ES2257 - Rev W - FINAL

SPECIFICATION
ENGINE CONTROL SYSTEM FUNCTIONAL REQUIREMENTS

TITAN 130 19502S, 20502S, 22402S, 23502S TWO-SHAFT ENGINE
(SoLoNOx COMBUSTION SYSTEM)
Data SPECIFICATION NO. ES2257 ISSUED: 05/19/03; PRD14696-1

Control (Date and PRD/CR No.)
Level
1
REVISION HISTORY:
Letter, Date and ECR/ECN No.
Release C; 04/04/07; CR16423 L; 07/15/13; ECN68033
Stamp D; 05/04/07; CR16142 M; 04/15/14; CR51373
E; 04/29/09; CR19132 N; 01/15/16; ECN93914
F; 08/20/09; CR21671 P; 01/31/17; ECN101964
G; 02/03/10; CR24737 R; 08/25/17; ECR72790
H; 03/19/10; CR26204 T; 07/16/18; ECR74986
J; 07/26/10; CR26017 U; 10/09/18; ECR77944
K; 12/17/10; CR28693 V; 11/09/18; ECR54191
Rev. Ltr. ECR / ECN Signature & Title Date

Prepared By: Dan Johnson
Product Manager
Approved By: Mark Knodle
W 80118 / 113897 04/09/19
Manager, Product Management
Approved By: Saliha LaCoursiere
Manager, Package Control, Systems Eng.
ATTENTION
This copyrighted work and the information herein is proprietary to Caterpillar Inc., Solar
Turbines Incorporated, and/or subsidiaries of either. Without express, written proprietor
permission, any copying, disclosure, or use except that for which it is loaned, is prohibited.
Caterpillar: Confidential Yellow

TABLE OF CONTENTS
Section Page
1.0 SCOPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 PRODUCT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1.2 SoLoNOx Combustion General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.0 APPLICABLE DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 DRAWINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.3 ANALYSIS PROGRAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.4 CERTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.0 GENERAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.0 LUBE OIL CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

4.2 PRE/POST LUBE CYCLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.2.1 Pre Lube/Start Permissive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.2.2 Post Lube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.3 PRESSURE REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.4 TEMPERATURE REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.4.1 Oil Temperature Versus Oil Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4.4.2 Bearing Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.4.3 Gas Turbine Heat Load To Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.4.4 Scavenged Bearing Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.5 LUBE OIL FLOW REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.6 SEAL AIR FLOW THROUGH BEARING DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.7 INTERFACE POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.0 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.2 T1 MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.4 T5 MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.4.1 T5 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.4.2 T5 Control Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.4.2.1 TRIT Bias . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.4.2.2 Acceleration Bias for CSMD Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.4.2.4 T5 Control Limit Below 85% NGP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
5.4.2.5 T5 Control Limit Above 85% NGP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
5.6 INTERFACE POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
5.6.1 T1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
5.6.3 T5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
6.0 SPEED CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

I
TABLE OF CONTENTS - (Continued)
Section Page
6.1 GENERAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

6.2 MECHANICAL SPEEDS AND EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
6.2.1 Overspeed Prevention and Overspeed Set Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
6.3.1 Primary Speed Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
6.3.1.2 Speed Sensing Location on the Gas Producer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
6.3.1.3 Speed Sensing Location on the Power Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
6.3.2 Independent Speed Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
7.0 FUEL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

7.2 SCHEDULES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
7.2.1 Maximum Fuel Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
7.2.2 Minimum Fuel Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
7.3 FLAMEOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
7.5.1 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
8.0 BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

8.2 SCHEDULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
8.2.1 Surge and Flameout Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
8.2.4 SoLoNOx Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
8.3.1 Electric System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
10.0 VARIABLE GUIDE VANE (VGV) CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

10.1 GENERAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
10.2 SYSTEM DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
10.2.1 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
10.3 SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
10.3.1 Pre-Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
10.3.2 Guide Vane Schedule (Overall) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
10.3.2.1 Surge Avoidance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
10.3.2.2 Engine Nameplate Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
10.3.2.3 This Section is Not Applicable for This Engine Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
10.3.3 Closed Loop Guide Vane Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
10.3.5 SoLoNOx Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
10.4 INTERFACE POINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
13.0 VIBRATION MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

13.1 GENERAL REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
13.2 INTERNAL SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
13.2.1 Proximity Probes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

II
TABLE OF CONTENTS - (Continued)
Section Page
13.2.2 Extension Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

13.2.3 Signal Conditioners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
13.3 EXTERNAL SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
13.3.1 Velocity Transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
13.4 VIBRATION LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
13.4.1 Vibration Startup Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
13.4.2 Monitoring Frequency Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
13.5 INTERFACE POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
14.0 START/LOADING SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

14.2 START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
14.2.1 Breakaway Torque Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
14.2.2 Crank and Slow Roll Torque Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
14.2.3 Acceleration Torque Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
14.3 START CHECKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
14.3.1 Pre Lube Start Permissive Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
14.3.2 Guide Vane Cycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
14.3.3 Purge Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
14.3.4 Pre-Ignition Permissive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
14.3.5 Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
14.3.6 Light-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
14.3.7 Acceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
14.3.8 Application of Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
14.3.9 Starter Re-Engagement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
15.0 SHUTDOWN SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

15.1.1 Cool-Down Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
15.1.2 Fast-Stop Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
15.2 SLOW ROLL AFTER SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
16.0 SoLoNOx EMISSIONS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

APPENDIX A (Two-Shaft Engines)- CALCULATION OF POWER TURBINE OVERSPEED SET POINTS. . . . . . . . . .30

III
LIST OF TABLES
Table Page
4A Minimum Post Lube Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4B Operating Oil Pressure Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4C Oil Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4D Bearing Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4E Bearing Oil Flow Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5B T5 Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
6A Speeds Associated with Mechanical Speed Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
13A Radial Vibration Limit Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
13B Axial Vibration Limit Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
14A Nominal Purge Air Flows in SCFM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
15A Slow Roll Set Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
LIST OF FIGURES
Figure Page
4A. Bearing Oil Pressure Requirements While Rotating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

5A. T5 Startup Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
7A. Fuel Flow Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
8A. BV Surge Schedule for 19502S & 20502S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
8B. BV Surge Schedule for 22402S & 23502S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
10A. Surge Avoidance, Engine Nameplate and Overall VGV Schedules for 19502S & 20502S . . . . . . . . . . . .20
10B. Surge Avoidance, Engine Nameplate and Overall VGV Schedules for 22402S . . . . . . . . . . . . . . . . . . . . . . . . .20
10C. Surge Avoidance, Engine Nameplate and Overall VGV Schedules for 23502S. . . . . . . . . . . . . . . . . . . . . . . . .21
13A. Proximity Probe Gap vs. Output Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
14A. Minimum Acceleration Torque Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

IV
Specification NO. ES2257 Rev. W
1.0 SCOPE
This specification establishes the control system functional requirements and defines parameters for
the safe operation of the Titan 130 19502S, 20502S, 22402S, 23502S, two shaft engines. Covered
within this specification are control and monitoring of the following:
• Air
• Fuel
• Lube oil
• Temperature
• Speed
• Vibration
Not included in this specification are design requirements for specific control systems. Controls designers
are given sufficient latitude to choose systems that meet the functional requirements of this specification.
All limits in the main body of the text will apply to all the model numbers covered by this specification.
However, limits that are different between engine models will be annotated by engine model numbers.
Unless otherwise specified, all alarm settings are the packager's responsibility dependant upon their
control system response time. When specified, alarm settings are intended to warn of unusual conditions
and require implementation.
Alarms and shutdowns contained in this specification must be implemented at levels given or at levels
more protective of the engine.
Any less protective exceptions to the limits in this specification are allowed only via Engineering
Instruction (El) or Change Request (CR).
1.1 PRODUCT DESCRIPTION

The Titan 130 19502S, 20502S, 22402S, 23502S is a simple cycle gas turbine engine. This specification
applies to Compressor Set and Mechanical Drive (CS/MD) applications.
The functional requirements in this specification are not applicable for other ratings of this engine.
1.1.1 This Section is Not Applicable for This Engine Model
1.1.2 SoLoNOx Combustion General Description

SoLoNOx is a lean premix combustion system designed to achieve low NOx and CO emissions without
water or steam injection. The engine is designed for continuous operation from idle to full load. Low
emissions operation occurs between 50% and 100% rated load (engine compressor air inlet temperature
and site elevation corrected) on gas fuel. The low emissions control maintains the combustor primary
zone temperature to control CO and NOx emissions and to prevent engine flame out.
2.0 APPLICABLE DOCUMENTS
The following documents are used as references in this specification. Some specific terminology used in
this specification is defined in these documents.

