed control
or any significant wear is present on the rotating pilot valve assembly, the assembly should be
replaced. The cutoff of oil flow based on position of the valve is critical, and the bushing and
pilot should be replaced in pairs.
In applications using a cup valve, the valve must not have any debris around the seat and must
move freely. The springs within the unit may fatigue and then give a condition of erratic control.
All channels and orifices within the unit should be free from any sludge buildup.
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The thrust bearing wear trip provides a shutdown in the event the rotor has shifted. Maintenance
should consist of checking the pressure switch contacts and verifying the rotor position on a
periodic basis. In some instances, the pressure switch has been replaced with a proximity probe
to measure position directly. The proximity probe provides for increased reliability.
In the Westinghouse design, an electric bridge circuit is used. This circuit is vulnerable to
changes in resistance within the field connections due to corrosion. All connections should be
inspected periodically to ensure continuity with minimum resistance. The differential relay
should also be checked to ensure that the circuit is functional.
5.2.7 Tachometer Generator
The tachometer generator may be gear-driven and have sealed bearings. The drive gear or
coupling should be checked because excessive backlash or a defective coupling produces an
erroneous speed variation.
For the magnetic pickup style (pulse), the pickup should be checked to ensure that grease or a
foreign substance does not accumulate on the unit. This can effect the reluctance of the pickup
and decrease pulse amplitude and cutoff.
5.2.8 Pilot Valves and Hydraulic Relays
The pilot valves and hydraulic relays with associated linkages are the heart of the GE MHC
control system. The significant problem encountered is linkage bushing wear from the machine
vibration. The linkage should be thoroughly checked for looseness or binding. There have been
instances of the pins backing out and the control linkage becoming inoperative. Each section of
linkage and pivot should be inspected for wear and binding. Each unit should move freely and
should not bind. The pilot valves and relays are especially susceptible to contamination. Debris
may cause cylinder or valve scoring that retards the operation of the relay or valve and causes
erratic control operation. The assemblies should be checked for wear during major outages or if
an erratic control condition is noted. Bushing clearances, sharp edges on lands, and clean cup
valves are critical. These items also wear during prolonged use, and wear increases in the event
the system is subject to hunting. The oil analysis indicates excessive wear based on the materials
present in the oil.
5.2.9 Control Linkages
The control linkages provide feedback paths between the different relay and valve elements.
Linkages must be kept clean and free in order to move. Different manufacturers use various
lubrication methods for the linkage bearings. One method consists of small lubricated bearings to
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provide free movement. These bearings should not be overgreased because binding will occur.
Another method uses permanently lubricated “oilite” bushings. These do not require external
lubrication. Therefore, this type of bushing should not be lubricated with grease because it will
bind the linkage movement.
5.3 Maintenance Tests
The successful operation of the turbine depends largely on the care and attention given to it.
Systematic tests should be made regularly.
Typical operational checks and inspections of the control module and associated assemblies are
as follows:
• Daily
– Check the hydraulic oil pressure. Pressure gauges are mounted on the turbine console
and instrument panel.
– Check the oil temperature out of the cooler. A thermocouple is provided for remote
indication of this temperature and a contact-making thermometer is provided for local
indication and for energizing an alarm when the temperature exceeds a preset value,
typically 135°F (57°C).
• Weekly
– Inspect the exterior of the machine at least once a week, giving special attention to:
• Cleanliness and freedom from dust, dirt, and leakage of steam, water, or oil
• Smoothness of operation and freedom from unusual sound
• Consistency of oil
• Circulation of water and oil

• Temperature and quality of oil. If at any time an appreciable amount of
contamination is found in the oil, the entire lubrication system should be drained,
inspected, and cleaned.
• Annually
– Once a year or at established overhaul periods (when the turbine is completely
dismantled), inspect the steam strainer, the seats of the stop and controlling valves,
parts and bearings of the operating governor, and parts of the emergency tripping
device.
– Carefully clean all parts before reassembling. Refer to Table 5-3 for a preventive and
predictive maintenance synopsis.
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Table 5-3
Preventive and Predictive Maintenance Recommendation Frequencies
Task # Component/System Preventive and Predictive Frequency

Maintenance
Recommendation
1 Oil cooler Monitor temperature Operator rounds
Check for leaks Operator rounds
Conduct leak test Annual outage
2 Oil filters Replace oil filters On differential pressure

of 10–12 psi (69–83
KPa)
3 Oil pump Monitor for output pressure Operator rounds
Test for start circuits and Every outage

interlocks
4 Oil sump breathers Clean Based on inspection
5 Control valves Inspect for debris and signs of Weekly

wear on the shaft
6 Overspeed governor Conduct trip test Semi-annually
7 Tripping and reset Clean and inspect for wear Annual outage
mechanism
8 Speed governor Inspect for wear and binding Annual outage
9 Thrust bearing wear trip Check pressure switch contacts Annual outage
10 Inspect electric bridge Inspect connections Annual outage

circuit (Westinghouse
only)
11 Tachometer generator Check drive gear and coupling Biannually

for backlash
12 Pilot valves and Check for looseness, binding, or Annual outage

hydraulic relays linkage bushing wear
13 Control linkages Check for looseness, binding, or Annual outage

linkage bushing wear
14 Turbine drive Analyze vibration Quarterly
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5.3.1 Stop Valve Test Feature: General Electric

Each stop valve has a relay valve connected to a port in the stop valve operating cylinder wall
that can be opened to drain oil from the cylinder for a stop valve test without tripping the stop
valve. When the test relay is opened, the operating cylinder piston is displaced in the closing
direction until the port in the cylinder wall is covered and the outward flow of oil is stopped.
With the test relay open, the piston is held in a position at which it uncovers a sufficient drain
area at the cylinder wall port to pass an oil flow equal to the incoming oil flow through the
supply orifice. When the test relay is closed, the incoming oil pressure builds up and returns the
piston to its fully open position. The relay valve is opened upon the application of the oil
pressure. A test valve in the oil supply line actuates the relay valve.
The LP stop valve partially closes when the relay is opened. When the turbine is in operation, the
LP control valves are open, or partially open. Therefore, if it were possible to completely close
the stop valve by the test, the design feature that prevents opening of the stop valve with the
control valves open would not permit the stop valve to reopen. Another reason for limiting stop
valve closure during the testing is to prevent undue steam restriction of steam flow under load
restrictions. The test SV is located behind the main terminal box at the turbine. A pushbutton
located at the instrument panel is used to actuate the SV when conducting the test. Limit
switches indicate the position of the stop valve.
The HP stop valve is designed for complete closure when tested. Since the HP stop valve is fully
closed when tested, this test is to be performed when the turbine is operating only on LP steam
and when the HP control valve is closed. The HP stop valve closure test SV is located behind the
main terminal box at the turbine and its actuating push button is located at the stop valve.
An indicating light is included at the stop valve to indicate that the HP governing valve is closed
and the interlock for the HP stop valve test is available. Limit switches indicate when the stop
valve is at either the full open or full closed position.
5.3.2 Auxiliary, Standby, or Emergency Oil Pump
The auxiliary oil pump or standby oil pump is arranged to start automatically by means of a
pressure switch that monitors oil pressure in the oil pressure header. This auto start operation
should be periodically checked as follows:
1. The test valve should be operated by depressing the auxiliary oil pump pushbutton.
2. The pump should start and continue running until the pushbutton is released.
3. When the pushbutton is released, the pump should stop.
4. The emergency lube oil pump should be tested.
5. The test valve should be operated by depressing the emergency oil pump pushbutton.
6. The pump should start and continue running until the pushbutton is released.
7. When the pushbutton is released, the pump should stop.
5-25
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12875321
6
TROUBLESHOOTING
6.1 General Electric
Table 6-1 presents potential problems, their possible causes, and suggested remedies for GE
MHCs.
Table 6-1
Mechanical Hydraulic Control Problems, Possible Causes, Corrective Actions: General
Electric
Problem Possible Causes Corrective Action

Turbine will not Main stop valves are Verify correct steam lineup and stop valve interlocks.
start closed The interlocks typically consist of the control valve
position limit switches, low oil pressure, low oil level,
or a trip condition.
Low steam pressure at Verify that steam strainer is not obstructed and that
turbine inlet control valves are opening to the correct position.
Exhaust pressure is too Verify position of exhaust stop/check valves and line-
high up of exhaust header.
Control valves do not Verify that turbine is not tripped and reset trip if
actuate and remain required. Review the interlocks with the control
closed valves.
See also “Problem: Control valves will not actuate” in
this table.
Auxiliary oil pump fails to Check electrical supply to motor and motor controller.
start and interlocks
Check pressure switch contacts that start auxiliary oil
prevent turbine start
pump.
Turbine is in tripped Reset turbine trip and verify trip occurrence. Correct
condition trip initiation.
6-1
12875321
Troubleshooting
Table 6-1 (cont.)

Electric

Control valves will No hydraulic pressure Check that oil pressure is sufficient for actuation.
not actuate for actuation
Verify trip conditions: Turbine trip circuit may be active
and preventing oil flow to pilot valve.
No oil pressure in Verify operation of auxiliary oil pump.
system
See also “Problem: Low oil pressure (when on turning
gear)” in this table.
Stop valve limit switches Check electrical connections and limit switch
are not making contacts positions.
Check limit switch contacts and associated electrical
circuits for correct voltages and operation. (The limit
switches may have moved due to vibration and are
required to provide interlocks for correct operation.)
Relay dump valve is Verify that the relay dump valve or three-way valve
preventing oil to stop position is allowing oil through the orifices to the stop
valve pistons valve piston.
Check that linkages are not binding on the control
chain with primary, secondary, and pilot valves.
Ensure that there is not a blockage in the orifice to the
stop valve pilot piston.
Examine the oil seals at the critical pilot valves,
operating pistons, and hydraulic relays, because
leakage may cause incorrect operation at lower
pressures.
Turbine controls are in A trip prevents operation of control valves until the
tripped position system is reset.
Reset the turbine trip both electrically and
mechanically.
Verify the trip lever latches against the trigger during
this operation.
Turbine trip will Reset solenoid is not Repair SV. Check movement and linkages on the trip-
not reset functioning reset cylinder for any binding.
Check electrical connections to the solenoid and the
control circuit.
Verify correct position of electrical trip and that no trip
condition is present. (On some installations, the trip
solenoid may be changed to trip the unit on loss of
voltage; some installations use voltage to trip.)
6-2
12875321
Troubleshooting
Table 6-1 (cont.)

Electric

Turbine will not Trip dump valve is not Verify oil pressure and dump valve position.
reset allowing oil to reset
Verify that the trip-reset cylinder actuates and is not
cylinder
binding within its linkage assembly.
Verify that limit switches on throttle valves are
functional and provide interlocks allowing the trip to be
reset. (Limit switch should show stop valves are
closed.)
Verify that there is not an oil line blockage for the
three-way (dump valve) and that orifices are clear of
any obstructions.
Trip rod surface will not Check trip rod latching with trigger condition and
engage latch adjustments for latch. The latch may be worn and not
holding in place. (This may also result in inadvertent
turbine trips during operation.)
Check that the trip-reset piston moves the relay valve
and is not binding.
Interlocking valve is not Check mechanical linkages to interlock dump valve
changing position train.
Check that the oil flow to pilot valves is sufficient to
move pistons to the operating positions.
Turbine thrust trip is Check position of thrust trip and correct as necessary.
active
Overspeed trip is not Verify that if a true overspeed trip occurred, that the
reset plunger on the trip returned to its neutral state. The
plunger may be bent or binding and not returning to a
non-trip position.
Remote devices are in Check that remote-actuated trip devices such as low
trip state oil level in turbine sump, low oil pressure, turbine rotor
thrust position, or emergency stop have been cleared
to a non-trip status.
Turbine fails to trip Trip solenoid is not Check solenoid condition and electrical circuit and
on electrically- working connections to the solenoid.
operated remote
Check the actuator on the solenoid and verify that the
trip
linkage that is operated by the solenoid moves freely
and that the trip cylinder actuates the trip lever.
Repair individual components as required.
6-3
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Troubleshooting
Table 6-1 (cont.)

