TA100 MG100 Master Guide Rev C+

TA100 MASTER GUIDE 01/18/2011
Applicable Part Numbers: 910089, 910094, 910106, 910107, 910109, 910110,

910112, 910113, 910115, 910116, 910117, 910118, 910121, 910130,
910135, and 910136
PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

MG100 Rev C
TA100 MASTER GUIDE
1 REVISIONS....................................................................................................................... 6
1.1 REV A ............................................................................................................................ 6
1.2 REV B ............................................................................................................................ 6
1.3 REV C ............................................................................................................................ 6
2 GENERAL INFORMATION .......................................................................................... 7
2.1 PURPOSE OF THIS MANUAL .................................................................................... 7
2.2 CONTACT INFORMATION ........................................................................................ 7
2.3 IMPORTANT SAFETY INSTRUCTIONS ................................................................... 7
2.4 SAFETY SYMBOLS ..................................................................................................... 8
2.5 GENERAL PRECAUTIONS ....................................................................................... 10
2.6 LOCK OUT AND TAG OUT PROCEDURES............................................................ 10
2.7 SHOCK PRECAUTIONS ............................................................................................ 11
2.8 BURN PRECAUTIONS .............................................................................................. 11
2.9 TOXIC GAS PRECAUTIONS .................................................................................... 12
2.10 ROTATIONAL HAZARD PRECAUTIONS .............................................................. 12
2.11 CRUSHING HAZARD PRECAUTIONS ................................................................... 12
2.12 NOTES ......................................................................................................................... 12
3 TA100 SYSTEM GENERAL DESCRIPTION ............................................................ 13
3.1 GENERAL INFORMATION ...................................................................................... 13
3.2 TA100 PHYSICAL CHARACTERISTICS ................................................................. 13
3.3 TA100 MAJOR COMPONENTS ................................................................................ 16
3.4 TA100 FUNCTIONAL DESCRIPTION ..................................................................... 20
3.5 DIAGNOSTICS ........................................................................................................... 25
3.6 REMOTE MONITORING ........................................................................................... 25
3.7 ELECTRICAL OUTPUT ............................................................................................. 25
3.8 ENVIRONMENTAL AND DUCTING EFFECTS ..................................................... 26
SECTION 3 LIST OF FIGURES .............................................................................................. 27
SECTION 3 LIST OF TABLES ................................................................................................ 27
SECTION 3 GLOSSARY........................................................................................................... 28
4 APPLICATION ENGINEERING ................................................................................. 29
4.1 SYSTEM CHARACTERISTICS SUMMARY ........................................................... 29
4.2 INSTALLATION ANALYSIS .................................................................................... 30
4.3 SELECTED APPLICATIONS .................................................................................... 35
4.4 TA100 SPECIFICATION ............................................................................................ 41
4.5 FUEL TYPE CAPABLILITIES ................................................................................... 45
4.6 FUEL SUPPLY CONDITION REQUIREMENTS ..................................................... 49
4.7 ELECTRICAL SITE INTEGRATION ........................................................................ 50
4.8 TA100 SITE PERFORMANCE EFFECTS ................................................................. 51
4.9 AIRFLOW REQUIREMENTS .................................................................................... 57
4.10 WATER QUALITY REQUIRMENTS ........................................................................ 61