1
2.1 SPECIFICATIONS
• ES 2258 Acceptance Test Requirements, Titan 130 19502S, 20502S, 22402S, 23502S two
shaft Engine
• ES 2021 Solar® Turbine Package Heat Loads and Oil Flows
• ES 9-98 Fuel, Air and Water for Solar® Gas Turbine Engines
• ES 9-224 Lubricating Oil for Solar® Gas Turbine Engines
• ES 9-62 Ingestive Cleaning Solar® Turbine Engines
• ES 2200 Nameplate Data for Gas Turbine Engines
• ES 2232 Measurement of Combustor Dynamic Pressure Oscillations
• ES 2643 SoLoNOx Functional Test and Controls Requirements
2.2 DRAWINGS
• 204002, 375222 Mechanical Installation Drawing For Titan 130 19502S, 20502S, 22402S,
23502S
2.3 ANALYSIS PROGRAM

• FASTE - Faster Performance Analysis Solar Turbine Engines
2.4 CERTIFICATION
The standard electrical devices included on Solar® Turbines Engines are certified with:
• CENELEC
• ATEX
• NEC
• CSA
2.5 This Section is Not Applicable for This Engine Model
3.0 GENERAL REQUIREMENTS
The control system design must be based on the requirement that no single-point instrument or control
failure can lead to major equipment damage or injury to personnel.
It is the intent of this specification to provide standardization of the control functional requirements
across all applications, with emphasis on the standardization of control and protection set points.
4.0 LUBE OIL CONTROL

The gas turbine lube oil control system must provide lubricating oil per Solar® ES 9-224 to the five
journal bearings, and two thrust bearings, at the conditions specified below. The requirements for lube
oil supply temperature, pressure, and flow must be met at each oil inlet port as specified below. Failure
to provide lube oil within specified limits during gas turbine operation must result in engine shutdown
as indicated in the following sections.
Pressure losses must be accounted for between the measurement locations and inlet ports.

2
4.2 PRE/POST LUBE CYCLES
4.2.1 Pre Lube/Start Permissive

Rotation of the gas turbine is permitted when the indicated lube oil pressure and temperature conditions
are within the limits specified in Table 4B, Figure 4A, and Table 4C at the bearing interface points.
4.2.2 Post Lube

The purpose of post lube is to circulate oil through the gas turbine bearings to remove residual heat. A
complete post lube cycle should be initiated anytime the gas turbine is shutdown after light-off has been
achieved. Number 2, 3, and 4 bearings are to receive post lubrication.
The gas turbine may be restarted at any time during the post lube cycle.
The post lube cycle must meet the following criteria:
A. Lube oil pressure: Per Table 4B and Figure 4A.
B. Cycle time:
Model Preferred Optional
19502S, 1 hour continuous flow followed
20502S, Continuous 4 by a 3 hour intermittent cycle
22402S, hours of 2.5 minutes on and 9.5
23502S minutes post lube off
If the post lube supply is interrupted for a period longer than 10 consecutive minutes during the first hour
after a shutdown, bearing failure may result. Should this occur, the engine must not be allowed to restart:
• For 12 hours, or
• Until lube is re-established and then successfully completed the minimum permissive restart
post lube cycle per Table 4A.
Table 4A. Minimum Post Lube Cycle
Lube Loss Time Period Required Minimum Post Lube

(minutes) Before Restart Permissive
Lube Loss Time ≤10 0 minutes
10 < Lube Loss Time ≤15 30 minutes
15 < Lube Loss Time ≤ 20 45 minutes
Lube Loss Time > 20 Full Post Lube Cycle
This table is applicable only for lube loss during the
first hour after a shutdown.
Any loss of oil pressure to below 8 psig during an unfired rundown must be considered an engine
failure and be cause for inspection of the bearings.
4.3 PRESSURE REQUIREMENTS

The following lube oil definitions apply to the terms used in Table 4B
• Pre lube start permissive - lube oil pressure range used to validate the primary lube system
• Rotating - lube oil pressure limits for rotating engine
• Post Lube - the allowable lube oil pressure range during a post lube cycle with the primary
lube system

3
Table 4B. Operating Oil Pressure Requirements
Pressure
Pressure Minimum Maximum
Event (psig) (psig) Action
Pressure must be maintained within the
Pre-lube start
permissive
8 18 range for 15 continuous seconds prior to
engine rotation
Minimum Pressure Limit - Shutdown
See Figure 4A for pressure
Rotating
required during rotation Maximum Pressure Limit1 - Maintain oil
pressure within specified range
Post Lube 8 18 Maintain the pressure range 1
1. Lube oil pressure above the upper limit may cause flooding of the bearing housings and lead to excessive
bearing temperatures or oil may migrate into and contaminate components in the air path ultimately resulting
in deterioration of engine performance.
Figure 4A. Bearing Oil Pressure Requirements While Rotating
4.4 TEMPERATURE REQUIREMENTS
4.4.1 Oil Temperature Versus Oil Grades

The following oil temperature requirements apply for the oil types specified in Table 4C.

4
Table 4C. Oil Temperature Limits
Minimum (°F) Optimal (°F) Maximum (°F)

Above Starter Below Starter
Action
Drop Out Drop Out
C32 C46
C32 Oil C46 Oil Oil Oil C32 Oil C46 Oil C32 Oil C46 Oil
Cool-Down Shutdown
If Min. Limit > Oil
Temp.
52 62 120 130 150 165 160 175
or,
Max. Limit < Oil
Temp.
4.4.2 Bearing Temperature

The bearing temperature requirements are specified in Table 4D.
Table 4D. Bearing Temperature Limits
Max GP (°F) Max PT (°F) Action
Thrust Bearing Absolute 250 250 Fast shutdown (>Max T)

Temperatures Delta (Metal - Oil inlet) 100 100 Fast shutdown (>Max T)
Radial Bearing Drain Temperature Delta
(Number 2/3 Bearing Drain Oil - Oil Inlet)
125 N/A Fast shutdown (>Max T)
Radial Bearing Drain Temperature Delta

(Number 4/5 Bearing Drain Oil - Oil Inlet)
N/A 50 Fast shutdown (>Max T)
4.4.3 Gas Turbine Heat Load To Oil

When operating at rated power, the heat input to the lubricating oil will be approximately:
• 990,000 (19502S & 20502S) Btu/hr
• 1,050,000 (22402S & 23502S) Btu/hr
4.4.4 Scavenged Bearing Drain

When this feature is selected for offshore operation, with the engine operating, the scavenge pump
activates when the engine "air inlet up" exceeds 6 degrees for more than 30 seconds.
4.5 LUBE OIL FLOW REQUIREMENTS

Optimal oil flows are provided for system design with C32 oil at the following conditions at the bearing oil
inlet:
• 35 psig
• 120 °F
Maximum oil flows are provided for system design with C32 oil at the following conditions at the
bearing oil inlet:
• 45 psig
• 150 °F

5
Table 4E. Bearing Oil Flow Requirements
Optimal Oil Flow (Gallon / min) Maximum Oil Flow (Gallon / min)
Thrust, #1Bearing, AGB 82 100
#2/#3 Bearing Oil Supply 19 25
PT Thrust Bearing, #4 & 5 Bearings 72 78
4.6 SEAL AIR FLOW THROUGH BEARING DRAINS

The engine acceptance specification defines the limits for oil tank vent pressure vs. compressor
discharge pressure (PCD) during normal engine operation.
The flow of seal air will contain a varying amount of entrained oil depending on the level of PCD,
condition of the seals, temperature of the oil, grade and type of oil, etc. For purposes of demister
design or selection, assume the following:
• Vent airflow of 500 SCFM
• Oil droplet load of 80 mg/SCFM
• Maximum oil sump back pressure must not exceed 10 inches of H2O. A shutdown must be
initiated if the limit is exceeded.
4.7 INTERFACE POINTS