Electric

Turbine fails to trip Remote devices are not Typical trip signals and corrective actions are:
on electrically sending trip signal to
The loss of lubricating oil pressure. Check oil pressure
operated remote turbine trip circuit
switch on lube oil.
trip
Turbine rotor thrust position indicator for rotor out of
position. This may either be a proximity-type position
switch or a pressure switch measuring oil pressure on
an orifice. Check the electrical circuit regarding the
turbine thrust position.
Emergency stop pushbutton not working. Check
continuity of contacts and associated wiring.
Low oil level in turbine sump. This trips the turbine
from a level switch. Check the level switch contacts
and wiring.
Turbine fails to trip Overspeed trip plunger Check the plunger on the overspeed trip device and
on mechanically- does not force trip ensure that it is not bent or jamming.
initiated trip
Check the lever that the plunger strikes and ensure
that it moves freely and actuates trip linkages.
Oil does not drain from Verify that there is no plugging in the drain lines from
stop piston the piston at the control valve operator.
Verify that the dump valve has changed to the dump
position and that the oil pressure is drained from the
piston on the control valve actuator.
Overspeed device does Check that the overspeed trip unit is rotating with the
not initiate a trip turbine and all drive gearing is intact.
Verify that the overspeed trip plunger is moving. See
“Possible Causes: Overspeed trip plunger does not
force trip” in this table.
Verify that the weights are free to move and actuate
the trip mechanism. The system requires cleanliness
for continued operation and prevention of binding.
Trip lever and latch do Check the lever and latching arrangement for bent
not move parts or jamming on the pins (bearing) that allow
rotation of the device. Free up any binding linkage.
Mechanical Improper adjustment or Inspect overspeed components. Replace assembly as
overspeed trip poor condition of tripping required and complete functional checks. A common
valve not properly mechanism, springs, or problem is degradation of the counterspring that
functioning latches results in premature tripping of the unit.
6-4
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Troubleshooting
Table 6-1 (cont.)

Electric

Oil system Foreign particles are Breather cap or vent filters are not functional. Ensure
contamination entering oil system filters and covers are present at exterior boundaries to
(solids) protect from foreign particles.
Gasket, O-rings, or Verify contaminants, remove source, clean and flush
filters are deteriorating sumps and entire oil system.
Oil filters are dirty or Verify that filter mesh is correct for system and is
sized incorrectly removing foreign materials.
Corrosion in system The typical source of corrosion is from water which
causes rust. Thoroughly clean system and isolate
source of corrosion.
Use of improper oil Improper oil may degrade the system. Verify that the
lubricating oil is correct for the system use. (Problems
have been noted with changing oil types and
incompatibility of different oils causing sludge
buildups.)
Oil is running at high This may cause a breakdown of the oil. It also causes
temperatures the thrust bearing and main bearings to overheat
excessively. Each unit may have different cooling
water requirements. Oil should leave the cooler at
120–135°F (49–57°C). Oil leaving the bearings should
be at design point of 150–160°F (66–71°C) and
should not exceed 180°F (82°C). Oil may be running
at excessive temperatures causing deposits and
varnish buildup through the system. This may result in
poorly functioning pilot valve assemblies. Verify that
the oil coolers are functioning correctly.
Check that the cooling water temperature is sufficient.
Oil system Gland seals are leaking Repair gland seals to prevent water leaking into oil
contamination system.
(water)
Check gland extractions and drains to ensure no
blockage and resultant increased gland leakage.
Oil cooler is leaking Pressure test oil cooler and repair any leaks noted or
replace oil cooler.
Condensation in oil Verify that lube oil tank heaters are functional and
operating at correct temperature to prevent
condensation in the oil sump.
6-5
12875321
Troubleshooting
Table 6-1 (cont.)

Electric

Low oil pressure Shaft-driven oil pump is Check coupling and repair as necessary. If gear
(when running) not running driven, check gear train and repair.
Lube oil filters are Clean filters and repair as required.
obstructed
Low oil level Add correct oil to sump per manufacturer’s
instructions.
Low pressure output Oil pump internal clearances are excessive and the
from shaft-driven oil pump should be rebuilt.
pump
Check for sludge buildup or blockage in oil pump
suction line. Remove any buildup as required.
Relief valves are Repair or replace the relief valves as required.
opening at lower
pressure than required
on HP oil header
Low oil pressure Auxiliary oil pump is not Check electrical supply to motor and motor controller.
(when on turning running
gear)
pump.
Check motor/pump coupling.
Lube oil filters are Clean filters and verify that mesh size is correct.
obstructed Repair as required.
Low oil level Add oil to sump per manufacturer’s instructions.
from motor-driven oil pump should be rebuilt.
pump
Low oil pressure Emergency oil pump is Check electrical supply and motor controller.
(emergency not functioning
Check pressure switch in LP header, which activates
condition)
emergency oil pump.
6-6
12875321
Troubleshooting
Table 6-1 (cont.)

Electric

Low oil pressure Low pressure output Oil pump internal clearances are excessive and the
(emergency from shaft-driven oil pump should be rebuilt.
condition) pump
Check valve is not Repair as required.
functioning
Turbine does not Control or governor Check control valve camshaft position for required
come up to speed valves do not open far load.
enough
Check that no cams loosened and moved from their
prescribed position.
Check the control valve linkages from the pilot valve
assemblies that operate the control valves.
Check the open limit switches and ensure that these
are adjusted to allow the correct opening of the
control valves.
Check linkages and pilot valve assemblies for binding
and movement to increase speed within the turbine.
Check the speed governor assembly and pilot valve to
ensure movement and actuation for a speed increase.
Low steam pressure at Verify that the steam strainer is not obstructed and
Exhaust pressure is too Verify the position of exhaust stop/check valves and
high lineup of exhaust header.
Speed changer is not Check connections to speed changer and ensure that
functioning speed changer is moving.
Check limit switch positions at speed changer and
verify settings and that a limit switch is not actuated
preventing change in speed.
Check the movement of the pilot valve assembly. The
primary pilot valve bushing should move with the
speed changer linkage. Ensure that there is no
binding and that all pins are in place.
Inspect linkages between the reset relay and primary
relay and speed changer for proper alignment and
movement. Correct as required.
6-7
12875321
Troubleshooting
Table 6-1 (cont.)

Electric

Turbine does not Primary pilot valve is not Oil pressure in system is not sufficient for moving
come up to speed functioning relays. See also “Problem: Low oil pressure (when
running)” in this table.
The lands on the pilot valve may be worn and not
seating with the pilot valve bushing. This causes
sluggish speed control due to hydraulic leakage within
the hydraulic circuit.
Replace or repair the primary pilot valve as required.
The linkage to the reset relay may bind and prevent
smooth movement of the bushing in the primary relay.
Ensure that all linkages are free and not excessively
worn.
Governor not Governor valve linkage Governor valves and linkage must be adjusted so that
controlling: Speed is damaged or out of the valves are wide open when the governor is open.
drops too much adjustment; valve is The governor must have overtravel in the closing
with load sticking direction to ensure that the valves close completely.
Sticking of valve linkage must be eliminated to ensure
free movement in both opening and closing.
Primary pilot valve is not Check clearances of pilot lands with bushing to
functioning prevent leakage. Repair or replace the pilot valve
assembly as required.
Check corresponding linkages for excessive
movement or binding. Repair as necessary.
Check assembly for smooth movement and ease of
actuation.
6-8
12875321
Troubleshooting
Table 6-1 (cont.)

Electric

Speed rises Leaking governor valves Replace worn valves and seats.
excessively with and seats
loss of load
Governor responds Inspect all pivot points in the governor linkage for
slowly due to worn parts signs of sticking or binding or excessive wear. Grease
or sticking all fittings where provided. Do not oil or grease
permanently lubricated (dry) joints. “ Oilite” bushings
do not require lubrication and they stick if lubricated.
Governor does not fully Adjust the linkage. Check operation of the primary
close the primary pilot pilot valve for excessive clearances.
valve
Hunting Sticking or excessive This is generally due to dirt, wear, or mechanical
friction in governor, pilot damage. Clean and replace any parts that cause this
valve, or linkages trouble. (Use recommended parts only.) Valve stems
or lift rods may be galled or stuck by scaling deposits.
Compensating screw on
hydraulic-type governors Repair or replace the governor mechanism as
is open too wide required.
Gain is set too high on The operating linkages to the reset relay, primary pilot
electrical type governors valve, interlocking relay, speed changer, primary
piston, and secondary operating cylinder must be in
good condition. Worn linkages, binding, or sticking
cause overshoot and poor operation. Clean all dirt
from the linkages and lubricate only those elements
requiring lubrication.
The dashpot associated with the secondary relay
causes hunting in not operating correctly. Verify
clearances and operation of the dashpot assembly.
Lost motion so governor This is usually the result of excessive wear at the
valves do not follow pivot points in the linkage. Replace worn parts as
motion of the governor required. (Use recommended parts only.)
Slow response Turbine is carrying If the load is too great for the design turbine rating,
overload, steam decrease turbine load.
pressure is too low
Wear or fault in governor Recommend replacement of the governor
mechanism.
6-9
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Troubleshooting
6.2 Westinghouse
Table 6-2 presents potential problems, their possible causes, and suggested remedies for
Westinghouse MHCs.
Table 6-2
Mechanical Hydraulic Control Problems, Possible Causes, and Corrective
Actions: Westinghouse

Turbine will not Main stop valves are Verify correct steam lineup and stop valve interlocks.
start closed The interlocks typically consist of the control valve
position limit switches, low oil pressure, low oil level,
or a trip condition.
Low steam pressure at Verify that steam strainer is not obstructed and that
Exhaust pressure is too Verify position of exhaust stop/check valves and
Control valves will not Verify that turbine is not tripped and reset trip if
actuate and remain required. Review the interlocks with the control
closed valves.
See also “Problem: Control valves will not actuate” in
this table.
Main oil pump fails to Check electrical supply to main oil pump motors and
start and interlocks motor controllers.
prevent turbine start
Check that main oil pump No. 2 should start if No. 1
fails to start.
Check pressure switch contacts that start main oil
pumps.
Turbine is in tripped Reset turbine trip and verify trip occurrence. Correct
condition trip initiation.
6-10
12875321
Troubleshooting
Table 6-2 (cont.)

MHC Problems, Possible Causes, and Corrective Actions: Westinghouse

Control valves will No hydraulic pressure Check that oil pressure is sufficient for actuation.
not actuate for actuation
Verify trip conditions: Turbine trip circuit may be active
and preventing oil pressure buildup in oil pressure
signal piping.
No oil pressure in Verify operation of main oil pumps No. 1 and 2.
system
Verify that HP oil is available in signal lines.
See also “Problem: Low oil pressure (when on turning
gear)” in this table.
Stop valve servomotor is Check electrical connections and limit switch
not actuating positions. Also check limit switch contacts and
associated electrical circuits for correct voltages and
operation.
Check that linkage to stop valve pilot relays are intact.
Check that no trip condition is present and dumping
oil pressure to drain.
Verify that oil pressure is building up at pilot relay to
servomotor.
Check movement of piston in servomotor; check for
contamination in pilot and piston assembly in
servomotor.
Check pilot relay for galling or binding; repair or
replace as required.
Check that LP stop valve controllers are functioning.
6-11
12875321
Troubleshooting
Table 6-2 (cont.)