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TA100 MASTER GUIDE
SECTION 4 GLOSSARY........................................................................................................... 64
5 INSTALLATION ............................................................................................................ 65
5.1 SITE REQUIREMENTS.............................................................................................. 65
5.2 ENVIRONMENTAL CONDITIONS .......................................................................... 67
5.3 SUPPORT AND MOUNTING .................................................................................... 67
5.4 AIRFLOW REQUIREMENTS .................................................................................... 69
5.5 OPTIONAL CHP WATER FLOW REQUIREMENTS .............................................. 69
5.6 FUEL FLOW REQUIREMENTS ................................................................................ 70
5.7 COLD WEATHER INSTALLATION......................................................................... 70
5.8 EXTERNAL CONNECTIONS / HOOKUPS .............................................................. 71
5.9 AIR INLET INSTALLATION..................................................................................... 72
5.10 ENGINE EXHAUST INSTALLATION ..................................................................... 72
5.11 OPTIONAL HEAT RECOVERY UNIT CONNECTION ........................................... 74
5.12 OIL SYSTEM .............................................................................................................. 79
5.13 GROUNDING ............................................................................................................. 80
5.14 POWER OUTPUT CONNECTION ............................................................................ 81
5.15 COMMUNICATIONS CONNECTIONS.................................................................... 85
5.16 BATTERY INSTALLATION ..................................................................................... 91
5.17 FUEL TRAIN ............................................................................................................... 93
5.18 STORAGE PREP ......................................................................................................... 97
SECTION 5 GLOSSARY......................................................................................................... 100
6 COMMISSIONING ...................................................................................................... 101
6.1 PRE-COMMISSIONING .......................................................................................... 101
6.2 INTERCONNECTION VERIFICATION ................................................................. 102
6.3 PRE START CHECKS .............................................................................................. 102
6.4 COLD WEATHER PRE-START WARMUP............................................................ 103
6.5 POWER ON DIAGNOSTIC VERIFICATION ......................................................... 103
6.6 FUEL PRIMING PROCEDURE (LIQUID FUELED SYSTEM).............................. 106
6.7 START PROCEDURE .............................................................................................. 107
6.8 STEADY STATE OPERATIONAL VERIFICATION ............................................. 107
6.9 NO LOAD OPERATIONAL VERIFICATION ........................................................ 108
6.10 LOW LOAD OPERATIONAL VERIFICATION ..................................................... 108
6.11 MAXIMUM LOAD OPERATIONAL VERIFICATION.......................................... 108
6.12 TRANSIENT OPERATIONAL VERIFICATION .................................................... 109
6.13 SHUTDOWN / HOT RESTART VERIFICATION................................................... 109
6.14 SHUTDOWN / COMMISSIONING COMPLETION ............................................... 110
6.15 COMMISSIONING REFERENCE DOCUMENTS .................................................. 110
SECTION 6 LIST OF FIGURES ............................................................................................ 111

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TA100 MASTER GUIDE
7 OPERATION ................................................................................................................ 113
7.1 PRESTART CHECKS ............................................................................................... 113
7.2 CONTROLS............................................................................................................... 113
7.3 NORMAL OPERATING PROCEDURES ................................................................ 117
7.4 STORAGE PREPARATION ..................................................................................... 123
7.5 SYSTEM COMMUNICATIONS .............................................................................. 123
SECTION 7 LIST OF TABLES .............................................................................................. 145
8 MAINTENANCE .......................................................................................................... 147
8.1 PRE MAINTENANCE CHECKS .............................................................................. 147
8.2 PERIODIC MAINTENANCE SCHEDULE ............................................................. 147
8.3 PERIODIC MAINTENANCE ITEMS ...................................................................... 151
8.4 MAINTENANCE INTERVALS ............................................................................... 154
8.5 MAINTENANCE PROCEDURES............................................................................ 156
9 DIAGNOSTICS............................................................................................................. 226
9.1 DOCUMENTATION OF DIAGNOSTICS ............................................................... 226
9.2 DATA TRENDING ANALYSIS ............................................................................... 226
9.3 FAULT CODE LISTING ........................................................................................... 227
9.4 DIAGNOSTIC PROCEDURES ................................................................................ 235
9.5 DIAGNOSTIC REFERENCE MATERIALS ............................................................ 262
9.6 GAS SAFETY SYSTEM ........................................................................................... 266
10 FACILITY CONTROL INTEGRATION .................................................................. 276
10.1 REMOTE MONITORING AND CONTROL............................................................ 276
10.2 POWER OUTPUT MODE SWITCHING ................................................................. 276
10.3 UNIT ARRAY ISLAND MODE PARALLELING ................................................... 280
10.4 UNIT ARRAY SCHEDULING ................................................................................. 282
10.5 FACILITY LOAD FOLLOWING ............................................................................. 282
SECTION 10 LIST OF FIGURES .......................................................................................... 284
SECTION 10 LIST OF TABLES ............................................................................................ 284
11 ILLUSTRATED PARTS BREAK DOWN................................................................. 285
11.1 ENGINE / OIL TANK ASSEMBLY ......................................................................... 285

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TA100 MASTER GUIDE
11.2 COMBUSTOR HOUSING ........................................................................................ 287
11.3 FUEL MANIFOLD (GAS) ........................................................................................ 288
11.4 FUEL TRAIN (GAS) ................................................................................................. 289
11.5 OIL SYSTEM INTERCONNECT ............................................................................. 291
11.6 OIL HEAT EXCHANGER ASSEMBLY .................................................................. 293
SECTION 11 LIST OF TABLES ............................................................................................ 295