Interface points are defined on the Solar® mechanical installation drawing in Section 2.2. Lube oil
filtration, pressure, and temperature requirements must be satisfied at each bearing inlet port.
Monitoring of the #2 and #3 bearing common drain temperatures must be provided. An appropriate
temperature sensor must be provided at a location no greater than 24 inches from the interface point
described on the installation drawing.
The thrust bearing temperature monitoring system must interface with Solar® supplied 100 ohm
platinum RTD's (.00214 ohm/ohm F calibration).
5.0 TEMPERATURE

The temperature control system must monitor and control the gas turbine to the limits specified
throughout Section 5.
5.2 T1 MONITORING
The temperature of the air entering the gas turbine is used in the calculation of a host of scheduling
parameters. If the T1 measurement is determined to be inaccurate or failed then the engine must be
configured in a mode for stable operation and safe shutdown. Possible actions might include increasing
the pilot to the maximum flow and/or opening the bleed valve.
5.4 T5 MONITORING
The accuracy of the T5 temperature acquisition system from the interface point to the controller must be
within ±3°F. Engine life and performance are directly related to the temperature of the gas in the flow

6
path. Therefore, it is critical to limit the Turbine Rotor Inlet Temperature (TRIT). However, temperature
at this location is very difficult to monitor, so the lower temperature at the third stage turbine nozzle,
T5, is used for control.
5.4.1 T5 Definitions
Throughout this specification, the following terminology will be used when referring to T5 and Table 5B.
• T5 AVG - T5 AVG is the average of all active thermocouples.
• T5 Base - T5 Base is the T5 AVG at which rated TRIT is achieved for each engine. T5 Base
varies within identical engine models operating at the same TRIT due to engine-to-engine
dimensional differences in manufacturing and assembly. T5 Base is determined during factory
testing of each engine and is stamped on the engine nameplate for gas and/or liquid fuel.
• T5 Control Limit - The maximum continuous allowable T5 AVG.
• Light-off Temperature - T5 AVG at which light-off is considered to have occurred.
• Light-Around During Ignition - The minimum number of thermocouples that must indicate
greater than the light-off temperature from 30 seconds after light-off until the Minimum
Allowable Speed (see Section 6.0) is attained. If this condition is not met then light around is
considered to have failed.
• T5 Delay Limit - The T5 AVG above which engine operation is permitted for a limited period of
time.
• T5 Instantaneous Limit - The T5 AVG above which engine operation is not permitted at any
condition.
• Individual T5 Delay Limit - The temperature limit of any individual T5 thermocouple that is
permitted for a limited period of time.
• Individual T5 Limit - The temperature limit of any individual T5 thermocouple.
• Individual T5 Instantaneous Limit - The temperature limit of individual T5 thermocouple above
which engine operation is not permitted at any condition.

7
Table 5B. T5 Control Functions
Engine
Delay
Operating T5 Events To Value (°F) Action
(Sec)
Condition
Light-off N/A Flame verification
Purge Crank Light-Around During Ignition (10 >400 Fast-stop shutdown (if
30
of 12 thermocouples) condition not met)
Gas: See Figure 5A Control fuel to prevent
T5 Control Limit N/A continuous operation
Liquid: N/A above this limit
NGP < 85%
NGP T5 Instantaneous Limit See Figure 5A 0 Fast-stop shutdown
Individual T5 Delay Limit One TC > 1500 30 Fast-stop shutdown
Individual T5 Instantaneous Limit One TC > 1700 0 Fast-stop shutdown
Control fuel to prevent
T5 Base + TRIT Bias
T5 Control Limit N/A continuous operation
+ Accel Bias
above this limit 1
T5 Delay Limit T5 Control Limit + 10 20 Cool-Down Shutdown
NGP > 85% T5 Instantaneous Limit T5 Control Limit +50 0 Fast-Stop Shutdown
NGP One TC < (T5 avg
0 Remove From Average
- 200)
Individual T5 Limit
3 or more TC's < (T5
20 Cool-Down Shutdown
avg - 200)
Individual T5 Instantaneous Limit T5 Control Limit+300 0 Fast-Stop Shutdown
1. To improve transient performance the fuel control may modulate fuel to allow temperatures between
T5 Control Limit and T5 Instantaneous Limit for no more than 20 seconds. The instantaneous and delay
shutdowns must not be suspended when the transient fuel control is active.
5.4.2 T5 Control Limit
5.4.2.1 TRIT Bias

TRIT bias modifies the T5 Control Limit as a function of engine compressor air inlet temperature to
maintain a desired TRIT resulting in the engine producing design rated power throughout the engine
compressor air inlet temperature range. T1 below is defined as the engine compressor air inlet
temperature (°F).
For the T130–19502S rating, the TRIT Bias for T1 > 59°F is defined by the following equation:
TRIT Bias = 1-4.74637E-05 * (T1–59)3+ 6.33078E-03 * (T1–59)2+ 3.50567E-01 * (T1–59)
For the T130–20502S rating, the TRIT Bias for T1 > 59°F is defined by the following equation:
TRIT Bias =1.0664E-05 * (T1-59)3 + 2.15932E-03 * (T1-59)2 + 0.1746254 * (T1-59)
TRIT Bias = 0 for T1<59°F

8
For the T130–22402S & 23502S rating, the TRIT Bias is defined by the following equation:
TRIT Bias = 1.9993E-05 * (T1–59)3+ 1.6579E-03 * (T1–59)2+ 0.12588 * (T1–59)
5.4.2.2 Acceleration Bias for CSMD Application

While operating in SoLoNOx mode, the T5 SoLoNOx control temperature (defined in ES2643 –
SoLoNOx Functional Test and Controls Requirements) may be very close to the T5 Control Limit. To
facilitate engine acceleration during on load transients, an acceleration bias modifies the T5 Control
Limit. The acceleration bias must not be used when the bleed valve is fully closed. The bias is a
function of NGP and is defined below.
Gas
Where:
Acceleration Max Offset: 20 °F
SoLoNOxEmissions Temperature Speed Point: as defined in ES2643 – SoLoNOx Function
Test and Controls Requirements
The Acceleration Bias should be applied only between the following NGP speed range:
Lower Speed Limit = SoLoNOx Emissions Temperature Speed Point - 1.5%

Upper Speed Limit = SoLoNOx Emissions Temperature Speed Point + 6%
Where:
SoLoNOx Emissions Temperature Speed Point is defined in ES2643 – SoLoNOx Function
Test and Controls Requirements
5.4.2.3 This Section is Not Applicable for This Engine Model
5.4.2.4 T5 Control Limit Below 85% NGP

To reduce thermal shock, different T5 Control Limit values are used. The T5 Control Limit is per Table 5B.