Control valves will Stop valve controller or Check multiple orifice and check valve is functioning
not actuate governor valve and allowing oil pressure to pass through passages.
positioner is not
Ensure that there is no blockage in the multiple orifice
functioning
valve.
Examine the oil seals at the critical pilot valves,
operating pistons, and hydraulic relays, because
leakage can cause incorrect operation at lower
pressures.
Check stop valve controller for dirt or contamination in
oil. Flush system of contaminates.
Check that no debris is in cup valve and that cup
valve is intact. Check clutch and ensure that the hand
adjustment is not in a limit position.
Turbine controls are in A trip will prevent operation of control valves until the
tripped position system is reset.
Reset the turbine trip both electrically and
mechanically.
Verify that the trip lever is in the non-trip position.
Check that overspeed governor is not in the tripped
condition.
Check that the vacuum trip is not activated.
Check oil levels and that low oil pressure trip is not
active.
Check that a remote trip or electrical stop is not
active.
Check that turbine wear trip is not active.
Check that the overspeed, manual, and bearing oil
failure tip assembly does not have debris in operating
passages.
Turbine trip will Reset solenoid is not Repair three-way SV.
not reset functioning
Check reset pressure switch is functioning.
Check movement of the reset handle when it is
depressed. Ensure that the reset valve stem is
moving and that the pilot valve seats and oil release
valve seats.
Check electrical connections to the solenoid and the
control circuit.
Verify correct position of electrical trip and that no trip
condition is present.
6-12
12875321
Troubleshooting
Table 6-2 (cont.)


Turbine trip will Oil pressure is not being Verify oil pressure and position of pilot valve and reset
not reset restored to trip circuit valve (look for contamination).
Check that multi-orifice valve is not plugged.
Verify that limit switches valves are functional and
provide interlocks allowing the trip to be reset (limit
switch should show stop valves are closed).
Verify that oil pumps are running and oil level is
correct.
Turbine is in trip Check all turbine trip devices for an active state.
condition Repair as required.
Turbine thrust trip is Check position of thrust trip and correct as necessary.
active
Overspeed trip is not Verify that if a true overspeed trip occurred, the weight
reset on the trip returned to its neutral state. The weight
may be binding and not returning to a non-trip
position.
Turbine trip will Remote devices are in Check that remote actuated trip devices such as low
not reset trip state oil level in turbine sump, low oil pressure, turbine rotor
thrust position, or emergency stop have been cleared
to a non-trip status.
Turbine fails to trip Trip solenoid is not Check solenoid condition and electrical circuit and
on electrically- working connections to the solenoid.
operated remote
Check the actuator on the solenoid and verify the
trip
linkage that is operated by the solenoid moves freely.
Repair individual components as required.
Remote devices are not Typical trip signals and corrective actions are:
sending trip signal to
The loss of lubricating oil pressure. Check oil pressure
turbine trip circuit
switch on lube oil.
Turbine rotor thrust position indicator for rotor out of
position. This may be a proximity-type position switch.
Check the electrical circuit regarding the turbine thrust
position.
Emergency stop pushbutton not working. Check
continuity of contacts and associated wiring.
Low oil level in turbine sump. This trips the turbine
from a level switch. Check the level switch contacts
and wiring.
6-13
12875321
Troubleshooting
Table 6-2 (cont.)


Turbine fails to trip Overspeed trip weight Check the weight on overspeed trip device and
on mechanically- does not force trip ensure that it is not bent or scored causing it to jam.
initiated trip
Check the lever that the plunger strikes and ensure
that it moves freely and actuates the trip valve.
Oil does not drain from Verify that there is no plugging in the drain lines from
stop valve servo pistons the piston at the control valve and stop valve operator.
Verify that the signal oil pressure has changed to the
trip level and that the oil pressure is drained.
Overspeed device does Check that the overspeed trip unit is rotating with the
not initiate a trip turbine and all drive gearing is intact.
Verify that the overspeed trip weight is moving. See
“Possible Causes: Overspeed trip weight does not
force trip” in this table.
Verify that the weights are free to move and actuate
the trip mechanism. The system requires cleanliness
for continued operation and prevention of binding.
Trip lever and latch do Check the lever and latching arrangement for bent
not move parts or jamming on the pins (bearing) that allow
rotation of the device.
Free up any binding linkage.
Mechanical Improper adjustment or Inspect overspeed components. Replace assembly as
overspeed trip poor condition of tripping required and complete functional checks. A common
valve not properly mechanism, springs, or problem is degradation of the counterspring that
functioning oil passages results in premature tripping of the unit.
Oil system Foreign particles are Breather cap or vent filters are not functional. Ensure
contamination entering oil system that filters and covers are present at exterior
(solids) boundaries to protect from foreign particles.
Gasket, O-rings, or Verify contaminants, remove source, clean and flush
filters are deteriorating sumps and entire oil system.
Oil filters are dirty or Verify that filter type is correct for system and is
sized incorrectly removing foreign materials.
Corrosion in system The typical source of corrosion is from water that
causes rust. Thoroughly clean system and isolate
source of corrosion.
6-14
12875321
Troubleshooting
Table 6-2 (cont.)


Oil system Use of improper oil Improper oil may degrade the system. Verify that the
contamination lubricating oil is correct for the system use. (Problems
(solids) have been noted with changing oil types and
incompatibility of different oils causing sludge
buildups.)
Oil is running at high This can cause a breakdown of the oil. It also causes
temperatures the thrust bearing and main bearings to overheat
excessively. Each unit may have different cooling
water requirements. Oil should leave the cooler at
120–135°F (49–57°C). Oil leaving the bearings should
be at a design point of 150–160°F (66–71°C) and
should not exceed 180°F (82°C). Oil may be running
at excessive temperatures causing deposits and
varnish buildup through the system. This may result in
poorly functioning pilot valve assemblies. Verify that
the oil coolers are functioning correctly.
Check that the cooling water temperature is sufficient.
Oil system Gland seals are leaking Repair gland seals to prevent water leaking into oil
contamination system.
(water)
Check gland extractions and drains to ensure no
blockage and resultant increased gland leakage.
Oil cooler is leaking Pressure test oil cooler and repair any leaks noted or
replace oil cooler.
Condensation in oil Verify that lube oil tank heaters are functional and
operating at correct temperature to prevent
condensation in the oil sump.
Low oil pressure Electric-driven oil pump Check coupling and repair as necessary.
(when running) is acting at low capacity
Check wear rings and impeller condition.
Verify that standby pump is operational and
automatically starts.
Lube oil filters are Clean filters and repair as required.
obstructed
Low oil level Add correct oil to sump per manufacturer’s
instructions.
6-15
12875321
Troubleshooting
Table 6-2 (cont.)


Low oil pressure Low pressure output Oil pump internal clearances are excessive and the
(when running) from electric-driven pump should be rebuilt.
standby oil pump
Check for sludge buildup or blockage in oil lines.
Remove any buildup as required.
Low oil pressure Auxiliary oil pump is not Check electrical supply to motor and motor controller.
(when on turning running
gear)
pump.
Check motor/pump coupling.
from motor-driven oil pump should be rebuilt.
pump
Low oil pressure Emergency oil pump is Check electrical supply and motor controller.
(emergency not functioning
Check pressure switch in LP header, which activates
condition)
emergency oil pump.
from shaft-driven oil pump should be rebuilt.
pump
Check valve is not Repair as required.
functioning
6-16
12875321
Troubleshooting
Table 6-2 (cont.)


Turbine does not Control or governor Check control valve lifting beam position for required
come up to speed valves do not open far load.
enough
Check that no adjusting nuts to lifting beam have
loosened and moved from their prescribed position.
Check the control valve servomotor pilot valve
assemblies that operate the control valves for leakage
or blockage.
Check the open limit switches and ensure that these
are adjusted to allow the correct opening of the
control valves.
Check pilot valve assemblies for binding and
movement to increase speed within the turbine.
Check the speed governor assembly and cup valve to
ensure movement and actuation for a speed increase.
Check that the oil pressure signal is changing with a
requested change in speed.
Check the speed changer valve assembly for debris
and correct operation.
Low steam pressure at Verify that steam strainer is not obstructed and control
turbine inlet valves are opening to the correct position.
Exhaust pressure is too Verify position of exhaust stop/check valves and
Speed changer is not Check connections to speed changer and ensure that
functioning speed changer is moving.
Check limit switch positions at speed changer and
verify that settings and a limit switch is not actuated
preventing change in speed.
Check the movement of the cup valve assembly. The
cup valve should move with the speed changer
linkage. Ensure that there is no binding and that the
cup valve moves.
Inspect the position of the adjusting screw. Correct as
required.
Check that no oil passages are plugged or blocked.
Check that signal oil pressure is present at the cup
valve.
6-17
12875321
Troubleshooting
Table 6-2 (cont.)


Turbine does not Cup valve is not Oil pressure in system is not sufficient for operation.
come up to speed functioning See also “Problem: Low oil pressure (when running)”
in this table.
The cup may be worn or have debris present
preventing operation. This causes sluggish speed
control due to poor signal response in the hydraulic
circuit. Replace or repair the speed changer as
required.
The strap spring may be fatigued and not operating
properly. Replace as required.
Governor not Governor cup valve Governor cup valve must be adjusted so that the
controlling: Speed leaking, damaged, or out valve is functioning and not at an end-of-travel
drops too much of adjustment; debris position. The system must be free of debris and
with load may be in system contaminants.
Signal pressure lines may have sludge buildup and
restricting oil flow.
Check all orifices and chambers for debris.
Speed rises Leaking governor valves Replace worn valves and seats.
excessively with and seats
loss of load
Governor responds Inspect all pivot points in the governor linkage for
slowly due to worn parts signs of sticking, binding, or excessive wear. Repair
or sticking or replace as required.
Governor does not fully Check spring tension in governor and adjustments at
close the cup valve cup valve.
when required
Check for debris on valve seat.
Hunting Sticking or excessive This is generally due to dirt, wear, or mechanical
friction in governor, pilot damage. Clean and replace any parts that cause this
valve, or linkages trouble. (Use only recommended parts.) Valve stems
or lift rods may be galled or stuck by scaling deposits.
Repair or replace the governor mechanism as
Compensating screw on
required.
hydraulic type governors
is open too wide The oil paths to the control elements must not be
damaged or have sludge deposits.
The feedback linkage at the valve servomotor may be
Gain is set too high on
loose. Worn linkages, binding, or sticking will cause
electrical-type governors
overshoot and poor operation.
Clean all dirt off the linkages and lubricate only those
elements requiring lubrication.
The dashpot associated with the speed changer
causes hunting if not operating correctly. Verify
clearances and operation of the dashpot assembly.
6-18
12875321
Troubleshooting
Table 6-2 (cont.)


Hunting Lost motion so governor This is usually the result of excessive wear at the
valves do not follow pivot points in the linkage. Replace worn parts as
motion of the governor might be required. (Use only recommended parts.)
Slow response Turbine carrying If the load is too great for the design turbine rating,
overload decrease turbine load.
Steam pressure too low