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TA100 MASTER GUIDE
1 REVISIONS
1.1 REV A
1. Updated version to use Word formatting of tables, figures and section control.
2. Updated Applications specification to ES1112 levels
3. Added details to document to include all communications fields, settings, and
limits.
4. Deleted Vendors, Third party spec, Pricing, and Cut sheet sections
5. Changed MCU section 10 to the Facility Control Integration section.
6. Added detail in Illustrated parts section.
1.2 REV B
Updated Section 3 to include more info on general cycle and electrical info.
Updated Section 4 to include more site economics analysis and more current
sites.
Updated numbered step format in all sections.
Updated Section 4 for fuels capability.
1.3 REV C
Added liquid fueled system info to document.
Updated engine removal section to include diffuser retention bolts.
Updated section 7.5 with complete register addresses per ES1096.
END OF SECTION

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TA100 MASTER GUIDE
2 GENERAL INFORMATION
2.1 PURPOSE OF THIS MANUAL
The purpose of this manual is to provide safety information and instructions on the
installation and commissioning of the TA100 systems listed in the applicability on
the front page. This manual is intended to encompass all units in the TA100 line
except for offshore systems. This includes CHP or Monogen, gaseous fueled or
liquid fueled, indoor or outdoor, as well as units with and without Gas Boost
Compressors. The Manual is intended to provide a broad and detailed overview of
the information about the TA100 necessary to integrate, install, operate, and
maintain the TA100 system.
The latest revisions of all Capstone product documents are available on our
website, www.capstoneturbine.com. Select Document Library link under Quick
Links box on lower left side of home page.
Capstone values your feedback. Please email comments or suggestions for

improving documentation to service@capstoneturbine.com and enter
"Documentation" in the subject line.
2.2 CONTACT INFORMATION
If you have questions or need assistance, please contact the Capstone Call
Center:
E-mail: service@capstoneturbine.com
Toll Free Telephone: (866) 4-CAPSTONE or (866) 422-7786
Direct Telephone: (818) 407-3600 • Fax: (818) 734-5382
2.3 IMPORTANT SAFETY INSTRUCTIONS

SAVE THESE INSTRUCTIONS!

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TA100 MASTER GUIDE
This manual contains important instructions that should be followed during
installation, commissioning and maintenance of the TA100. Read this manual in
its entirety before installing, commissioning, or performing maintenance on the
TA100. Additionally, specific warning labels appear at various locations on the
system. Familiarize yourself with these labels before installing or working on the
TA100.
Capstone Turbine Corporation cannot possibly anticipate or conceive of each and

every potentially hazardous condition under which an operator or the TA100 might
be subjected to. Therefore, the safety warnings and recommendations in this
manual are not all-inclusive. These warnings should be used in conjunction with
common sense and general safety practices.
The TA100 should be installed, commissioned, and maintained by fully trained

personnel. Only qualified and certified tradesmen and technicians should perform
installation, inspection and testing of TA100 System.
2.4 SAFETY SYMBOLS

The following symbols in this manual indicate the potential presence of situations
or conditions that might prove dangerous or deadly for the installer or operator
and/or might result in extensive damage to the TA100.
WARNING
The exclamation point within an equilateral triangle is intended to alert the installer or operator to
the presence of important instructions in this manual.
WARNING - ELECTRICAL HAZARD
The lightning flash, within an equilateral triangle, is intended to alert the user to the presence of
openly exposed, dangerous voltages. These voltages could cause serious injury or death.
WARNING - FIRE HAZARD
The fire burst symbol within an equilateral triangle is intended to alert the user to the presence
of either a potentially explosive gas or liquid within the working apparatus or batteries associated with
the TA100.
WARNING - GAS HAZARD

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TA100 MASTER GUIDE
The skull and cross bones within an equilateral triangle, is intended to alert the user to the
potential presence of airborne gases, fumes, or vapors which might produce dizziness,
unconsciousness, lung damage or death when adequate ventilation is not provided.