9
Figure 5A. T5 Startup Schedule
5.4.2.5 T5 Control Limit Above 85% NGP

Above 85% NGP, the T5 Control Limit includes a TRIT bias and an acceleration bias. The following
equation is used to calculate the T5 Control Limit.
T5 _Control_Limit = T5_Base + TRIT_Bias+ Accel_Bias

The interface points are defined on the Solar® mechanical installation drawing listed in Section 2.2.
5.6.1 T1
The interface point for the T1 temperature measurement are the leads of the T1 100-Ohm platinum
RTD probe in the engine inlet duct.
5.6.3 T5
The interface points for the T5 temperature measurement are the leads of the individual thermocouples
(Type N, NiCroSol/NiSil) provided with the gas turbine.
6.0 SPEED CONTROL

The speed control system must monitor the rotor speeds of the gas producer and power turbine with
a minimum accuracy of 0.25%, acknowledge all speed events defined in Section 6.3 and take action

10
per Table 6A. Normal operation will include events based on Corrected Speed and Mechanical Speed
as defined below:
• Mechanical Speed (Nmechanical) - The physical rotor shaft speed.
• Corrected Speed (Ncorrected) - Mechanical speed compensated for the effects of gas turbine
air inlet temperature.
Speed is corrected for differences between the air inlet temperature (T1) and the design temperature
using the following relationships:
T1 = Compressor Inlet Temperature °F (Measured)

TDESIGN= 59°F
6.2 MECHANICAL SPEEDS AND EVENTS

The following speed definitions apply to the terms used in Table 6A.
• 100% Speed - Mechanical speed in RPM to where all percent speeds are referenced.
• Maximum Continuous Speed - The maximum speed the rotor is allowed to continuously operate
and still meet component life goals.
• Maximum Continuous Corrected Gas Producer Rotor Speed - The maximum corrected speed
the rotor is allowed to continuously operate and still maintain engine compressor aerodynamic
stability.
• Purge Crank - The allowable gas producer rotor crank speeds in which a purge cycle can
be conducted. Continuous cranking speeds outside of this range are prohibited to protect
the compressor blades from critical resonance. The rotor must achieve the minimum purge
crank speed within a specified time as stated in Table 6A. The purge time must be calculated
based on the package exhaust configuration to meet the requirements of Section 14.3.3. The
minimum purge time as stated in Table 6A is required to correct any rotor bowing that might
occur during extended downtime.
• Minimum Dwell Speed - Speed below which the gas producer must be accelerating at or above
the minimum gas producer speed rate of change.
• Starter Drop Out - Minimum gas producer rotor speed at which the engine is self-sustaining and
the starter may drop out. Do not disengage the starter below this speed.
• Power Turbine Breakaway - The gas producer rotor speed at which the power turbine rotation
is verified.
• Minimum Allowable Speed - The lowest continuous speed at which fired operation is permitted.
• Primary Over-speed - Speed at which the primary speed control is activated to avoid reaching
maximum momentary speed. See Section 6.2.1.
• Independent Over-speed - Speed at which the independent speed control is activated to avoid
reaching maximum momentary speed. See Section 6.2.1.
• Maximum Momentary Speed - Speed above which permanent degradation of critical parts may
occur. Exceeding the maximum momentary speed is considered a potential rotor-damaging
event that requires engine inspection.

11
• The fuel control system must be designed so that the total time between an over-speed
signal being present at the interface point and the fuel valve being closed must prevent the
rotor from exceeding the maximum momentary speed.
• Maximum over-speed rpm, time, and date must be recorded and stored in the control system
if the maximum momentary speed is exceeded.
• The control system must prevent the turbine from being restarted after maximum momentary
speed has been exceeded. Restart cannot be enabled until after an engine inspection has
been performed and the system has been unlocked or reset by a restricted access means
such as with a programming terminal.
• Gas Producer Speed Rate of Change - The change in speed required to protect the rotor during
acceleration. A minimum gas producer speed rate of change is specified to prevent the rotor
from dwelling at a critical speed.
Table 6A. Speeds Associated with Mechanical Speed Events
Gas Producer Power Turbine

% % Timers
Speed Event Speed RPM Speed RPM (sec) Action
100% Speed 100 11220 100 8856 N/A N/A
Maximum Continuous Maintain
Speed
100 11220 100 8856 N/A
Speed
A2: Fast-stop
80 Shutdown
B: 4 min-
utes Min- Do Not Light
imum & Off Until
Purge Crank 15-22 1683-2468 N/A N/A must meet Purge Time
pkg purge is Complete
require-
ments
Fast-stop
C: 10
Shutdown3
Minimum Dwell Speed 48 5375 N/A N/A N/A N/A
GP Speed Rate of Fast-stop
Minimum6 0.15 10
Change (%/sec) Shutdown
Starter Drop Out
(19502S & 20502S)
65 7293 N/A N/A N/A N/A
Starter Drop Out

68 7630 N/A N/A N/A N/A
(22402S & 23502S)
Power Turbine Fast-stop
Breakaway4
75 8415 >0 >0 N/A
Shutdown
Minimum Allowable Fast-stop
speed
65 7293 41 3630 N/A
Shutdown 5
Maximum Continuous
Maintain
Corrected Gas 111 N/A N/A N/A
Speed
Producer Rotor Speed

12
Table 6A. Speeds Associated with Mechanical Speed Events - Continued
Gas Producer Power Turbine

% % Timers
Speed Event Speed RPM Speed RPM (sec) Action
Primary Over- Fast-stop
speed8,10
102.5 11501 107.4 9510 N/A
Shutdown
Independent Fast-stop
Overspeed 9,10
N/A N/A 108 9564 N/A
Shutdown
Engine
Maximum Momentary
Speed
105 11781 113.5 10054 N/A Inspection
Required
1. Not Used
2. Engine must accelerate from 0% NGP to Minimum Purge Crank speed within this time
3. Continuous cranking speeds outside the range are not allowed due to compressor blade critical resonance
4. The power turbine must be rotating before NGP reaches Power Turbine Breakaway speed
5. Shutdown enabled once engine has reached the Minimum Allowable speed
6. In effect during start up from ignition to Minimum Dwell speed
7. Not Used
8. Typical set-point for reference only. This set point is acceptable for applications meeting the following criteria:
- Maximum 0.3 sec delay from overspeed event to fuel valve closed.
- Maximum potential sudden loss of load is 7260 HP (22402S & 23502S) / 6616 HP (19502S &
20502S)
- 64.4 lb-ft2 minimum driven equipment inertia referenced to power turbine speed
9. Typical set-point for reference only. This set-point is acceptable for applications meeting the following criteria:
- Maximum 0.27 second delay from overspeed event to fuel valve closed.
- Maximum potential sudden load imbalance is 7260 HP (22402S & 23502S) / 6616 HP
(19502S & 20502S).
- 64.4 lb-ft2 minimum driven equipment inertia referenced to power turbine speed
10. Acceptable setpoint for an application must be determined by the procedure in Appendix A
6.2.1 Overspeed Prevention and Overspeed Set Points

Overspeed prevention controls are required to keep the turbine from exceeding the maximum
momentary speed. Due to the safety criticality of rotor overspeed, two separate overspeed protection
controls are required. Solar® refers to these two systems as:
• Primary overspeed control - The primary control may use the same processor that is used for
most of the turbine control such as fuel regulation and start sequencing.
• Independent overspeed control - The independent control must be completely separate from
the primary control.
• The primary and the independent overspeed controls each have their own overspeed set points.

13
When the turbine exceeds an overspeed set point, delays in the instrumentation, electronic controls and
fuel actuators allow the turbine to continue accelerating until the fuel flow is stopped. The overspeed set
point must be low enough such that the acceleration during these delays cannot result in the turbine
reaching the maximum momentary speed.
The overspeed set point should also be high enough so that the turbine will not trip on overspeed when
there is any normal, sudden loss of load. However, preventing the turbine from exceeding maximum
momentary speed is the dominant requirement.
Table 6A lists overspeed set points based on standard Solar® package design parameters considering:
• controls system maximum response time
• maximum sudden loss of load
• minimum rotor inertia
Solar’s set points can be used once the packager determines that their installations do not exceed the
limits of maximum response time, maximum potential sudden loss of load, and minimum rotor inertia that
are listed in the footnotes for the table. If the package does not comply with all of these three limitations,
the packager must determine an overspeed set point appropriate for their package.
Appendix A documents how to calculate appropriate overspeed set points for a package based on the
maximum controls response time, the maximum potential sudden loss of load and the actual rotor inertia.