Wear or fault in governor Recommend replacement of the governor
mechanism.
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7
TURBINE CONTROL SYSTEMS UPGRADE OPTIONS
When the MHC system becomes a significant contributor to forced outages, some users search
for alternative control systems or possible enhancements to the existing control system to
improve availability. As described in Section 3, “Technical Description and Operation” and
Section 5, Maintenance Recommendations,” MHC systems have many moving parts that need to
be adjusted to achieve acceptable control of the turbine. These moving parts are susceptible to
wear; and they must, at times, be completely replaced to meet the OEM specifications for
clearances. Many of the component parts of the MHC system are only available from the OEM
and can be quite expensive. These factors combine to make the cost of upgrading or retrofitting
the MHC to a more modern computer control based system more attractive.
Several upgrades and retrofits of older MHC systems are described in this section. Although
there are a number of variations of each general type of upgrade, the basic operating concept
remains unchanged in each variation.
7.1 Most Common Reasons for Pursuing a Control System Upgrade
Although there are as many reasons to replace an existing MHC system as there are power
plants, the most common reasons are the following:
• Loss of skilled maintenance personnel
• Cost of maintaining antiquated MHC system
• Unstable or unpredictable turbine control
• A desire to integrate the turbine controls with an existing or new computer control system
• A desire for better turbine diagnostics
7.1.1 Loss of Skilled Maintenance Personnel
As the age of the MHC system increases, so does the age of the plant personnel who “grew up
on” fly-ball governors, pressure relays and pilot valves. This skilled labor force is quickly
approaching retirement age, and the knowledge required to properly maintain and adjust the
complex MHC system is seldom being passed on to the younger personnel. Today’s technicians
are more likely to understand proportional/integral/derivative control, function generators, and
soft manual/auto stations. The new generation of engineers and technicians, therefore, have not
been exposed to links and levers of the older MHC-type FWPT systems. As a result of their
formal education, they are much more familiar with computer-based control systems that modern
turbines now employ.
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Turbine Control Systems Upgrade Options
7.1.2 Cost of Maintaining Older Mechanical Hydraulic Control Systems
MHC systems typically require more time-intensive maintenance during outages than do EHC
systems. The greater downtime translates into higher labor costs and increased costs due to loss
of production capacity. More modern control systems are often easier to troubleshoot, where the
particular cause of a problem is often known prior to shutting down the unit. Replacement parts
can be on hand and substituted for faulty components quickly when the unit is off-line. The
potential for faster maintenance turnarounds represents significant savings to the utility.
7.1.3 Unstable or Unpredictable Turbine Control
MHC systems are notorious for valve hunting and small, but erratic, position changes. Worn or
sticky pilot valves, excessive clearances, and governor wobble contribute to unpredictable valve
positioning. See Section 6, “Troubleshooting,” for more details.
The control system upgrade options described in this section replace the majority, and in some
case all, of the most problematic mechanical control components.
7.1.4 Integration with New or Existing Computer Control System
The addition of a new computer control system for the boiler or main turbine often leads to the
integration of the feedwater pump turbine controls into that system. Some plants may have had a
computer-based control system on the main turbine for some time before considering the benefits
that a similar system could yield when applied to the feedwater pump. In either case, the addition
of the feedwater pump turbine to a control network can facilitate faster startups, simpler boiler
control, and it requires less frequent operator intervention.
7.1.5 Better Turbine Diagnostics
The addition of a computer-based turbine control system expands the possibilities for turbine
diagnostics and performance monitoring. Limit switches can be replaced with more reliable, less
maintenance-intensive, position feedback devices. Speed indication can be upgraded to triple
redundant field devices with two out of three voting logic in the control system. These examples
and other possibilities are described in Section 7.2.
7.2 Three Categories of Control System Upgrades

When investigating the possibility of upgrading the MHC system to a more modern control
system, a vendor must be selected. Most vendors offer more than one solution for replacing the
mechanical equipment. For the best chance of a successful control system retrofit, it is important
to choose a vendor who can supply both the computer control hardware as well as the
mechanical hardware at the turbine. In some cases, the computer hardware supplier teams with a
mechanical equipment supplier to offer a complete system. In any case, the user should never
force a marriage between a computer control system and a mechanical governor replacement that
has not been field proven and specifically designed for integrated operation.
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The range of options for mechanical control system upgrades can be divided into three major
categories:
• Category 1: LP EHC systems
• Category 2: Hybrid EHC systems
• Category 3: Full EHC systems
A detailed description of the function and operation of each system follows.
7.2.1 Category 1: Low-Pressure EHC Systems

This type of mechanical governor replacement covers the broadest range of equipment, vendors,
control loops, and performance. In simple terms, this type of retrofit reuses more of the OEM
equipment in its implementation than the other types; therefore, the degree of success
experienced is directly related to the condition of the equipment to be reused. Common among
all LP retrofits is the reuse of the OEM hydraulic cylinder and pilot valve. This category of
retrofit does not include a new source of hydraulic fluid; the existing hydraulic pressure source is
used as the motive force.
Before describing the mechanical options available, it is important to understand the process
control loops used to regulate the feedwater pump flow.
LP retrofits use a speed (or pump flow) control loop, as do all feedwater pump control systems,
to position the steam control valves. Most often the speed set point is entered into the feedwater
pump turbine controller from a remote system, most often the boiler control system. The turbine
speed is measured using electronic speed sensing probes and a toothed wheel mounted on the
turbine shaft. The turbine control system output depends on the error between the speed set point
and measured turbine speed. When this error is positive or negative, the control system moves
the output in an appropriate direction and magnitude. If the error is zero, the control system holds
the output where it is. The control system output is an analog signal proportional to 0 to 100%
rated speed.
Depending on the equipment supplied and the complexity of the control scheme, several other
control loops can be running inside of the speed loop.
The position of the device moving the pilot valve can be controlled inside the turbine speed loop.
The position of the device is read back into the system and directly controlled to decrease slow,
long period oscillations of the hydraulic cylinder. Depending on the type of device used to
position the pilot valve, this loop may be a pressure control loop instead of a position control
loop. In both cases, the restoring arm between the pilot valve and the hydraulic cylinder is used
to reposition the pilot valve after the hydraulic cylinder has achieved its corresponding position.
The position of the hydraulic cylinder can be controlled when the restoring arm is removed and a
position feedback device is installed on the cylinder and the pilot valve. In this case the control
system compares actual turbine speed to the speed set point and calculates a desired position of
the hydraulic cylinder to achieve the speed set point. The calculated cylinder position is
compared to the measured cylinder position and an error signal is generated. The error signal is
used to determine the direction and magnitude of the output signal to the device controlling pilot
valve position.
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Another loop that may be run inside the speed loop is a position control loop that runs locally at
the field device. For instance, a hydraulic proportional valve is sometimes used to control the
position of the pilot valve on GE turbines. Modern, high-performance proportional valves use
tiny LVDTs to control the position of the spool valve. When a command signal is sent to the
proportional valve from the control system, the electronics on board the proportional valve
monitor the spool position and adjust the coil voltage to hold the spool in a position that is
proportional to the control system demand. This loop is external to the control logic and runs at a
faster loop speed.
The loops that run inside the speed control loop must run faster than the next outer loop in order
to allow proper tuning of the feedwater pump turbine control.
The mechanical systems used on Category 1 retrofits are as follows:

• Electric actuators move the input end of the restoring arm on GE turbines. The input end of
the restoring arm is opposite the end connected the hydraulic cylinder. In this style of retrofit,
the input end of the restoring arm is moved in the opposite direction of the desired movement
of the hydraulic cylinder. As the cylinder extends or retracts, it moves the feedback end of
the restoring arm in a direction that tends to force the pilot valve back to a position
corresponding to no flow. Zero to 100% travel of the electric actuator corresponds to 1 to
100% travel of the hydraulic cylinder. These systems typically use the speed control loop and
the pilot valve positioning device control loop. The pilot valve positioning device control
loop may be external to the computer control system.
• Small hydraulic actuators are used in the same manner as the electric actuators. These
hydraulic actuators use the OEM hydraulic oil as the pressure source to move the actuators.
Some vendors can supply, as an option, an oil pumping system built into the actuator
housing. The pumping system uses the OEM reservoir as the hydraulic fluid source. These
systems typically use the speed control loop and the pilot valve positioning device control
loop.
• Westinghouse turbines can easily be modified to use current-to-hydraulic transformers (I/H
valves), or other pressure control valves, to generate the control oil signal. This retrofit
replaces the mechanical governor that generates the control signal, but reuses the pilot valve,
restoring arm, hydraulic cylinder and the hydraulic pumping system. This system sends a
control oil signal to the chamber below the pilot valve. The control oil signal opposes the
spring at the top of the pilot valve assembly and moves the pilot valve upward. Movement of
the pilot valve allows flow to the hydraulic cylinder. The cylinder moves downward and
opens the steam valves. The hydraulic cylinder moves the restoring arm in a direction that
causes an increased load on the spring. As the hydraulic cylinder moves to the desired
position, the spring load on the pilot valve is increased and offsets the control oil signal.
When the spring load equals the force generated by the increased control oil signal, the
hydraulic cylinder stops moving. These systems use the speed control loop and a pressure
control loop. A position control loop is not commonly provided because the hydraulic
cylinder position is assumed to be proportional to a defined range of the control oil signal.
This pressure control system is sometimes used on GE turbines in conjunction with
modifying the pilot valve assembly for spring biasing.
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A common retrofit for some GE turbines is the modification of the pilot valve assembly for
spring biasing and the use of a servo valve or proportional valve to control the pilot valve
position. This system is also applicable to Westinghouse turbines if the pilot valve housing is
modified for mounting a position feedback device. In most cases, a proportional valve is used
because a solenoid-type coil directly drives the spool. LVDT feedback and on-board electronics
ensure accurate positioning of the spool valve. Proportional valve performance is not generally
considered pressure dependent. True servo valves, however, regulate hydraulic pressure at
opposite ends of a spool valve to control the spool position. Servo valves use a mechanical
feedback to oppose the hydraulic forces at the spool valve end chambers. Full servo valve
performance is not realized in LP applications. These valves are better suited for higher-pressure
hydraulic systems where more pressure is available to move the spool. In this retrofit, the
proportional valve controls the position of the pilot valve in the same manner as the current to
hydraulic transformer mentioned above. The defining difference is that this system uses a direct
position control loop to regulate the pilot valve position. In most cases, the restoring arm is
removed and functionally replaced by a summer circuit in the computer control system. Position
feedback is provided on both the pilot valve and the hydraulic cylinder. Control loops most
commonly employed in this style of retrofit are the speed control loop, hydraulic cylinder
position control loop, a pilot valve position control loop running at the card level, and an external
spool valve position control loop on board the proportional valve. This system typically provides
the best performance among the LP retrofits.
7.2.2 Category 2: Hybrid EHC Systems
Hybrid EHC systems take advantage of the performance increase available from modern HP
hydraulic controls while minimizing the cost of installation and equipment. These retrofits
replace the OEM LP governor/control valve hydraulic actuator(s) with HP hydraulic actuators.
The new actuator assemblies use servo valves or proportional valves along with position
feedback devices to accurately control the position of the steam admission valves. In hybrid
system retrofits, all of the OEM equipment used to control turbine speed is replaced. The
function of all summing levers, pressure amplifiers, restoring arms, mechanical governors, and
dashpots is moved into the computer control system.
Some hybrid systems use a remote hydraulic pumping unit (HPU) to supply fluid to the new
actuator assemblies, while others use a self-contained actuator (SCA) design with pumps,
instrumentation and hydraulic cylinders all combined in a single package.
The hybrid retrofit generally leaves the OEM tripping system in place. Pressure switches and/or
transmitters monitor the OEM trip header pressure to signal the computer control system that an
external trip has occurred. The control system closes the steam admission valves when the trip
header pressure drops below the set point. Replacing the actuators that regulate turbine speed
eliminates many of the problems inherent in older MHC systems and takes advantage of the
precision available with closed loop electronic position control.
The stop valve actuators are not modified, and remain on the OEM hydraulic oil system. The
stop valves are opened and closed using the existing valves and hydraulic controls. Stop valves
are closed rapidly, by high-flow dump valves, during emergency conditions.
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7.2.3 Category 3: Full EHC Systems
The full EHC retrofit replaces all of the steam valve actuators with new HP hydraulic actuators.
Both SCA and remote HPU designs are common in this category. The full EHC system
eliminates the OEM hydraulic system entirely. In some instances, the OEM tripping system is
replaced with modern turbine monitoring equipment that interfaces directly to the computer
control system. When the trip system is replaced, all tripping functions are moved into the
turbine control logic. The OEM reservoir is used solely to provide bearing lubrication. Although
this is the most comprehensive retrofit, it is the most costly in terms of both installation and
equipment. This system represents the state-of-the-art in turbine control systems. Table 7-1
presents the advantages and disadvantages of the retrofit types.
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Table 7-1
Retrofit Types: Advantages and Disadvantages
Type of Retrofit Advantages Disadvantages

Category 1 Lowest equipment cost Reuses the potentially
troublesome pilot valve and
(LP retrofits) Lowest installation cost
hydraulic cylinder
Fewest changes to existing
Does not separate the
control system
hydraulic system from the
Easier set-up and tuning bearing lubrication system
Lowest steam valve position
control resolution
Category 2 Moderate equipment cost Higher installation cost than
Category 1
(Hybrid EHC systems) Moderate installation cost
OEM trip system is not
Best performance increase per
typically replaced or modified
dollar
Personnel must be retrained to
Reduced spare parts inventory
maintain new equipment
Shorter hydraulic controls
overhauls
Easier set-up and tuning
Systems are typically
designed with some level of
redundancy
Separates the lube oil system
from the control/governor
valve hydraulic system
Category 3 Reduced spare parts inventory Highest cost of all three
categories
(Full EHC systems) Complete elimination of OEM
hydraulic system Personnel must be retrained to
maintain new equipment
Most flexibility for options and
upgrades
OEM tripping system can be
eliminated and/or modified to
reduce nuisance trips
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7.3 Types of Control Systems Commonly Retrofitted on General Electric

and Westinghouse Turbines
The Lovejoy brand turbine control package is most frequently applied to Westinghouse turbines,
while the Woodward system is predominantly used to control GE feedwater pumps.
7.3.1 Lovejoy Brand Low-Pressure Electrical Hydraulic Control System
This brand of LP electrical hydraulic control (LPEHC) is most commonly found on