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TA100 MASTER GUIDE
WARNING - NOISE HAZARD
The human head symbol shown with fingers in ears, within an equilateral triangle, is intended to
alert the user to the potential presence of a noise hazard. Noise hazards can cause hearing loss.
WARNING - BURN HAZARD
The symbol shown with three equal lines representing heat and a thermometer, within an
equilateral triangle, is intended to alert the user to the potential presence of a burn hazard. When one
sees this symbol one should use special care to prevent burns.
WARNING – CORROSIVE MATERIAL
The symbol shown with test tubes of substance dripped onto materials or a hand showing
corrosive effects is intended to alert the user to the potential presence of a corrosive material. When
one sees this symbol one should use special care to prevent contact with this substance.
OTHER SYMBOLS PROTECTIVE GROUNDING CIRCUIT
Terminals for connection to the chassis grounding are labeled with this symbol.
2.5 GENERAL PRECAUTIONS

Review all applicable codes and regulations prior to operating the TA100.
Always wear safety glasses, electrically insulated safety shoes, and hearing
protection when working in or around the TA100.
The area immediately surrounding the TA100 should be clean, neat, and free of
debris.
The TA100 should be installed and commissioned only by a technician who is
trained and certified by Capstone Turbine Corporation. Never allow untrained
personnel to operate the TA100.
Before leaving the TA100 unattended, always secure the system by closing and
locking all access doors.
Running with the doors open for prolonged periods (longer than 20 minutes) will
reduce the cooling of components and will cause failure.
2.6 LOCK OUT AND TAG OUT PROCEDURES

When the TA100 is shut down for any adjustments, wiring, or maintenance, follow
standard “lock out” or “tag out” procedures. It is recommended that the main

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TA100 MASTER GUIDE
circuit breaker and the main fuel shut off valve be locked out. If lock out is not
possible then at a minimum the main breaker and fuel valve should be tagged out.
2.7 SHOCK PRECAUTIONS
Lethal voltages and currents exist within the TA100. All normal precautions must be taken
with electrical connections when any side panel is removed or side door is opened.
Ensure that there are no foreign objects in or lying around the TA100 before
starting.
Never attempt any maintenance or service without complete shutdown of electrical
components including commercial utility power or outside service voltage needed
for accessory items such as the battery charger.
After isolating the system electrically allow five minutes for PFC capacitors and the
DC bus capacitors to discharge. The PE area should not be entered without
allowing DC bus capacitors to discharge.
The PFC capacitors must be manually discharged before working in the area.
Never allow water to accumulate on the ground around the base of the TA100.
Proper precautions should be taken for maintenance of outdoor units to prevent
accidents.
Closing the doors of the unit prior to attempting to start the TA100 will prevent the
operator from being exposed to high levels of electrical power.
2.8 BURN PRECAUTIONS
Gas is extremely flammable and is explosive under certain conditions.

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TA100 MASTER GUIDE
Do not smoke or allow flames or sparks in working area.
High temperatures exist within the TA100.
All normal precautions must be taken when any side panel is removed or side door
is opened.
To prevent burns, shut the unit down before maintenance and wait until it is cool
before proceeding-This make take up to 5 hours depending on the area.
Provide appropriate fire extinguishers and install where easily accessible near the
TA100. Consult the local fire safety guidelines for proper type.
Never place flammable material near the TA100.
Do not use gasoline or low flash point solvents to clean the TA100.
2.9 TOXIC GAS PRECAUTIONS
For inside installations, the exhaust must be vented to the outside of the building.
Improper ventilation can cause toxic gas to accumulate, which can cause dizziness, nausea
or death.
2.10 ROTATIONAL HAZARD PRECAUTIONS

The turbine in the TA100 operates at very high speeds (68,000 rpm). All safety
precautions have been taken to protect the user from rotational hazards. To
ensure that these protective features are in place, all enclosure panels must be
properly installed on the unit and latched while the unit is operating. Only qualified
personnel should open doors, or enclosure panels.
2.11 CRUSHING HAZARD PRECAUTIONS
The TA100 can be unstable when not permanently mounted. Crushing hazards exist
until the unit is correctly mounted.
2.12 NOTES
NOTE: Notes are used in this manual to draw attention to specific points of
importance.
END OF SECTION