The interface points for speed control are the magnetic speed pickups identified on the Solar® engine
mechanical installation drawing.
6.3.1 Primary Speed Sensing
6.3.1.2 Speed Sensing Location on the Gas Producer

The speed sensor is a variable reluctance type with minimum load of 10k Ohms with 1V peak-to-peak
minimum output voltage and 100V peak-to-peak maximum output voltage.
Quantity of Quantity of # of Targets Target Speed Speed Probe Engine GP
Main Probes Spare Probes Per Rev (RPM) Frequency (Hz) Speed (%)
Gas Producer 1 1 50 11220 9350 100
6.3.1.3 Speed Sensing Location on the Power Turbine

Speed Probe
Quantity of Quantity of # of Targets Target Speed Engine PT
Frequency
Main Probes Spare Probes Per Rev (RPM) Speed (%)
(Hz)
Power Turbine 1 0 80 8856 11808 100

14
6.3.2 Independent Speed Sensing

Speed pickup(s) are provided on the power turbine.
Speed Probe
Quantity of Quantity of Engine PT
# of Targets Target Speed Frequency
Main Probes Spare Probes Speed (%)
Per Rev (RPM) (Hz)
Power Turbine 1 0 80 8856 11808 100
7.0 FUEL CONTROL

Fuel and air delivered to the engine must meet the requirements of ES 9-98. The fuel control must
schedule and deliver fuel at all operating speeds and load levels within the rating of the engine to
support stable operation within the applicable temperature, speed, acceleration and power control limits.
The fuel control must prevent explosive mixtures of fuel and air from occurring in the exhaust system.
7.2 SCHEDULES
Figure 7A defines the maximum and minimum fuel schedules for acceleration and deceleration. The fuel
schedule is shown as a function of fuel flow (based on LHV) vs. PCD. The maximum fuel and minimum
fuel schedules are discussed individually in the following subsections.
7.2.1 Maximum Fuel Schedule

This schedule defines the maximum allowable fuel flow to the gas turbine over the entire operating
envelope. The control system must continuously control fuel flow at or below the maximum schedule.
The purpose of the maximum schedule is to avoid explosive fuel / air mixtures in the exhaust in the
event of an undetected flame out.
7.2.2 Minimum Fuel Schedule

This schedule defines the minimum fuel flow that will reliably sustain combustion. Fuel flow below
the minimum schedule may result in combustion instability or flameout. The control system must
continuously control fuel flow at or above the minimum schedule after light-off.

15
Figure 7A. Fuel Flow Schedule
7.3 FLAMEOUT
When a flameout within the engine occurs and a significant level of unburned fuel is allowed to enter
the combustor, turbine, and exhaust system, there is a potential for uncontrolled re-ignition. Protection
against uncontrolled ignition must be provided to prevent explosive mixtures of fuel and air from
developing.
The protection must include limiting the fuel flow to no more than the maximum fuel flow schedule
defined in Figure 7A, detecting flameout and then rapidly shutting off fuel flow.
The packager is responsible to provide a reliable flameout detection system that will shut off fuel before
dangerous mixtures of fuel and air can develop.
Flameout may be assumed when any of the following is detected:
1) T5 AVG drops below 400°F after ignition has been achieved.
2) A fast drop in PCD pressure followed by fuel flow increasing near the maximum schedule.
7.5.1 Fuel
The interface points for fuel system are defined on the Solar® mechanical installation drawing listed in
Section 2.2.

16
8.0 BLEED VALVE

The bleed valve control system has the following functions:
• to keep the gas turbine out of compressor surge or stall
• to control emissions in the low emissions mode (see ES2643 – SoLoNOx Functional Test
and Controls Requirements)
8.2 SCHEDULE
8.2.1 Surge and Flameout Avoidance

The bleed valve is open during startup and low speed operation to prevent compressor surge or stall.
The bleed valve will close and open to satisfy the anti-surge schedule per Figure 8A.
The bleed valve fully open position is function of ambient temperature. Figure 8A shows the base lines
at -40°F, 0°F, 59°F and 120°F. For ambient temperatures between these lines, the full open position
should be linearly interpolated.
Figure 8A. BV Surge Schedule for 19502S & 20502S

17
Figure 8B. BV Surge Schedule for 22402S & 23502S
8.2.4 SoLoNOx Operation

See ES2643 – SoLoNOx Functional Test and Controls Requirements.

The interface points are identified on the Solar® engine mechanical installation drawing.
8.3.1 Electric System

The system uses a 6 inch valve controlled by an electrical actuator with position feedback. The drive
signal to the actuator is 4-20 mA (4 mA equals closed equals 0 degrees).
10.0 VARIABLE GUIDE VANE (VGV) CONTROL

The guide vane control system has the following functions:
• To keep the gas turbine out of compressor surge or stall
• To maintain maximum engine performance over the entire operating speed range of the gas
producer

18
10.2 SYSTEM DESCRIPTION
10.2.1 Electrical System

This inlet guide vane system uses an electric motor driven linear actuator with position feedback. The
control signal rate of change must not exceed 8 mA/sec, based on 4 - 20 mA range, at any time. The
guide vane operation range is constrained by the following:
• The mechanical closed stop set to -45° (4mA) for 19502S & 20502S and -55° (4mA) for
22402S & 23502S.
• The full load open position stamped on the engine nameplate.
• The maximum open mechanical stop set to +10° for 19502S & 20502S and +8° for 22402S
& 23502S.
The actuator must not operate continuously against the maximum open mechanical stop as this may
cause overheating, and eventual actuator failure.
Upon loss of the electrical control signal the VGV's move to the closed position (mechanical closed stop).
10.3 SCHEDULE
10.3.1 Pre-Start Check

Immediately after starting the purge crank cycle, perform a guide vane cycle test by moving the guide
vanes from the fully closed to the maximum open position shown on the engine name plate and back
to the fully closed position. The control signal must be controlled at a rate of 1.5 mA/second. During
the guide vane pre-start check only, the force feedback signal must be compared to the maximum
force limit. A shutdown should be initiated when the force feedback exceeds 500 lbf for more than 0.5
seconds when the actuator command is between 10% and 80% of the command corresponding to the
fully closed position and the nameplate VGV setting. If the force exceeds the shutdown limit, the VGVs
calibration sequence (homing) may not have been properly performed, therefore the engine should not
be allowed to operate.
10.3.2 Guide Vane Schedule (Overall)

The overall guide vane schedule defines the maximum allowed guide vane position as a function of
corrected gas producer speed. The overall schedule is determined by taking the less open value from
the guide vane surge avoidance schedule and the engine nameplate schedule.
The parts of the guide vane surge avoidance schedule and the engine nameplate schedule that make
up the overall guide vane schedule are outlined by the double dashed line in Figure 10A. The overall
schedule allows for the guide vanes to open above 100% Corrected Gas Producer Speed to a maximum
of the Open-Loop schedule.
10.3.2.1 Surge Avoidance Schedule

The surge avoidance schedule is the maximum guide vane position that ensures the compressor
will not surge. The schedule, shown by the solid lines in Figure 10A, limits guide vane position as a
function of corrected gas producer speed.

19
Figure 10A. Surge Avoidance, Engine Nameplate and Overall VGV Schedules for 19502S & 20502S
Figure 10B. Surge Avoidance, Engine Nameplate and Overall VGV Schedules for 22402S

20
Figure 10C. Surge Avoidance, Engine Nameplate and Overall VGV Schedules for 23502S
Applies to T130-22402S & T130-23502S Only: The Overall Schedule shall allow for the guide vanes to
open above 100% Corrected Gas Producer Speed to a maximum of the Engine Specific Open-Loop
Performance Schedule.
10.3.2.2 Engine Nameplate Schedule

The nameplate schedule is the maximum guide vane position to optimize performance. The nameplate
IGV setting is a constant determined during initial factory testing of the specific engine.
10.3.3 Closed Loop Guide Vane Control

Closed loop guide vane control introduces a closed loop offset to the overall guide vane schedule to
control the gas producer speed to the optimum performance speed when the turbine is near topping
temperature.
Closed loop guide vane control is enabled when all the following conditions are met:
• the Bleed Valve is fully closed,
• 90 minutes after the first instance that the T5 average temperature is greater than the T5 Control
Limit minus 15°F OR 30 minutes after the control is disabled and the engine remains running.