Westinghouse feedwater pump turbines. This system replaces the OEM mechanical governor
with an electronic speed governor that interfaces to the existing LP hydraulic actuators. This
design provides an electronic controller while minimizing the capital investment in new
hardware needed to control the steam valves.
7.3.1.1 General System Description
The system uses the OEM LP hydraulic oil and redundant pressure reducing valves to regulate
the control oil signal sent to the pilot valves. The turbine speed is determined by measuring the
frequency of a waveform generated by speed probes mounted in close proximity to a toothed
wheel on the turbine shaft. The waveform frequency is proportional to turbine speed. The actual
speed is compared to a remote speed signal sent to the Lovejoy controller from the boiler control
system. The error between the actual speed and desired speed determines the magnitude of the
control oil signal sent to the governor valves.
Both the HP and LP governor valve receive the same control oil signal. The LP governor valve
moves from full closed to full open as the control oil signal rises. The controlling range for the
LP valve is approximately 19–39 psi (131–269 KPa). The HP governor valve is controlled
approximately 39–55 psi (269–379 KPa).
7.3.2 Woodward Brand Pilot Valve Positioning System
This brand of LPEHC is most commonly found on GE feedwater pump turbines. This system
replaces the OEM link and lever pilot valve positioning system with LP hydraulic actuators that
move the input end of the feedback arm.
This design provides a simple, yet effective, means of interfacing an electronic control system to
a hydraulic system that was originally designed for mechanical hydraulic controls.
7.3.2.1 General Description
This system uses small hydraulic actuators to position the input end of the restoring arm on the
operating cylinder. The input end of the restoring arm is opposite the end connected the
hydraulic cylinder. In this system, the input end of the restoring arm is moved in the opposite
direction of the desired movement of the operating cylinder. As the operating cylinder extends or
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retracts, it moves the feedback end of the restoring arm in a direction that tends to force the pilot
valve back to a position corresponding to no flow. Zero to 100% travel of the small hydraulic
actuator corresponds to 1 to 100% travel of the operating cylinder. These systems typically use
the speed control loop and the pilot valve positioning device control loop. The pilot valve
positioning device control loop may be external to the computer control system.
The small hydraulic actuators in these systems use the OEM hydraulic oil as the pressure source
to move the actuators. Some models can be supplied with oil pumping systems built into the
actuator housing. The pumping system uses the OEM reservoir as the hydraulic fluid source.
These systems typically use the speed control loop and a position control loop for the pilot valve
positioning device.
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8
SAFETY
Operating, inspecting, and maintaining the FWPTs and associated controlling equipment exposes
plant personnel to multiple safety hazards. Each individual must be aware of their surroundings
at all times within the facility and strive to ensure their own safety and the safety of their
coworkers. Any plant safety concern should be reported immediately to the employee’s
supervisor. Many of the safety hazards regarding the feedwater pump turbine are also present
elsewhere within the facility, and these hazards are not addressed in this document. General
hazards of particular concern to the FWPT are summarized with recommendations to minimize
those hazards.
Personnel and equipment safety is of prime importance when working on any rotating piece of
machinery. Whenever possible, work should be performed with the equipment in a de-energized
or neutral condition.
Each person bears the primary responsibility for their own safety. Each individual must be aware
of their surroundings at all times within the facility and strive to ensure their own safety and that
of their coworkers.

Each person bears the primary responsibility for their own safety.
Each individual must be aware of their surroundings at all times
within the facility and strive to ensure their own safety and that of
their coworkers.
8.1 Electrical Hazards
Working on or around electrical equipment presents the risk of an electrical shock hazard. Before
working on any piece of electrical equipment (motor, solenoid, actuator, electrical wire,
connection, or control system component), the device must be electrically de-energized and
isolated. The isolation point must be locked out or tagged out in accordance with the required
plant procedure and applicable state and federal regulations.
The individual working on or around this equipment should have specific training regarding
applicable voltage levels and the safety requirements associated with the voltage levels present.
Protective clothing is required when working with or de-energizing electrical equipment.
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Safety

Protective clothing is required when working with or de-energizing
electrical equipment.
Improper or inadequate grounding may cause inadvertent operation or incorrect operation of

equipment. This increases the risk of electric shock, especially in damp or wet areas.

Improper or inadequate grounding may cause inadvertent operation
or incorrect operation of equipment. This increases the risk of electric
shock, especially in damp or wet areas.
8.2 Material Safety
The MHC system uses oil under pressure as a motive force to actuate components. The
pressurized fluid presents hazards, which must be addressed.
• Spray hazards. Leaking lines can spray oil creating a fire hazard or contamination hazard.
Prolonged exposure to petroleum products should be avoided, because this presents a health
hazard. Material safety data sheets (MSDS) should be reviewed, protective clothing should
be worn, and safety practices should be implemented as required. Special precautions should
be taken, including the use of eye protection and the appropriate protective body clothing.

Special precautions should be taken, including the use of eye
protection and the appropriate protective body clothing.
• Personnel exposure. Changing the oil in the system, repairing, or cleaning oil at equipment
locations with leaks may create conditions where the lubricants come into contact with
personnel. All precautions for exposure must be addressed in accordance with the
requirements of the corresponding fluid MSDS.
• Solvents and chemicals. Cleaning the oil system may require the use of solvents and
cleaning chemicals. All MSDS should be reviewed and the recommended and required safety
precautions must be followed.
• Elevated temperatures and burns. The lubricating oil is used to provide lubrication for
components and cooling. During operation of the controlling unit, the lubricating oil
temperature is elevated, which presents a potential personnel hazard. The lubricating oil may
come into contact with personnel and cause burns or irritation. Appropriate protective
clothing and tools should be used to reduce this hazard.
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Safety
8.3 Equipment Safety
The feedwater pump turbine is a large piece of rotating equipment and requires specific
requirements for equipment and personnel protection.
• Rotating equipment hazards. The turbine and pump are rotating components which require
adequate guarding to protect operating personnel from injury. All equipment guards must be
in place and applicable local, state and federal safety regulations must be met.
• Scald/Burn hazards. The steam turbine uses steam as its prime mover. This presents a
significant burn hazard for personnel in regards to exposed machine parts. The equipment
should be adequately insulated and guarded to protect personnel. Personnel must ensure that
all applicable guards and insulation are restored prior to operating the equipment.
• Equipment trip protection. The equipment uses protective trips to ensure that the turbine
will shut down in the event of a hazardous operating condition. All equipment trips must be
active and checked on a periodic basis to ensure their proper operation. Whenever a tripping
mechanism is worked on, its functionality must be verified prior to placing the feedwater
pump back into service.
• Improper operation. The equipment must never be operated with a trip device disabled. The
appropriate device must be repaired before operating the equipment.
• Equipment adjustments. The MHC system controls the turbine speed. Maintenance is
required on the system components, and this requires system adjustments and the
replacement of components and/or parts critical to the system. When making control
adjustments, do not interrupt any feedback element within the system. This can cause
unstable equipment operation with a possible overspeed condition. Feedback consist of the
levers and links between pilot valves and actuators, pressure signals representative of speed,
and the primary speed sensing devices. Whenever adjustments are made, the result of the
adjustment must be thoroughly understood and predictable prior to returning the equipment
back to service.
8.4 Miscellaneous
Hearing Protection. An operating turbine feedwater pump produces noise levels harmful to
human hearing. The noise levels in the area may require hearing protection. Hearing protection
should be used in accordance with plant, local, and federal requirements.
Trip Hazards. Slipping and trip hazards may exist due to lubricating fluids, wet or damp areas,
or adjacent equipment in the facility. These situations may require extra precautions when
working in the area.
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9
REFERENCES
Beredsen Fluid Power, Fluid Power Designers, Lightning Reference Handbook, Eighth Edition.
1990.
EHC Tubing/Fittings and Air Piping Application and Maintenance Guide. EPRI, Palo Alto, CA:
2000. 1000935.
GE Instruction Manual, GEK-38437, “Steam Turbine Feed Pump Drive for Baldwin Station Unit
No. 3.”
GE Instruction Manual, GEK-38464, “Steam Turbine Feed Pump Drive for LaSalle County.”
GE Instruction Manual, GEK-49995, Vol. III, “(EHC and TSI Section) Steam Turbine-
Generator, Turbine No.170X661, for Schahfer Station Unit No. 15.”
GE Instructions, GEI-90765, “Steam Turbine Boiler Feed Pump Drive for Coffeen Power Station
Unit No.1.”
GE No. 83T12, 1983, “Control of Large Modern Steam Turbine-Generators, J. Kure-Jensen.”
GE No. 83T13, 1983, “Mark II EHC System for General Electric Large Steam Turbine-
Generators,” R. L. Olson, excerpt from GE Large Turbine Seminar, Vol. 1.
GE No. GET-3096G, revised 1982, “Introduction to the Basic Elements of Control Systems for
Large Steam Turbine-Generators”, M. A. Eggenber.
GE No. GET-6446, 1977, “Mechanical Drive Turbine Oil Flushing Procedure,” with MDT Oil
Flushing Procedure Supplement.
General Electric Electrohydraulic Controls (EHC) Electronics Maintenance Guide. EPRI, Palo
Alto, CA: 1997. TR-108146.
Introduction to Nuclear Plant Steam Turbine Control Systems. EPRI, Palo Alto, CA: 1995. TR-
104885.
ISO Standard 4572. “Hydraulic Fluid Power—Filters—Multi-Pass Method for Evaluating

Filtration Performance.” 1981.
Karl Stinson. Diesel Engineering Handbook, 12th Edition, 1972.
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References
Lovejoy Instruction Book No. 235, “Boiler Feed Pump Turbine Controls for Cincinnati Gas &
Electric, East Bend Station, Units 2-1 and 2-2.”
Lubrication Guide. EPRI, Palo Alto, CA: NP-4916, 1987.
Lubrication, Shaft-Sealing, and Control-Oil Systems for Special-Purpose Applications, Second

Edition. API Standard 614. American Petroleum Institute, January 1984.
Manual on Installation of Refinery Instruments and Control Systems, Part 1: Process

Instruments and Control, Section 10: Hydraulic Systems, Fourth Edition. API Recommended
Practice 550. American Petroleum Institute, April 1981.
Overspeed Trip Systems for Steam Turbine Generator Units. ASME PTC 20.2-1965.
Pressure Control Systems Used on Steam Turbine Generator Units. ASME PTC 20.3-1970.
Preventive Maintenance Basis Volume 35: Main Feedwater Pump Turbines. EPRI, Palo Alto,
CA: 1998. TR-106587-V35.
Preventive Maintenance Basis Volume 36: Terry Turbines – Single Stage. EPRI, Palo Alto, CA:
1998. TR-106587-V36.
Preventive Maintenance Basis Volume 37: Main Turbine EHC Hydraulics. EPRI, Palo Alto, CA:
1998. TR-106587-V37.
Pump Troubleshooting, Volume 2: TR-114612, Volume 2. EPRI, Palo Alto, CA: 2000. 1000919.
R. F. Latham, Introduction to Marine Engineering, United States Naval Academy. 1958.
R. F. Shamann, Modern Marine Engineering, Marine Engineers Beneficial Association,