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TA100 MASTER GUIDE
3 TA100 SYSTEM GENERAL DESCRIPTION

3.1 GENERAL INFORMATION
The TA100 is a 105 kW, recuperated microturbine monogen power generating
system that is capable of operating on various fuels.
The TA100 is an industrial design with available outdoor option.
It can be supplied with an optional Heat Recovery Unit (HRU) to provide CHP
(Combined Heat and Power) capability.
The standard unit is for high pressure fuel that requires a constant operating
pressure of between 80 psig and 95 psig.
The optional low pressure unit features a Gas Boost Compressor (GBC) that
allows use of fuel at pressures between 1.24 kPa (5 inches H20) and 34.47 kPa (5
psig).
The TA100 has a rated net electrical power output of 105 kW at 0.8 power factor
(PF) rated at ISO conditions (15° C, 59° F).
The TA100 with the optional CHP capability generates 180 kW (614,000 Btu/hour)
of thermal energy.
The overall noise rating is less than 75 dBA measured at a distance of one (1)
meter (3.3 feet) and less than 62 dBA at a distance of 10 meters (33 feet).
The unit can provide either 400/480 Volts at 50/60 Hz.
This system has grid start or battery start capability.
3.2 TA100 PHYSICAL CHARACTERISTICS
3.2.1 Physical Dimensions
Characteristic Base Product With Outdoor kit

Weight 1,814 kg (4,100 lbs) 2,040 kg (4,500 lbs)
Width 84 cm (33.5 inches) 84 cm (33.5 inches)
Height 211 cm (83 inches) 225 cm (88.7 inches)
Length 300 cm (120 inches) 300 cm (120 inches)
TABLE 3.1 PHYSICAL DIMENSIONS
3.2.2 UNIT ORIENTATION

For the purposes of this manual “front” will refer to the control panel end of the
TA100. “Rear” will refer to the end opposite from the front. “Right” will refer to the
right hand side of the TA100 enclosure when one is facing the control panel end.
“Left” will refer to the left hand side of the TA100 enclosure when one is facing the
control panel as shown in Figure 3.1. This figure shows the system without any
enclosure skins and includes the optional CHP Heat Recovery Unit and integral
gas boost compressor. Figure 3.2 shows all the major components in a full CHP
system. Figure 3.3 shows a photo of the outdoor system with the air intake roof
and weatherproof engine exhaust.

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TA100 MASTER GUIDE
FIGURE 3.1 TA100 LEFT SIDE VIEW

(shown without enclosure skin and with optional HRU and GBC)

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TA100 MASTER GUIDE
FIGURE 3.2 TA100 SYSTEM MAJOR COMPONENTS (with optional HRU and GBC)

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TA100 MASTER GUIDE
FIGURE 3.3 TA100 SYSTEM

(shown with optional weatherproof inlet and engine exhaust)
3.3 TA100 MAJOR COMPONENTS

 Turbine
 Power Electronics
 Optional Heat Recovery Unit (if CHP unit)
 Optional Gas Boost Compressor (if low pressure fuel unit)
 Enclosure
 Auxiliary Components
3.3.1 TURBINE
The turbine is a single shaft engine assembly. The main components are:
 Centrifugal Compressor
 Radial Turbine
 High-speed alternator
 Rotor Support System
 Combustor
 Recuperator

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TA100 MASTER GUIDE
3.3.1.1 CENTRIFUGAL COMPRESSOR
The compressor is a rugged stainless steel centrifugal flow design with an operating
pressure ratio of 4 to 1.
3.3.1.2 RADIAL TURBINE
Combustion gas expands through the super alloy radial turbine to produce the power to
drive the compressor and alternator.
3.3.1.3 HIGH SPEED ALTERNATOR
Electrical power is generated through a permanent magnet alternator rotating within an
oil cooled stator assembly. The alternator acts as a motor during initial start up
eliminating the need for auxiliary starting hardware.
3.3.1.4 ROTOR SUPPORT SYSTEM
The alternator rotor, compressor and turbine are combined into a single piece solid core
shaft assembly. The shaft assembly is supported by two separate oil lubricated bearings.
The tilt pad journal and ball bearing designs are well proven, offer reliable long life
operation, and have been used in industrial applications for generations.
3.3.1.5 COMBUSTOR
The combustor combines the fuel with air at a precise fuel air ratio to provide controlled
energy to the turbine. The combustor is designed by computational fluid dynamics
software codes and each combustor is tested on a high accuracy flow bench to provide
long life and low emissions across a wide operating range. The combustor design also
allows the system to provide 100% load shed and full block load capability.
3.3.1.6 RECUPERATOR
The recuperator is an exhaust gas to air heat exchanger used to significantly improve
the electrical efficiency of the microturbine. The hot exhaust gas, after leaving the
turbine, enters the recuperator and heat transfer surfaces. Heat is transferred to the
incoming compressed air prior to going to the combustor to recover the exhaust energy
of the turbine back into usable energy in the cycle.
3.3.2 POWER ELECTRONICS