21
Guide vane direction with the closed loop guide vane control enabled:
• If the mechanical speed is greater than 99.8 - increase the VGV offset to open the guide vanes
until the mechanical speed is less than 99.8.
• If the mechanical speed is less than 99.7 - decrease the VGV offset to close the guide vanes
until the mechanical speed is greater than 99.7
• The guide vanes may be actively offset in the above conditions from 0 to -5 degrees from the
open-loop schedule.
Closed loop guide vane control disabled:

• When the T5 average temperature falls below the T5 Control Limit minus 20°F or %NGP falls
below 99.8% the guide vane closed loop offset is ramped to zero and the control will follow
the overall schedule in Figure 10A.
Closed Loop Guide Vane Offset

• When closed loop guide vane control is enabled the guide vane position is determined as
follows: Closed Loop VGV position = overall schedule + VGV closed loop offset
10.3.5 SoLoNOx Operation

See ES2643 – SoLoNOx Functional Test and Controls Requirements.
10.4 INTERFACE POINT

Interface points are defined on the Solar® mechanical installation drawing.
13.0 VIBRATION MONITORING

Vibration levels of each gas turbine engine are monitored using internal and/or external sensors. These
devices are installed according to the Engine Mechanical Installation drawings.

22
13.2 INTERNAL SENSORS

Internal sensors are proximity probes installed within the engine assembly for rotor displacement
detection. Each proximity probe must be connected to an appropriate length cable extension and then a
signal conditioner. As defined in following sections, probes, extension cables, and signal conditioners
must be properly matched sets based upon journal materials and electrical lengths.
Reference Vibration Sensor drawing in Section 2.2.
13.2.1 Proximity Probes

Each proximity probe is a non-contacting, eddy current, relative displacement device that has a segment
of cable attached. The frequency operating range is between 1 to 10,000 Hz. Refer to the Mechanical
Installation Drawing for probe cable lengths. The proximity probe is connected to triaxial cabling with
characteristic impedance of 75 ohms, terminating with a male Clickloc™ connector.
Two radial proximity probes are installed approximately 90 degrees apart at each of the 5 bearings. The
probes target shaft materials as follows at each of the bearing locations:
• Probes for bearing numbers 1, 3, and 4 target AISI 4340 material
• Probes for bearing number 5 target is AISI 4140 material
• Probes for bearing number 2 target is Incoloy 901 material
All radial proximity probes must be monitored during any engine rotation. The radial displacement
limits are in Table 13A.
When installed, one or two axial proximity probes monitor rotor position, at each thrust bearing location.
Continuous monitoring is not required. The probes examine the rotor thrust collar position relative to
the normally active face of the thrust bearing. The axial displacement limits in Table 13B are based on
establishing zero displacement reference while operating at full load conditions and the thrust collar
is riding on the active face of the thrust bearing. The zero displacement reference for axial position is
determined during engine acceptance test and recorded as gap voltage in the certified test report.
Figure 13A indicates the relationship between proximity probe gap to output voltage. It is not to be used
for specific probe calibration.
Figure 13A. Proximity Probe Gap vs. Output Voltage

23
When installed, one keyphasor is located on each rotor system to provide rotor balancing or vibration
analysis. Continuous monitoring is not required.
All proximity probe and keyphasor characteristics are as follows:
• Sensitivity: 200 mV/mil
• Probe resistance: 7.88 Ohms
• Power Required: -23 to -26 VDC at 10.1 mA maximum
13.2.2 Extension Cables

Extension cables must be selected to provide properly matched electrical lengths for proximity probes
and signal conditioners.
13.2.3 Signal Conditioners

Signal conditioners must be matched to specific proximity probes and extension cables. The signal
conditioner must provide excitation voltage to the proximity probe as specified in Section 13.2.1 above.
13.3 EXTERNAL SENSORS

External sensors are velocity transducers installed externally on the engine or gearbox housings for
vibration detection. This section conveys only those items that are required on engine models and
gearboxes provided by Solar®.
13.3.1 Velocity Transducers

A velocity transducer is required for the Accessory Gearbox.
Its operating temperature range must be -65°F to 250°F. The required frequency range is defined in
Section 13.4.2 and the required amplitude limit is in Table 13A.
13.4 VIBRATION LIMITS

The vibration monitoring system shall meet the requirements in Table 13A and 13B below:
Table 13A. Radial Vibration Limit Requirements
Location Limit Units Delays Action
Radial 2.5 mils P-P 1 second Alarm

Bearings #1,3,4,5
Proximiters 4.0 mils P-P 1 second Fast-stop Shutdown
Radial 2.5 mils P-P 1 second Alarm

Bearings #2
Proximiters 3.2 mils P-P 1 second Fast-stop Shutdown
0.24 ips, RMS 3 second Alarm
Velocity Pickups Accessory Gearbox
0.28 ips, RMS 3 second Fast-stop Shutdown

24
Table 13B. Axial Vibration Limit Requirements
Displacement Change
Location Delays Action3
in mils Direction2
Axial Proximiters 4.0 1 second Alarm

below zero
(displacement into GP Thrust1
reference
active bearing side) 7.0 1 second Fast-Stop-Shutdown
Axial Proximiters 4.0 1 second Alarm

below zero
(displacement into PT Thrust1
reference
active bearing side) 7.0 1 second Fast-Stop-Shutdown
NOTES:
1. The GP and PT axial proximity probes are mounted in the ACTIVE GP and PT thrust bearings.
2. Expected GP thrust direction (upscale, above zero reference) is into the ACTIVE GP thrust
bearing, towards the probe tip. Upscale fault gap voltage change: less negative. Expected PT
thrust direction (upscale, below zero reference) is into the ACTIVE PT thrust bearing, towards
the probe tip. Upscale fault gap voltage change: less negative.
3. Monitoring and alerting on reverse thrust is not required. If the vibration monitoring system setup
requires inputs for reverse thrust Alarm and Shutdown setpoints, the values shall be set so
that they do not trigger Alarm or Shutdown during engine operation.
13.4.1 Vibration Startup Limits

The vibration limit in Table 13A for the #2 bearing must be doubled during startup, then reverts back 5
seconds after starter dropout.
13.4.2 Monitoring Frequency Range

The limits specified by Table 13A apply to signals filtered as follows:
• Prox probes: For optimal engine diagnostics and protection, the proximity probes signal should
be filtered to a frequency range of 1 - 1000 Hz.
• Velocity Transducers: For optimal engine and/or gearbox diagnostics and protection, the
velocity transducers signal are to be filtered to a frequency range of 1 - 2000 Hz.

Interface points are defined on the Solar® Engine Mechanical Installation drawing.

25
14.0 START/LOADING SEQUENCE

During the start and loading sequence, the following requirements must be met:
• Ensure the lubrication requirements of Section 4.0 are met;
• Maintain temperatures within the limits of Section 5.0; and
• Provide an adequate rate of acceleration without encountering surge, flameout, hung start
or overspeed.
14.2 START SYSTEM

The gear ratio of the starter pad to the engine compressor shaft is 1:1. See Section 6.2 for the starter
dropout speed.
14.2.1 Breakaway Torque Requirements

The minimum breakaway torque is the minimum torque that the start system must develop to ensure
initial rotation of the engine under all operating conditions.
The minimum and maximum breakaway torque requirements at the starter pad are as follows:
• Minimum breakaway torque: 220 ft-lb
• Maximum breakaway torque (19502S & 20502S): 480 ft-lb
• Maximum breakaway torque (22402S & 23502S) : 495 ft-lb
The torque must not exceed the maximum breakaway value to avoid damage to the start system
components.
14.2.2 Crank and Slow Roll Torque Requirements

The minimum torque requirements at the starter pad during purge crank and slow roll are as follows:
• TBD ft-lb at the minimum slow roll speed specified in Section 15.2
• TBD ft-lb at the maximum slow roll speed specified in Section 15.2
• TBD ft-lb at the minimum purge crank speed specified in Table 6A
• TBD ft-lb at the maximum purge crank speed specified in Table 6A
14.2.3 Acceleration Torque Requirements

The torque required to accelerate the engine is a function of the acceleration rate and engine
compressor inlet temperature.
The minimum requirements shown on Figure 14A are applicable for:
• Minimum acceleration of 0.15%/sec

26
Figure 14A. Minimum Acceleration Torque Requirements
The gas producer turbine rotor polar mass moment of inertia is approximately (for 19502S & 20502S)
853 lbm-ft² and (for 22402S & 23502S) 1164 lbm-ft2 referenced to the engine shaft speed.
14.3 START CHECKS

A number of checks must be performed as described in the following sections.
14.3.1 Pre Lube Start Permissive Check