Volumes 1, 2, 3, Training Manual.
Recommended Practices for the Cleaning, Flushing and Purification of Steam and Gas Turbine
Lubrication Systems. ASME Standard LOS-1M-1980, ASTM-ASME-NEMA.
Robert Mott. Applied Fuel Mechanics, Second Edition. Bell and Howell Company, 1979.
Speed and Load Governing Systems for Steam Turbine Generator Units . ASME PTC 20.1-1977.
Speed-Governing Systems for Hydraulic Turbine Generator Units. ASME PTC 29-1965.
Steam Turbine Hydraulic Control System Maintenance Guide. EPRI, Palo Alto, CA: 1996. TR-
107069.
Survey of Feed Pump Outages. EPRI, Palo Alto, CA: 1978. FP-754.
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References
Terry Turbine Controls Maintenance Guide, Revision 1. EPRI, Palo Alto, CA: 1998. TR-
016909-R1.
Terry Turbine Maintenance and Troubleshooting Guide. EPRI, Palo Alto, CA: 1995. TR-
105874.
Vickers Incorporated, Industrial Hydraulics Manual, Third Edition, 1992.
Westinghouse Instruction Book 1150-C137, “Boiler Feed Pump Turbine, 14,500 HP, EMM-32
Turbine,” July 1969.
Westinghouse, Excerpt from Westinghouse Large Turbine Division, DM 1250, “Power Plant
Design Manual for Steam Turbines,” February 1969.
Woodward Governor Company, Manual 25071H, “Oils for Hydraulic Controls.”
Woodward Governor Company, Manual 25195, “Governing Fundamentals.”
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A
NUCLEAR PLANT RELIABILITY DATA SYSTEM AND
EQUIPMENT PERFORMANCE INFORMATION
EXCHANGE FAILURE REPORT SUMMARY
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Nuclear Plant Reliability Data System and Equipment Performance Information Exchange Failure Report Summary
Failure Mode Failure Detection Failure Cause Category Failure Cause Description Corrective Action
FC - Fail to Control A - Operation A - Engineering/Design AA - Wrong Part AA - Recalibrate/Adjust
FR - Fail to Run B - Maintenance/Test B - Procedure Error AB - Foreign Material/Substance AC - Temporary Measures
MO - Found During Observation C - Alarm C - Manufacturing Defect AC - Particulate Contamination AE - Modify/Substitute
OP - Fail to Operate Properly D - Observation D - Initial Installation Error AD - Normal Wear AG - Repair Component/Part
UA - Unable to Assign E - Operating Action AE - Lubrication Problem AH - Replace Part(s)
F - Maintenance Action AG -Abnormal Stress AK - Replace Component(s)
H - Age/Normal Usage AH - Abnormal Wear
J - Other Devices AL - Setpoint Drift
K - Unknown AM - Previous Work/Repair
X - Other AN - Incorrect Procedure
AR - Insulation Breakdown
AS - Short/Grounded
AT - Open Circuit
AU - Electrical Contact Degradation
AV - Loose Parts
AW - Circuit Defect
AX - Burned/Burned Out
AY - Electrical Overload
AZ - Material Defect
BB - Mechanical Damage
BC - Out of Mechanical Adjustment
BD - Aging/Cyclic Fatigue
BE - Dirty
BF - Flow Obstruction
BG - Corrosion
BH - Out of Calibration
BJ - Incorrect Action
BK - Mech Binding/Sticking
BL - Aging/Cyclic Fatigue
BR - Gasket/O-Ring/Seal Failure
BS - Bearing Failure
BV - Circuit Card
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Failure Failure Cause

Date of Model Descriptive Corrective
Discovery Manufacturer No. Mode Detection Category Description Comments Problem Action
1. 2/16/91 ABB N62 FC A H AD Worn motor output gear roll pin Linkages AH
2. 2/19/96 GE 501E385Y8 FC A H AD,BK,BS "W" bearing frozen to linkage Linkages AH
3. 12/16/86 GE 509E175BA UA A K BC,AV Misadjusted speed control Linkages AA

linkage
4. 8/13/93 GE 509E175BA FR B H AD,AV Worn mechanical trip finger Linkages AH
linkage and anti-rotation pin
5. 1/5/85 GE 509E175BA UA A K BE,BB Trip solenoid valve (SV) Linkages AG
mechanical linkage was sticky
6. 1/5/85 GE 509E175BA UA A K BE,BB Trip SV mechanical linkage was Linkages AG
sticky
7. 8/6/86 GE 509E175BA UA D H BC,BE Insufficient spring tension and Linkages AG
dirty compression gear
8. 8/22/86 GE 509E175BA UA D H BC,BE Insufficient spring tension and Linkages AG
dirty compression gear
9. 3/7/92 GE 509E175BA FC A K AD,BB Positioner motor and gears were Linkages AH
worn
10. 10/31/89 GE DRV-631 MO D H AD Worn linkage bolts and pins Linkages AH
11. 2/5/90 GE DRV-631 FC A H AD,BD Lever mechanism bearings Linkages AH

binding up
12. 6/28/91 GE DRV-631 FC B H AD,BC Fulcrum assembly found worn Linkages AH
13. 6/28/91 GE DRV-631 MO B H AD Fulcrum assembly found worn Linkages AH
14. 7/18/85 GE DRV-631 UA A K BB Linkage out of adjustment Linkages AA
15. 12/18/92 GE DRV-631 FC A F BC,AM Mechanical stops set Linkages AA

prematurely
16. 8/7/00 GE DRV-631 FC A F AB,BK Binding linkage pivot pin and Linkages AG
bushings
17. 9/17/92 GE PRV-731 FC A K BC Low speed stop out of Linkages AA
adjustment
18. 4/4/92 GE PRV-731 FC A K AD,AM Linkage out of adjustment Linkages AG
19. 1/31/94 GE PRV-731 FC A H AD,BC Linkage out of adjustment Linkages AH
A-3
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20. 4/17/91 GE DRV-731 FC A K AD Binding linkage due to worn Linkages AH
bearings
21. 1/14/92 GE NONE FC A H AD,BB Broken actuating arm Linkages AH
22. 1/11/85 WWG PGG UA B H AD,AE,BC Linkage worn and in need of Linkages AH
lubrication
23. 1/20/94 WWG EG-3P FC A K BC Out of mechanical adjustment Linkages AK
24. 1/8/94 WWG EG-3P FC B K BB Out of mechanical adjustment Linkages AK
25. 1/10/94 WWG E8250-570 FC A K BB Out of mechanical adjustment Linkages AK
26. 8/20/92 WWG EG-3P FR A E AM,BJ Low- and high-pressure bar Linkages AA
springs out of adjustment
27. 11/16/90 WWG 2301A FR A K BB Linkage binding Linkages AG
28. 7/20/87 WWG KJDF UA D H BE,AD,BB Linkage dirty and binding Linkages AH
29. 1/23/94 WWG EG-10P FC A K BC,BK Linkage binding Linkages AA
30. 1/27/94 WWG EG-10P FC A K BC Out of mechanical adjustment Linkages AA

due to loose locking nut on
linkage
31. 8/6/87 LoveJoy 200Series UA B K BC Improper clearances on trip lever Linkages AH
32. 11/23/92 LoveJoy 21X FC A K BC Misadjustment of positioner Linkages AE
33. 8/8/87 W PDL-1150-81 FR C K AV,BB,BC Linkage fulcrum pin out of Linkages AG

position
34. 7/23/89 GE 509E175BA FC A K BE,BB Varnish-like buildup near top port Dirty/Contaminated AG
of valve
35. 11/9/89 GE DRV-631 FC B F AE,BE Motor/gearbox dirty and lack of Dirty/Contaminated AG
lubrication
36. 9/16/93 GE DRV-631 FC A F AC,BF,BG Sludge buildup, corrosion Dirty/Contaminated AG
products and other FM in
hydraulic oil system/components
37. 3/11/88 GE DRV-631 FC B K BE,BG, Water and rust in cylinder Dirty/Contaminated AG
causing piston to seize.
38. 3/4/87 GE NONE FC A K BE,BF Pilot valve clogged Dirty/Contaminated AH
A-4
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39. 12/12/90 GE 501E385Y8 FC A F BE Dirt buildup on valve seat Dirty/Contaminated AG
40. 11/23/88 GE 509E175XX1 FR C K AC,BB Servo valve sticking due to Dirty/Contaminated AH

contamination of hydraulic fluid
causing binding
41. 6/29/89 GE 509E253RR FC A J BG,AB,AA Moisture in oil system causing Dirty/Contaminated AH
corrosion of elements
42. 12/9/89 GE 509E175BA FC A H AT,BG Corrosion buildup on stop valve Dirty/Contaminated AH
pressure switch
43. 1/18/88 WWG PG-PL FR B K AB Debris and water in oil Dirty/Contaminated AK
44. 12/29/92 WWG EG-3P FC C H AC,BE,AM Buildup of deposits in actuator Dirty/Contaminated AK
45. 4/26/88 WWG PG-PL MO B A AB,AA Water in oil Dirty/Contaminated AK
46. 9/7/88 WWG 2301A FC A K AE,AB Contaminated oil in governor Dirty/Contaminated AH
47. 7/16/86 WWG KJDF UA A J AB,BF Sediments found in governor Dirty/Contaminated AG
48. 4/16/86 WWG KJDF UA A K AE Water in control oil system Dirty/Contaminated AG
49. 3/14/89 WWG 2301A UA A K AE Contaminated oil in governor Dirty/Contaminated AH
50. 4/1/89 WWG 2301A UA A K AE Dirty oil in governor Dirty/Contaminated AH
51. 11/4/89 WWG EGB-13-C FC A F BE,BH Dirty governor and speed Dirty/Contaminated AA
controls
52. 11/10/91 LoveJoy 200Series FR A K BE,BF,AE Overspeed device orifice plugged Dirty/Contaminated AG
with dirt
53. 10/3/96 LoveJoy 21X FC A H BE Dirt in governor control valve Dirty/Contaminated AG
54. 10/3/96 LoveJoy 21X FC A H AB,AC,BE Dirt in governor control valve Dirty/Contaminated AG
55. 2/12/95 LoveJoy 21X FC B F AB,BE Clogged control oil orifice Dirty/Contaminated AG
56. 2/12/95 LoveJoy 21X FR B X AB,BE,BF Particulate matter obstructing Dirty/Contaminated AG

valve closure
57. 1/13/86 W 1150-303-23 FC A F AC,BE,BF Clogged control oil orifice Dirty/Contaminated AH
A-5
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58. 5/8/83 W 1150-303-23 FC A F AC,BE,BF Clogged turbine speed control Dirty/Contaminated AG
orifices
59. 8/27/83 W 1150-303-23 FC A F AV,BE Dirty oil system Dirty/Contaminated AG
60. 1/3/84 W 1150-303-23 FC A J BE,BF,AC Dirt in governor control oil Dirty/Contaminated AG
61. 4/16/85 W 1150-303-23 FR A J AC,BE,BF Dirt and rust particles plugging Dirty/Contaminated AG
orifices
62. 12/30/86 W PDL-1150-81 FR A K BE,BF Control oil flow valve blocked Dirty/Contaminated AG
with air, water, and debris
63. 1/12/86 W PDL-1150-81 FC A K BE Debris under cup valve Dirty/Contaminated AG
64. 8/26/85 W PDL-1150-81 FC A F BE,BF Dirt obstructed control oil flow Dirty/Contaminated AG
65. 7/5/85 W 220T9220 FC A F AE,BE Impurities in control oil Dirty/Contaminated AG
66. 2/2/88 W 1150-586-A UA B K BF,BE Clogging of orifice Dirty/Contaminated AG
67. 12/14/87 Dahl Unknown UA B K BE Grit and debris on governor pilot Dirty/Contaminated AG
valves
68. 11/19/89 GE 509E253RR FC A F AM Motor gear unit (MGU) incorrectly Alignment/Adjustments AG
adjusted
69. 7/8/90 GE 509E253RR FC A K BC Manual control lever release Alignment/Adjustments AA
clutch out of adjustment
70. 4/28/88 GE 509E253RR FC D F BC,AM,BB Improper clearance between Alignment/Adjustments AA
bearings and turning rod bearing
block
71. 11/19/88 GE 509E253RR FC A H BD Control switch mechanism out of Alignment/Adjustments AH
adjustment due to end of life of
return spring
72. 2/16/91 GE 509E253RR MO A F AM MGU improperly installed in Alignment/Adjustments AH
previous repair
73. 7/6/88 GE 501E427CY FC A H AD Worn shaft in governor housing Alignment/Adjustments AE
74. 10/8/95 GE 501E427CXG FC B H AL Overspeed device setpoint high Alignment/Adjustments AA