The power electronics converts the alternator output to the user desired voltage
and frequency. Throughout this manual the terms “PE” and Power Electronics will
be used interchangeably. The main components are:
Control System
Rectifier
Inverter
Integrated Battery Charger
3.3.2.1 CONTROL SYSTEM

The control system provides automatic control of the engine, rectifier, inverter and grid
protection features. The control system also has complete diagnostic capability as
outlined in other sections of this manual.
3.3.2.1.1 SYSTEM PROTECTION
The digital control system provides precise safety controls such as under and over
voltage, under and over frequency, and harmonic distortion protection.
3.3.2.1.2 ENGINE CONTROL ELECTRONICS

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TA100 MASTER GUIDE
The engine control is an integral part of the power electronics control and provides
engine start, run and stop controls and complete safety and system supervisory
functions. It contains patented logic to provide full control of the system during the
complete steady state and transient load range of the unit. It also provides safety
features such as over-speed control, high exhaust gas temperature, low oil pressure,
and high oil temperature.
3.3.2.2 RECTIFIER
The rectifier converts the high frequency alternator output to DC for input to the inverter.
3.3.2.3 INVERTER
The inverter transforms the high level DC voltage into usable AC power at 400/480 Volts
and 50/60 Hz.
3.3.2.4 INTEGRATED BATTERY CHARGER
The integrated battery charger charges the two (2) 12VDC batteries when the system is
operating. When the system is not operating a separate battery charger can be used if
the batteries are disconnected from the unit.
3.3.3 HEAT RECOVERY UNIT (Optional)
The Heat Recovery Unit (HRU) System consists of an air-to-liquid tube and fin counter
current flow heat exchanger and uses DN50 (2 inches) Type L copper tubes as the
process water supply and discharge lines. The HRU is an integral component in the
CHP unit and is managed by the control system. Sensors on the water inlet line, water
discharge line, HRU gas inlet, and HRU gas exhaust act as feedback to modulate the
damper actuator in providing precise control of the HRU operation and guard against
damage in case of abnormal conditions. The integral HRU in the TA100 CHP system
provides 180 kW of thermal energy (ISO day with 120° F inlet water temperature at 60
gpm flowrate). This system is controlled to allow the customer to operate in one of three
different modes by controlling the amount of turbine exhaust gas passing through the
heat exchanger coils of the HRU:
Maximum thermal energy (gas damper full open)
Water outlet temperature set point (automatically modulating gas damper)
Delta water temperature set point (automatically modulating gas damper)
This HRU is usable in potable water systems and can be operated with flows from 20
gpm up to 80 gpm with water pressures up to 125 psig.
CHP MODE GRID ISLAND DAMPER CONTROL

CONNECT MODE
Thermal Priority X N/A
Damper is fully open
Electrical Priority X X
The gas damper is automatically
Delta Water adjusted to try to maintain the
Temperature measured water inlet, outlet or
Setpoint external temperature control
signal. Maximum available heat
recovery will depend on the
electric output
Thermal Bypass X X Damper is locked in the bypass
position.
TABLE 3.2 HRU MODES OF OPERATION

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3.3.4 GAS BOOST COMPRESSOR (Optional)