The turbine must be allowed to crank only after the lube oil requirements of Section 4.2.1 have been
satisfied.
14.3.2 Guide Vane Cycling

A guide vane cycle test described in Section 10.3.1 must be completed prior to starting the engine.
14.3.3 Purge Cycle

The purge cycle must consist of cranking the gas turbine rotor on the starter, without introducing fuel.
The purge cycle must be timed from the point of attaining the minimum purge crank speed and be of
sufficient time to reduce the concentration of combustible material in the exhaust system to a safe level.
Refer to Table 14A for nominal purge air flows at specific crank speeds. Use linear interpolation for
flows at speeds between those listed.
Table 14A. Nominal Purge Air Flows in SCFM
Nominal Purge Air Flows (SCFM)

Crank Speed
(%NGP) T130–1950x &
T130–2240x & 2350x
2050x
15 3300 3630
22 4840 5320

27
14.3.4 Pre-Ignition Permissive

Ignition is permitted only when the purge cycle is complete and T5 Average is less than 400°F .
14.3.5 Ignition
Ignition has two phases. The first phase consists of excitation of the ignitor and supply of fuel to the
torch for a period of no less than 4 seconds. During the second phase, excitation of the ignitor and fuel
supply to the torch should be maintained during the subsequent time period when fuel is supplied to
the injectors. Once the light-off temperature threshold has been met, the fuel supply to the torch and
excitation of the ignitor must cease. Following the torch pre-light phase, fuel cannot be supplied to the
torch and the injectors for longer than 10 seconds for gas fuel without the light-off temperature being
met or exceeded.
Nominal torch gas fuel flow is 625 Btu/min at 18 psig supply pressure. Normal gas fuel pressure range
at the torch is 6 to 20 psig based on fuel Wobbe Index of 1220. The total gas fuel flow (main plus pilot
fuel flow) is not to exceed 123,833 BTU/min during the ignition cycle to avoid hard light-off.
14.3.6 Light-Off
Light-off is attained when T5 Average exceeds the light-off temperature defined in Table 5B. At this point,
the combustor is considered lit and excitation of igniter and fuel flow to the torch must be terminated.
14.3.7 Acceleration
During acceleration, the following controls must be applied:
• Increase fuel within minimum and maximum limits as described in Section 7.2.1
• Control the fuel per T5 temperature limits as defined in Section 5.0
• Control the fuel per NGP rate of speed limit and disengage the starter at the starter drop
out speed specified in Section 6.2
14.3.8 Application of Load

The control system must prevent the application of load until the gas producer and power turbine have
reached the minimum allowable speed as defined in Section 6.0 plus 10 seconds.
14.3.9 Starter Re-Engagement

To prevent excessive mechanical shock at the starter clutch on any shutdown, the starter must not be
re-engaged until the engine speed is less than 10%NGP.
15.0 SHUTDOWN SEQUENCE

The modes of turbine shutdown include the "Cool-down" and "Fast-stop".
15.1.1 Cool-Down Shutdown

The preferred method of shutdown is the cool-down mode. A shutdown should be a cool-down shutdown
whenever short term continued operation at reduced load would not compromise safety or lead to
damage. The minimum cool-down time is 10 minutes at no-load prior to fuel shutoff.

28
15.1.2 Fast-Stop Shutdown

A shutdown should be an immediate shutdown whenever a cool-down shutdown would compromise
safety or lead to damage. A fast-stop shutdown terminates engine operation by immediately shutting off
the fuel supply.
15.2 SLOW ROLL AFTER SHUTDOWN

Slow speed rotation of the engine gas producer shaft following a shutdown is required on DAC and
pneumatic start systems. Slow roll is permitted only when the conditions of the lube oil pressure and
temperature operating envelope as defined in paragraphs 4.3 and 4.4 have been met.
Slow roll is NOT permitted if:

• The engine has been shutdown by high vibration.
• The engine is on the back-up post lube cycle (ref. 4.2.2)
After shutdown, concurrent with the post lube (ref. 4.2.2), rotate the gas producer rotor for 3 hours.
Consideration must be given to the minimum speed requirement for the driven equipment. The NGP
speed may require adjustment such that the power turbine rotor does not continue to spin. Slow roll
must be initiated 90 seconds after NGP has reached 5% speed to give the power turbine time to roll to a
stop. The engine may be restarted at any time during slow roll. Slow roll speed set points for engines
with different start systems are defined in Table 15A.
Table 15A. Slow Roll Set Points
Start System Slow Roll Speed (% NGP)

Direct Drive AC 12 — 15%
Pneumatic1 3 — 5%
NOTES: 1 Pneumatic start systems with AC motor driven slow roll turning gear
16.0 SoLoNOx EMISSIONS CONTROL
Reference ES2643 - SoLoNOx Functional Test and Controls Requirements.

29
APPENDIX A (Two-Shaft Engines) - CALCULATION OF POWER TURBINE OVERSPEED SET

POINTS
This appendix describes how to calculate the turbine overspeed set points appropriate for a specific
package configuration. Refer to section 6 for discussion of turbine overspeed set points.
The turbine overspeed set points depend upon
1) The maximum momentary speed that the turbine and driven equipment can tolerate
2) The response time of the overspeed sensing, control and valve actuation
3) The maximum potential accelerating torque
4) The inertia of the turbine and driven equipment
The maximum momentary speed is specified in Section 6. Procedures to estimate the response time
and maximum accelerating torque are described below. The inertia of the turbine is listed in the table
below. The inertia of the driven equipment should be found in data for the specific driven equipment.
The minimum generator inertias used to calculate the set points in Table 6A in Section 6 and typical
driven equipment inertias are listed for reference only.
Table AA. Titan 130 Inertias in lbm-ft2 Referenced to Turbine Speed

-19502S & -20502S -22402S & 23502S
Power Turbine Inertia 601 800
Minimum Driven Equipment Inertia 64.4 64.4
Minimum Total Inertia 665 865
Procedure Summary
The procedure to calculate an overspeed set point has 5 basic steps:
1) Determine the worst-case total time delay from the time the speed reaches the overspeed set
point until the fuel valve is fully closed.
2) Determine the total rotor inertia of the turbine and driven equipment
3) Determine the maximum turbine acceleration rate
4) Calculate the maximum potential speed increase above overspeed set point
5) Subtract the maximum potential increase in speed above overspeed set point from the maximum
momentary speed to get the maximum acceptable overspeed set point.
These five steps need to be applied to both the primary and the independent overspeed controls.
The packager may choose to use an overspeed point less than the calculated maximum acceptable
overspeed set point. For example, if the calculated maximum acceptable primary overspeed set point is
109.7 and the calculated maximum acceptable independent overspeed set point is 109.0, the package
may set both overspeed set points to 109.0 since lowering the primary overspeed set point from 109.7 to
109.0 will not compromise the availability of the package and it will give an added margin of safety on
the primary overspeed control.
Detailed Procedure to Calculate Overspeed Set Points
1) Determine the worst-case total time delay from the time the speed reaches the overspeed set point
until the fuel valve is fully closed. Examples of the components of the total time delay are listed below.
Worst case estimates of the applicable components of the delay can be added to get a worst case

30
total time delay. Alternatively, the worst-case time delay can be determined by comprehensive testing
of the application package system.
Speed Sensing Delay
Determine the time delay from the time the speed reaches the overspeed set point until the speed input
signal reaches the controller.
Controller Delay
Determine the time delay from the time the speed signal reaches the controller until the actuator signal
changes state.
Logix processor
- Input processing time
- I/O module communication time
- logic recursion
- I/O module communication time
- output processing time
Backup overspeed module (BUOS)

- input signal processing
- output relay response time
Actuator signal delay

- Delay time of any interposing relays between discrete output module or BUOS module and actuator
Actuator delay
- time to open quick exhaust valve
Valve delay
- time to close valve
- Consider both liquid and gas fuel shutoff
- quick exhaust valve and shutoff valve times may be specified as a single time delay
2) Determine the total rotor inertia of the turbine and driven equipment. For the power turbine, add
the power turbine inertia in Table AA to the inertia of the application driven equipment and gear box.
When power turbine and driven equipment speeds are different, care must be taken to reference the
inertia to the power turbine speed.
3) Determine the maximum acceleration rate:

- for the gas producer turbine use xxx % / second
- for the power turbine, calculate as follows:
- determine the maximum accelerating torque
- determine the maximum power imbalance
- determine the maximum reasonable simultaneous combination of power turbine power
- increase and driven equipment load decrease when operating near the overspeed set point (this
maximum combination of power increase and load decrease will be referred to as the maximum
power imbalance)
- For example consider the maximum possible sudden increase of fuel does not surge the power
turbine or cause over temperature shutdown prior to overspeed trip
- Consider the worst case compressor inlet air temperature to be used for calculation of turbine power
- Consider the maximum sudden loss of load on the driven equipment
- Consider whether there is a common event which can cause both sudden increase in power and
sudden decrease in load

31
Divide the power imbalance by the speed to get the accelerating torque determine the average
acceleration rate from overspeed set point to maximum momentary speed or determine
acceleration rate as a function of time determine the turbine accelerating torque as a
function of speed or time:
- If total time from overspeed to valve closed is short assume constant acceleration rate or calculate
change in turbine power/load with speed and time
- Calculate average acceleration rate from power/torque, speed and inertia
- Typically Solar will assume constant power and therefore torque varying inversely with speed divide
the torque by the inertia to get the acceleration
- Assume bleed valve and guide vanes do not contribute to speed control
4) Calculate speed increase above overspeed set point

Multiply average acceleration rate by time delay to get the increase in speed above overspeed set point
or integrate acceleration rate over the time delay to get the increase in speed above overspeed set point
5) Subtract the increase in speed above overspeed set point from the maximum permissible
momentary speed to get the maximum acceptable setting for the overspeed set point.
If the calculated overspeed set point is significantly different from the overspeed set point assumed to
calculate the average acceleration, iterate the above calculations assuming the new set point until
the assumption is consistent with the calculation.
Example Calculations Using Typical Values for Solar Packages
The following table shows how the maximum primary overspeed set point is determined for a standard
Solar package.
Sensor Plus Control Electronics Time Delay

Time Description
The IJ2 module counts pulses from the magnetic pickup over a time period
0 Magnetic pickup time delay
0.005 The IJ2 module calculates speed from pulse count and time
(4 ms processing time specified in 1794-IJ2 user manual)

0.01 The controller reads speed from the IJ2 via controlnet
(5 ms network update time (NUT) multiplied by 2 to allow for occasional 1 NUT slip)
0.05 The control logic determines if speed has exceeded set point.
The controller sets fuel valve command analog output to zero to close the fuel regulator
(worst case recursion time of controller logic)
0.01 The analog output module reads the fuel valve command via ControlNet
(5 ms network update time (NUT) multiplied by 2 to allow for occasional 1 NUT slip)
0.005 The analog output module sets the fuel valve command current to 4 ma.
(Specified update rate for 1794-OB8EP discrete output module)
0.08 Sensor plus control electronics total delay
Fuel Actuator and Valve Time Delay

32
0.1 PECC valve time to close from receipt of 4 ma signal

0.15 Liquid fuel control valve response time
0.15 Worst case fuel actuator and control valve response time
Total Response Time Calculation
0.08 Sensor plus control electronics total delay
0.15 Worst case fuel actuator and control valve response time
0.23 Total response time in seconds
Primary Overspeed Set Point Calculation with Minimum Generator Inertia

1800 Driven Equipment speed in rpm
17797 Total train inertia minus generator in lb-ft^2 referenced to generator shaft speed
4500 Minimum generator inertia in lb-ft^2 referenced to generator shaft speed
22297 Total train inertia in lb-ft^2 referenced to generator shaft speed
8280 Power in kW at 100% speed full load at -60°F
0.9642 Generator efficiency
25.733 Acceleration rate (%/s) at 100% speed upon loss of full load at -60°F
109.7 Assumed overspeed set point
22.905 Average rate of acceleration in % per second
5.268 Potential speed increase above overspeed trip set point in % of rated speed
115 Maximum momentary speed
109.7 Maximum Primary Overspeed Set Point
The following table shows how the maximum independent overspeed set point is determined for a
standard Solar package.
Independent Overspeed Control

Backup overspeed box senses speed and de-energizes a relay when overspeed is detected.
A contact from the relay cuts off current to the fuel shutoff valve
0.005 BUOS - count teeth, calculate speed, remove power from relay coil
0.005 BUOS relay coil deenergizes and opens contact
0.01 Interposing relay response time (K241 emergency stop latch)
0.25 Worst case fuel shutoff valve response time (secondary gas fuel shutoff is .25 seconds, primary
gas fuel shutoff is .2 seconds, liquid fuel shutoff is .25 seconds)
0.27 Total response time in seconds
Independent Overspeed Set Point Calculation with Minimum Driven Equipment Inertia
1800 Driven equipment speed in rpm
17797 Total train inertia minus driven equipment in lb-ft^2 referenced to driven equipment shaft speed

33
4500 Minimum driven equipment inertia in lb-ft^2 referenced to driven equipment shaft
22297 Total train inertia in lb-ft^2 referenced to driven equipment shaft speed
8048 Power in kw at 100% speed full load at -60°F
0.9642 Driven equipment efficiency
25.012 Acceleration rate (%/s) at 100% speed upon loss of full load at -60°F
109 Assumed overspeed set point
22.332 Average rate of acceleration in % per second
6.0297 Potential speed increase above overspeed trip set point in % of rated speed
115 Maximum momentary speed
109.0 Maximum independent overspeed set point

34

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SPECIFICATION

ENGINE CONTROL SYSTEM FUNCTIONAL REQUIREMENTS

Data SPECIFICATION NO. ES2257 ISSUED: 05/19/03; PRD14696-1

Rev. Ltr. ECR / ECN Signature & Title Date

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2.0 APPLICABLE DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3.0 GENERAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

4.0 LUBE OIL CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

6.0 SPEED CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

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6.1 GENERAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

7.0 FUEL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

8.0 BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

10.0 VARIABLE GUIDE VANE (VGV) CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

13.0 VIBRATION MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

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13.2.2 Extension Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

14.0 START/LOADING SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

15.0 SHUTDOWN SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

16.0 SoLoNOx EMISSIONS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

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4A Minimum Post Lube Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4A. Bearing Oil Pressure Requirements While Rotating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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1.1 PRODUCT DESCRIPTION

1.1.1 This Section is Not Applicable for This Engine Model

1.1.2 SoLoNOx Combustion General Description

1.1.3 This Section is Not Applicable for This Engine Model

2.0 APPLICABLE DOCUMENTS

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2.3 ANALYSIS PROGRAM

2.5 This Section is Not Applicable for This Engine Model

3.0 GENERAL REQUIREMENTS

4.0 LUBE OIL CONTROL

4.1 GENERAL REQUIREMENTS

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4.2 PRE/POST LUBE CYCLES

4.2.1 Pre Lube/Start Permissive

4.2.2 Post Lube

Lube Loss Time Period Required Minimum Post Lube

4.3 PRESSURE REQUIREMENTS

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Table 4B. Operating Oil Pressure Requirements

Figure 4A. Bearing Oil Pressure Requirements While Rotating

4.4 TEMPERATURE REQUIREMENTS

4.4.1 Oil Temperature Versus Oil Grades

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Table 4C. Oil Temperature Limits

Minimum (°F) Optimal (°F) Maximum (°F)

4.4.2 Bearing Temperature

Max GP (°F) Max PT (°F) Action

Thrust Bearing Absolute 250 250 Fast shutdown (>Max T)

Radial Bearing Drain Temperature Delta

4.4.3 Gas Turbine Heat Load To Oil

4.4.4 Scavenged Bearing Drain

4.5 LUBE OIL FLOW REQUIREMENTS

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Table 4E. Bearing Oil Flow Requirements

4.6 SEAL AIR FLOW THROUGH BEARING DRAINS

4.7 INTERFACE POINTS

5.1 GENERAL REQUIREMENTS

5.3 This Section is Not Applicable for This Engine Model

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