out of tolerance
75. 9/21/90 GE 501E427CB FC A F BC Mechanical speed controller set Alignment/Adjustments AA
too low
76. 9/16/90 GE 501E427CB FC B F BC Low speed switch maladjusted Alignment/Adjustments AA
on mechanical speed controller
A-6
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77. 5/15/88 GE 509E175BA UA A F BC,AM Turbine control linkage out of Alignment/Adjustments AA
adjustment
78. 5/15/88 GE 509E175BA UA A H AD,BB Binding of motor speed changer Alignment/Adjustments AH
79. 6/4/91 GE 509E175BA FC B K AV Loose set screw in EAP speed Alignment/Adjustments AG

changer
80. 3/22/85 GE 509E175BA FC A H BC Controller out of tune Alignment/Adjustments AA
81. 7/21/88 GE 509E175BA FC A K BC High- and low-speed stops and Alignment/Adjustments AA

auto positioner out of adjustment
82. 12/27/88 GE 509E175BA FC A H AD Pressure regulating valve worn Alignment/Adjustments AH
83. 6/2/90 GE 509E175BA FR B K BC Piston for trip dump valve 180 Alignment/Adjustments AG
degrees off
84. 9/20/89 GE 509E175BA FC B K BC Trip and reset levers out of Alignment/Adjustments AA
alignment
85. 4/17/88 GE 125D154AA UA A H AD,AV MGU motor gear worn and shaft Alignment/Adjustments AH
set screw loose
86. 9/11/92 GE 125D154AA FC A A AV Set screw on MGU gear backed Alignment/Adjustments AG
out
87. 6/27/89 GE S239S MO C K BC Pump and gear out of alignment Alignment/Adjustments AH
88. 6/8/92 GE NONE FC A H AD,BC High speed stop limit switch Alignment/Adjustments AG
mechanical arm out of
adjustment.
89. 2/17/88 GE NONE FR A H AD,BC Gear-driven oil pump gear Alignment/Adjustments AH
misaligned due to loose lock nut
90. 12/25/90 GE 509E175XX1 FC B K BC Overspeed plunger spring Alignment/Adjustments AA
tension too tight
91. 8/8/85 GE PRV-731 UA C F BC Turning gear mechanism out of Alignment/Adjustments AA
adjustment
92. 1/24/85 WWG PG-D FR B C AZ Unable to adjust governor, Alignment/Adjustments AK
defective
93. 9/11/84 WWG PG-PL MO A K AW Intrinsic failure of governor, Alignment/Adjustments AK
unable to adjust
94. 6/5/90 WWG 2301A FR A H BD,BC Closed limit switch on governor Alignment/Adjustments AA
out of adjustment
95. 4/9/90 WWG 2301 FC A K AV Pilot rod of governor valve Alignment/Adjustments AG
control linkage dropped off
A-7
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96. 12/15/89 WWG 8270-497 FC D K BC Mechanical linkage out of Alignment/Adjustments AA
adjustment
97. 9/2/89 WWG 2301 FC A H AD Broken governor feedback shaft Alignment/Adjustments AH
98. 2/19/89 WWG 2301A FC A K BB Knurled nut assembly on Alignment/Adjustments AA

actuator arm out of adjustment
99. 2/7/89 WWG KJDF UA B K BC Governor out of mechanical Alignment/Adjustments AA
adjustment
100. 1/6/94 WWG EGB-13-C FC A K BC Governor out of mechanical Alignment/Adjustments AA
adjustment
101. 12/4/93 WWG EG-10P FC A K BC Governor out of mechanical Alignment/Adjustments AA
adjustment
102. 6/10/87 WWG KJDF FC A H AD,BD Governor actuator worn out Alignment/Adjustments AH
103. 12/9/87 WWG 2301 UA A K BB,AE O-ring inside trip valve binding Alignment/Adjustments AG
shaft
104. 7/2/90 WWG 2301 FC B A BB,AA Broken shaft on hydraulic trip Alignment/Adjustments AH
assembly
105. 8/9/92 LoveJoy 21X FC A K BC Misadjustment of HP control Alignment/Adjustments AA
valve
106. 10/14/92 LoveJoy 21X FC A K BC Misadjustment of controller Alignment/Adjustments AG
threaded bushing
107. 6/18/90 LoveJoy 200Series FC D C AG,AM,AZ Incorrectly assembled control Alignment/Adjustments AG
valves
108. 7/15/86 LoveJoy 200Series UA C K AD Speed changer failure due to Alignment/Adjustments AH
wear
109. 1/7/84 LoveJoy 200Series UA A J AM Sluggish controls response due Alignment/Adjustments AA
to loose mounted potentiometer
110. 8/12/95 W PDL-1150-81 MO B K BB Governor drive shaft broken Alignment/Adjustments AG
111. 11/13/85 W PDL-1150-81 FC A H AD Hand speed changer incorrectly Alignment/Adjustments AH

adjusted and worn control block
112. 11/9/85 W PDL-1150-81 FC A K BH Hand speed changer and HP Alignment/Adjustments AG
governor valve out of adjustment
113. 10/29/85 W PDL-1150-81 FR A K AL Governor valves and pivot Alignment/Adjustments AA
brackets rechecked
114. 9/2/85 W PDL-1150-81 FR A K BB Governor shaft broken Alignment/Adjustments AH
115. 8/19/85 W PDL-1150-81 FR A D AV,AM Loose set screw in governor Alignment/Adjustments AH

speed control shaft coupling
A-8
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116. 11/22/85 W PDL-1150-81 FR C K BB,BC Drive shaft tab broken and shaft Alignment/Adjustments AH
out of alignment
117. 3/10/90 W 1150-586-A FR B H AD Defective overspeed trip cylinder Alignment/Adjustments AH
assembly
118. 3/25/85 W 1150-592 OP A H AW Latching relay failed Alignment/Adjustments AH
119. 7/6/90 W NONE FC A H AD Leaking HP governor valve Alignment/Adjustments AH
120. 7/4/94 W NONE FR A B AG,BK Gearbox out of alignment Alignment/Adjustments AH
121. 1/7/94 W NONE FR A B AN,AG,AT Gearbox out of alignment Alignment/Adjustments AH
122. 10/21/93 W NONE FR B K AV,AT Governor valve positioner (GVP) Alignment/Adjustments AH

motor brushes defective
123. 2/5/93 W NONE FR A K BB,AX GVP motor linkage seized Alignment/Adjustments AH
124. 2/18/93 W NONE FR A F BB,BC,AM Clutch spring assembly out of Alignment/Adjustments AH

adjustment
125. 7/22/92 GE 2-238-AS MO A F AM,AE,AV Oil leak at speed changer due to Lube leak AH
failed sealant at the cover plate
126. 3/27/90 GE S239S MO D K AG Gearbox oil seal leak Lube leak AC
127. 11/24/88 GE 509E253RR MO D H BD Oil leak at downcomer Lube leak AH

connecting casing to oil sump
128. 9/1/87 GE DRV-731 FR A H BB,AD Grease spun out of pump Lube leak AH
coupling due to torn O-ring
129. 5/13/94 GE UT 70 FR D X AH,BG,AH Oil leak from inlet tubing of SV13 Lube leak AH
lock out solenoid
130. 12/29/90 GE 509E175BA MO D H AD Oil leak between coupling guard Lube leak AH
and turning gear due to worn out
O-ring
131. 12/28/90 GE 509E175BA MO D H AD Oil leak from front standard of Lube leak AH
mechanical trip assembly due to
worn O-ring
132. 4/1/92 GE 509E175BA MO B H AD Oil leak from SV body and Lube leak AG
governor mounting flange
133. 9/2/87 WWG EG-10 UA D H BD Oil leak originating from servo Lube leak AH
boot on positioner due to aging
134. 1/22/91 WWG 2301A MO D H AD,BD Two flanges leaking oil on oil Lube leak AH
supply line due to normal flange
gasket wear
A-9
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135. 6/27/89 WWG 2301A UA D K AV Oil leaking from governor flange Lube leak AA
due to loose flange bolts
136. 5/17/92 WWG EG-3D MO D H AD Leaking oil from governor Lube leak AH
actuator due to worn out O-ring
137. 7/18/90 WWG 2301A MO D H AD Oil leak from governor valve oil Lube leak AH
filter inlet flange
138. 9/4/90 WWG 2301A MO D J AD Oil leak from governor oil filter Lube leak AH
bypass line flange
139. 11/4/92 WWG EG-10P MO D H BC Oil leak from turning gear flanged Lube leak AH
joint
140. 9/8/92 LoveJoy 21X MO D H AD Leaking at control valve servo Lube leak AH
motor
141. 11/20/91 LoveJoy 21X MO D H AD Oil leakage from governor Lube leak AH
142. 11/6/91 LoveJoy 21X MO D H AD Minor oil leak from governor auto Lube leak AH
stop oil manifold
143. 11/5/91 LoveJoy 21X MO D H AD Oil leak from governor housing Lube leak AH
lower flange gasket
144. 2/11/91 LoveJoy 21X MO D K BB,AD Oil leak from governor Lube leak AH
145. 2/4/91 LoveJoy 21X MO D H AD,AG Pump governor oil leak Lube leak AH
146. 11/5/91 LoveJoy 21X MO D H AD Oil leak from auto-stop oil Lube leak AH
manifold
147. 11/20/91 LoveJoy 21X MO D H AD Oil leak from pump governor oil Lube leak AH
filter O-ring
148. 2/9/92 LoveJoy 21X MO D H AD Oil leak from governor valve Lube leak AH
controller
149. 11/27/90 LoveJoy 200Series FC D H AV,AD,BD Oil leak from low-pressure (LP) Lube leak AH
governor
150. 9/21/91 W 1150-586-A FC D H AD Leak on isolation valve to Lube leak AH
accumulator
151. 5/9/91 W Type-SU MO D H BD Oil leak from inspection cover Lube leak AH
152. 3/16/91 W 751J107 MO A H AD Leakage from LP governor valve Lube leak AH

actuator
153. 1/8/91 W NONE MO D H AD Oil leaking at the handspeed Lube leak AH
changer cover gasket
A-10
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154. 11/21/85 W 1150-303-23 FC A H BD Oil leak on HP oil hose to Lube leak AH
governor control and handspeed
changer
155. 8/21/85 W PDL-1150-81 MO D K AG Abnormal flow of oil in controller Lube leak AH
caused diaphragm in handspeed
changer to fail
156. 11/6/95 W 1150-592 MO B K BR Oil leak in overspeed trip Lube leak AH
mechanism
157. 3/8/91 W Type-SU MO D K BD Seal between shaft and coupling Lube leak AH
on speed increaser leaking
grease
158. 1/24/90 W Type-SU FR D H AG,BD Oil leak from pipe elbow at speed Lube leak AE
increaser
159. 6/3/92 Wgear 4000 MO D C AZ Oil seeping from housing and Lube leak AG
cover of speed increaser
160. 5/30/92 Wgear 4122HS MO B H AD,BD Motor to speed changing gear Lube leak AH
coupling leaking grease
161. 8/13/93 ABB N62 FC A K BD Trip solenoid coil failed Solenoid AH
162. 3/18/93 GE UT 70 FC A H AT,BL SV-12 trip coil failed Solenoid AH
163. 5/4/93 GE NONE FR A H AD,BD,AT Coil open circuit on reset Solenoid AH

solenoid
164. 9/11/91 GE 509E175BA FC C H AD,AW,AX Solenoid coil burnt up Solenoid AH
165. 4/21/92 GE 509E175BA FR B K AW,AM Governor SV with wire nick. Solenoid AG
166. 7/2/90 GE 509E175BA FR A K BB S-1 SV plunger hanging out and Solenoid AG