The gas boost compressor (GBC) is an integral component in the optional low fuel
pressure unit and is totally controlled by the system control. It allows the unit to operate
with fuel inlet pressures from 1.24 kPa (5 inches H2O) up to 34.47 kPa (5 psig). If the
application is a low pressure site operating in island mode, then external power must be
provided to the GBC if unassisted "black" start capability is required
3.3.5 ENCLOSURE
The enclosure provides protection and support of the system components.
3.3.5.1 AIR INLET SYSTEM
The air inlet system in the TA100 enclosure is designed to provide air filtering, noise
reduction, and cooling flow control. The standard system has box inlets to allow
ducting from the facility to be connected directly to the unit. The optional outdoor
system has a protected cover over the inlets to prevent rain or snow from entering the
system inlets. The inlet system includes a tuned attenuation system to reduce the
acoustic signature of the unit to less than 62 dBA at 10 meters.
3.3.5.2 ENGINE EXHAUST (Optional)
The standard system has a vertical 10 inch diameter exhaust duct so ducting can be
directly connected. There are two optional weatherproof exhaust systems designed
to provide minimal flow restriction and prevent entry of rain and snow. One of these
optional exhausts is fully weatherproof without connection to any ducting. The other
is a flanged bolt up exhaust so that ducting can be installed from the facility and
carried to any location. For interface ducting design requirements please refer to
Table 4.20 "Airflow requirements".
3.3.6 AUXILIARY COMPONENTS
3.3.6.1 OIL SYSTEM
The oil system is dual purpose providing bearing lubrication and alternator cooling.
The oil system is maintenance free for the life of the engine assembly and is a proven
and robust industrial system. No oil changes are necessary for the life of the turbine.
Oil flow is provided by a positive displacement oil pump. The oil flows through an oil
to air heat exchanger for dissipating heat and then flows through a 3-micron oil filter
prior to entering the engine assembly.
3.3.6.2 FUEL SYSTEM
3.3.6.2.1 GAS FUEL SYSTEM
The gas fuel system is simplified due to the advanced engine control system. The
primary components are dual fuel shutoff valves, a fuel control valve, and a fuel
manifold, all of which are sized, computer modeled, and validation tested for use with
various fuels. Section 4.5 explains acceptable fuel types and efficiencies. See
section 4.6 for pressure and flow requirements for the various fuels used by the
TA100. For low pressure fuel integrations, the optional GBC boosts the pressure of
the fuel from inlet pressures of between 1.24 kPa (5 inches H2O) and 34.47 kPa (5
psig) up to a minimum of 80 psig. There are three valves in the fuel train, two shutoff
valves and one metering valve. CE certified units are equipped with two EN161
Class A shutoff valves. The fuel shutoff valves are normally closed and only open
during operation of the unit. The third valve is a very accurate and robust metering
valve used to precisely control the volume of fuel delivered to the turbine.
3.3.6.2.2 LIQUID FUEL SYSTEM

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The liquid fuel system is simplified due to the advanced engine control system. The
primary components are a liquid fuel pump, filters, four fuel shutoff valves, a fuel
control valve, and a fuel manifold, all of which are sized, computer modeled, and
validation tested for use with liquid fuels. Section 4.5 explains acceptable fuel types
and characteristics of the fuels. See section 4.6 for pressure and flow requirements
for the various fuels used by the TA100. The fuel pump boosts the pressure of the
fuel from inlet pressures of below 70 kPa (10 pisg) up to a minimum of 90 psig. There
are five valves in the fuel train, two purge shutoff valves, two feed shutoff valves, and
one metering valve. CE certified units are equipped with two EN161 Class A shutoff
valves. The fuel shutoff valves are all fail safe valves. The metering valve is a very
accurate and robust valve used to precisely control the volume of fuel delivered to the
turbine.
3.4 TA100 FUNCTIONAL DESCRIPTION
3.4.1 TA100 SYSTEM PID
The following Process and Instrumentation Diagram (PID) depicts the TA100 system
(Figure 3.4). This PID reflects the optional HRU and Gas Boost Compressor.
P E – E n c lo s u r e A ir
D is c h a r g e
Exhaust G as
T I5
F M /F S T I1
103
106 106
W a te r
In le t
W a te r
H e a t R e c o v e ry O u tle t
U n it
T I2 PS
106 106
B ypass
Dam per
T I4
103
CHP
S
R e c u p e r a to r
T I2 & 3 T I1
103 103
Pow er E n c lo s u r e
E le c tr o n ic s C o m p re s s o r A ir In taTku er b in e
TI A lte r n a to r
104
PS
104
TI
102
O il C o o lin g
Fan
L u b e O il T a n k
C o m b u s to r
THS
O il FCV SV2 SV1
O il H e a te r 104
T h e r m o v a lv e 101 101 101
C o m b u s tio n
A ir In ta k e
Fuel G as
O il P u m p In le t
Fuel G as
C o a le s c e r
T I1 GD1 E n c lo s u r e GD2 C o m p re s s o r
A ir In ta k e
105 105 105
F ilte r
E n c lo s u r e F a n
E n c lo s u r e A ir
In t a k e
E n c lo s u r e -
P E A ir In ta k e C o m b u s tio n A ir
In ta k e

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LEGEND
XXXZ
= SOFTWARE REGISTERED SENSORS

YYY
XXX (Type of Measurement)

PS = Pressure Switch
TI = Temperature Indication
THS = Thermostat
GD = Gas Detector
SV = Shutoff Valve
FCV = Fuel Control Valve
FM = Flow Meter
FS = Flow Switch
Z (Instrumentation Numbering Index)