bent
167. 5/10/89 GE 509E175BA UA A K BE SV coil dirty, preventing plunger Solenoid AG
from operating correctly
168. 6/19/85 GE 509E175BA UA A H BE,BB Trip solenoid found to be sticky Solenoid AG
169. 1/23/85 GE 509E175BA UA B H BB Solenoid test valve found to be Solenoid AH

bad
170. 10/23/84 GE 509E253RR FR A H BD,AR Trip SV coil with burnt spots Solenoid AH
171. 5/20/90 GE 81C-1368 FR B K AV,BE Plunger for SV was stuck Solenoid AG
172. 8/13/92 LoveJoy 200Series FC B H AX,BD,AD Oil control system SV burned out Solenoid AH
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173. 2/18/92 W NONE FC A K AX Coil appeared to have Solenoid AH
overheated
174. 10/9/91 W NONE FC B K AT,BB SV failed to stroke due to binding Solenoid AH
175. 8/21/93 W NONE FC B K AT Trip SV found open Solenoid AH
176. 5/11/92 W NONE FC A J AS Trip solenoid grounded due to Solenoid AH

moisture accumulation
177. 2/8/93 W NONE FC A K AT SV failed to energize due to open Solenoid AH
coil
178. 5/18/93 Zurn DD0411473 FC A K BB Hydraulic jack oil SV stuck in Solenoid AH
open position
179. 11/23/96 ABB N62 FR A X AG,BC Zero limit switch out of LimitSwitch AA
adjustment
180. 3/4/91 GE 509E253RR FC A K BB High-speed stop limit switch LimitSwitch AG
stuck
181. 5/24/93 GE 509E253RR FR A H BD Gear unit low-speed stop limit LimitSwitch AH
switch failure
182. 3/19/96 GE NONE FC A H AU,BK High-speed stop limit switch LimitSwitch AH
stuck
183. 10/3/84 GE 509E175BA UA B H BF Limit switch 17 found sticking LimitSwitch AH
184. 8/28/85 GE 509E175BA UA A H AV,BC Governor limit switch out of LimitSwitch AG

adjustment
185. 7/26/85 GE 509E175BA UA A H AD,BB Limit switch LS16XB found LimitSwitch AH
broken
186. 9/13/86 GE 509E175BA UA B H AW Limit switch failed LimitSwitch AH
187. 7/29/86 GE 509E175BA UA D H AW,BB Limit switch found broken LimitSwitch AH
188. 7/30/87 GE 509E175BA UA A H BC,AD Motor speed changer limit switch LimitSwitch AA
unaligned
189. 5/21/88 GE 5161493G29 UA A H AD,AM Misaligned limit switch LimitSwitch AH
190. 4/18/93 GE 509E55-CY FR B K AW FWPT governor key switch LimitSwitch AG

failure
191. 3/18/91 WWG EG-10P FC A K BC LP steam control valve limit LimitSwitch AA
switch out of specification
192. 7/18/94 W NONE FR C B BC,AN,BK Limit switches out of adjustment LimitSwitch AH
A-12
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193. 6/8/86 W 1150-592 OP A H BC Limit switch out of adjustment LimitSwitch AA
194. 3/29/85 GE 509E175BA UA D H AG,BD Pump oil supply line found Broken Tubing AG
severed
195. 3/20/85 GE PRV-731 FR A J BB Hydraulic line damaged Broken Tubing AG
196. 7/4/91 GE NONE FC C K BD Servo valve failed Valve problems AH
197. 1/21/93 LoveJoy 21X FC A K BC Misadjustment of control valve Valve problems AE

positioner
198. 9/5/92 LoveJoy 21X FC A H AD Deformation of control oil valve Valve problems AH
operator diaphragm
199. 10/30/91 LoveJoy 200Series MO D H AD Speed changer 'A' valve Valve problems AH
diaphragm found blown
200. 10/11/92 LoveJoy 200Series FC D H AD,BD Speedcharger valve worn out Valve problems AH
201. 8/11/85 W PDL-1150-81 OP A A BC,AA Governor modified by installing Valve problems AE

metering valves
202. 7/15/94 W NONE FR A K AX GVP motor found burned up Valve problems AH
203. 1/22/92 Reliance 4HSMG FC A K BC HP stop valve actuator spring Valve problems AA
tension out of adjustment
204. 8/27/80 W 1150-592 UA A H BD Failed LVDT(linear variable LVDT AH
differential transformer)
205. 3/15/85 W 1150-592 UA A H AW Failed LVDT LVDT AH
206. 3/23/85 W 1150-592 UA A H BC LVDT needs adjustment LVDT AA
207. 9/24/92 GE NONE FC A H AY,AX,BD Control switch burned up Comp Failure AH
208. 5/11/86 GE DRV-631 FR A K AX Motor gear unit control relay coil Comp Failure AH
burned out
209. 4/29/88 WWG 2301 UA B A BB,AA Hydraulic overspeed trip shaft Comp Failure AH
bent
210. 5/2/88 WWG 2301 UA B A BB,AA Hydraulic overspeed trip shaft Comp Failure AG
bent
211. 5/19/96 W PDL-1150-81 FC A K AS Shorted feedwater pump speed Comp Failure AH
sensor
A-13
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B
POP OUT SUMMARY
Key O&M Cost Point

Emphasizes information that will result in reduced purchase,
operating, or maintenance costs.
Section Page Key O&M Cost Point
3.4.8 3-36 Tripping mechanisms shut down the turbine steam flow and
bring the turbine to a stop. This includes emergency trips for
personnel safety, equipment trip functions designed to protect
the turbine from exceeding design specifications and causing
equipment damage, and equipment shutdowns based on
abnormal operating parameters.
B-1
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Pop Out Summary
Key Technical Point

Targets information that will lead to improved equipment reliability.
Section Page Key Technical Point
3.4.10 3-40 If a change in overspeed governor trip speed is required, this is

accomplished by rotating the upper bushing, shown in Figure 3-
28. Clockwise rotation increases the trip speed by increasing the
spring load, and counterclockwise rotation decreases the trip
speed by decreasing the spring load. A quarter-turn of the upper
bushing changes the trip speed by approximately 250 rpm on
most units.
3.5.12 3-66 The compression spring holding the weight on its seat is
adjusted at the factory for a designed tripping speed, and this is
accomplished with the use of shims at the top of the spring.
Shims may be removed to decrease the tripping speed. To
increase tripping speed, shims would be added at the top of the
spring. A 5 mil shim change equates to an approximate 80 rpm
speed change in both the increasing and decreasing speed
direction.
3.5.16 3-68 After the tripping mechanism has been actuated due to a turbine
overspeed or bearing oil failure, it must be reset manually or
remotely. This can be accomplished only after the turbine has
decreased to below 75% of its normal speed.
4.3 4-8 Identification of the cause of failure is important for failure

trending, performance evaluations, and monitoring effectiveness
of corrective actions.
5.1.2 5-5 Be sure the solvent is compatible with the seals. Serious
damage to diaphragms, gaskets, and seals can result from
incompatibility, requiring replacement of parts.
5.1.2 5-5 Lighter weight oil should be removed to prevent dilution of the
overall system.
B-2
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Pop Out Summary

Denotes information that requires personnel action or consideration in
order to prevent injury or damage or to ease completion of the task.
Section Page Key Human Performance Point
5.1.2 5-5 Observe manufacturer’s instructions or restrictions regarding the

use of solvents. If no instructions are available, handle with care.
Use the cleaning solvent in a well-ventilated area away from
fires or sparks.
8 8-1 Each person bears the primary responsibility for their own
safety. Each individual must be aware of their surroundings at all
times within the facility and strive to ensure their own safety and
that of their coworkers.
8.1 8-2 Protective clothing is required when working with or de-
energizing electrical equipment.
8.1 8-2 Improper or inadequate grounding may cause inadvertent
operation or incorrect operation of equipment. This increases the
risk of electric shock, especially in damp or wet areas.
8.2 8-2 Special precautions should be taken, including the use of eye
protection and the appropriate protective body clothing.
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Target: SINGLE USER LICENSE AGREEMENT
THIS IS A LEGALLY BINDING AGREEMENT BETWEEN YOU AND THE ELECTRIC POWER RESEARCH INSTI-
Nuclear Power TUTE, INC. (EPRI). PLEASE READ IT CAREFULLY BEFORE REMOVING THE WRAPPING MATERIAL.
BY OPENING THIS SEALED PACKAGE YOU ARE AGREEING TO THE TERMS OF THIS AGREEMENT. IF YOU DO NOT AGREE TO
THE TERMS OF THIS AGREEMENT,PROMPTLY RETURN THE UNOPENED PACKAGE TO EPRI AND THE PURCHASE PRICE WILL
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Feedwater Pump Turbine Controls and Oil System Maintenance Guide PDF

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Feedwater Pump Turbine Controls

and Oil System Maintenance Guide

Please read the License A g re e m e n t

M AT E the W r apping Material.

Final Report, December 2001

EPRI Project Manager

(A) MAKES ANY WARRANTY OR REPRESENTATION WHATSOEVER, EXPRESS OR IMPLIED, (I)

(B) ASSUMES RESPONSIBILITY FOR ANY DAMAGES OR OTHER LIABILITY WHATSOEVER

ORGANIZATION(S) THAT PREPARED THIS DOCUMENT

This report was prepared by

Nuclear Maintenance Applications Center (NMAC)

This report describes research sponsored by EPRI.

• To provide guidance on failure mechanisms and their causes

Carl Capriotti Exelon

Sargent & Lundy, LLC

B. Gogineni, Project Manager

This guide provides comprehensive reliability, performance, and maintenance practices on

2 GLOSSARY OF TERMS...................................................................................................... 2-1

3 TECHNICAL DESCRIPTION AND OPERATION................................................................. 3-1

3.4.4.4 Primary Hydraulic Relay ............................................................................ 3-25

3.5.6.3 Governing System Servomotor.................................................................. 3-55

4 FAILURE MODES AND EFFECTS ANALYSIS ................................................................... 4-1

5 MAINTENANCE RECOMMENDATIONS............................................................................. 5-1

5.3.1 Stop Valve Test Feature: General Electric .......................................................... 5-25

7 TURBINE CONTROL SYSTEMS UPGRADE OPTIONS ..................................................... 7-1

9 REFERENCES .................................................................................................................... 9-1

A NUCLEAR PLANT RELIABILITY DATA SYSTEM AND EQUIPMENT

B POP OUT SUMMARY .........................................................................................................B-1

Figure 3-1 Example of a Control Valve .................................................................................... 3-2

Figure 3-33 Westinghouse Control Diagram.......................................................................... 3-51

Table 5-1 Lubricant High-Temperature Degradation Threshold............................................... 5-4

The organization of this guide is as follows:

Section 2 is a glossary of terms, definitions, and acronyms used in this guide.

Section 5 is a discussion of applicable maintenance practices to improve reliability of the system.

Appendix A is the Nuclear Power Reliability Data System/Equipment Performance Information

1.3 Pop Outs

Key O&M Cost Point

Key Technical Point

Key Human Performance Point

A discussion of governor characteristics involves the use of terms defined below.

Isochronous: Maintenance of constant speed independent of the load being carried.

Viscosity: A measure of the resistance of a fluid to flow.

Thermal stability: Resistance to change in viscosity because of temperature change or lubricant.

3.1 Purpose of Controls

Technical Description and Operation

Technical Description and Operation

Technical Description and Operation

Technical Description and Operation

3.2 Major Elements of Controls: Basic Operation

Technical Description and Operation

A spring-loaded bellows as shown in Figure 3-5 produces a mechanical pressure transducer. As

Technical Description and Operation

Technical Description and Operation

Technical Description and Operation

Technical Description and Operation

3.2.6 Overriding Devices (Gates)

An overriding device is a component of a mechanical or electrical system that makes a choice

Technical Description and Operation

Technical Description and Operation

3.2.7 Function Generator

Technical Description and Operation

3.3 Basic Review of Mechanical Hydraulic Control System Operation

Technical Description and Operation