1,2,3,… = Index indicating more than a single identical sensor
type in a specific system
YYY (Type of System)

101 = Fuel Gas System
102 = Air Intake System
103 = Exhaust Combustion Gas System
104 = Oil System
105 = Enclosure System
106 = Heat Recovery Water System
FIGURE 3.4 TA100 PID
3.4.2 TA100 LIQUID FUEL SYSTEM

Figure 3.5 below is a schematic describing the liquid fuel system. This fuel train is
more extensive than the gas fuel system depicted in Figure 3.4 since liquid fuels
require more intensive controls such as purge capability.
FIGURE 3.5 TA100 LIQUID FUEL SYSTEM SCHEMATIC
3.4.3 TA100 MICROTURBINE OPERATION

The TA100 Microturbine is the heart of the overall TA100 system. It is started with
two 12-volt batteries (in series) that provide the 24 volts used by the system (or
with Grid power). The battery or grid power is converted to AC power to drive the
turbine as a motor to assist in starting the turbine. The engine rotor is accelerated

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to a speed where the system introduces fuel into the combustor and lights off the
turbine. The turbine is accelerated with the use of both electrical and combustion
energy until it reaches the steady state operation speed of 68,000 rpm.
The TA100 microturbine is a single stage, single shaft turbine. It draws air into the
single stage centrifugal compressor section. The air is compressed and directed
through a diffuser into the combustion section where fuel is added and ignited.
The exhaust is directed through a nozzle and expanded through the radial turbine.
The microturbine alternator rotor spins inside the stator. The stator generates an
AC output signal. The signal is ~600 volts with a frequency of 2267 Hz. The
signal is converted from AC to DC then back to AC, 3 phase 50 or 60 Hz. As
electrical load is applied, more fuel is added to the combustor to maintain a
constant speed.
The block diagram below illustrates how a recuperated microturbine works:
FIGURE 3.6 TA100 MICROTURBINE OPERATION
3.4.4 CONTROL SYSTEM

3.4.4.1 TURBINE CONTROL LOGIC SUMMARY
The rotor speed of the TA100 is maintained by modulating the fuel flow with a very
accurate metering valve. This valve has extremely quick response characteristics to
provide:
Precise and consistent starting
Precise steady state speed control
Effective transient control of the speed during load changes.
3.4.4.2 OPTIONAL HRU (CHP) CONTROL LOGIC SUMMARY

The TA100 CHP systems have three (3) available modes for control of the HRU
operation. This control mode is set through the maintenance screen with a password to
prevent inadvertent modification of the mode. The CHP system uses a closed loop
control that moves the HRU damper assembly with the electronic actuator. Once the

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system is operating it will go into full control mode operation. The three control modes
are:
HRU exit temperature control
HRU delta temperature control
Damper position control
3.4.4.3 CONTROL SETTINGS

There are user settable functions that determine the basic operational modes of the
TA100 system. The following describes how to configure these options on the system.
There are three control modes on the TA100 system.
Local Mode
Remote Mode
Full Remote Mode
The Mode selection determines how the system accepts commands from the user. The
user can provide local commands, remote hardwired commands, and Modbus
communicated commands to the system. Refer to Section 7 for a more detail
explanation of the control modes.
NOTE: In all modes, the Emergency shutdown hardwire input is enabled.
3.4.4.3.1 LOCAL MODE

Local mode only allows command inputs entered from the control touch panel. No
remote control inputs will be allowed over the RS485 link using MODBUS. Hardwired
remote controls will be disabled in this mode. While in Local mode, system
information can still be read from the unit across the RS485 using MODBUS.
3.4.4.3.2 REMOTE MODE
There are two modes that allow remote control input using MODBUS across the
RS485 link. The Remote Mode setting allows the user to write commands to all
inputs on the system except for the remote hardwired inputs as outlined in Section 5.
In this mode the hardwired inputs for these commands will be enabled. This mode
allows a facility SCADA system to communicate with the system and read all
information but allows the use of the hardwired inputs. In addition to the Emergency
stop hardwired input, the user can also Fault Clear, provide Start Permit, select Auto
Generate mode, and request Engine Start / Stop.
3.4.4.3.3 FULL REMOTE MODE
The MCP (Full Remote) Mode setting allows the user to write commands to all inputs
on the system. In this mode the hardwired inputs are disabled. This mode also
information as well as perform all command inputs across the RS485 link using
Modbus.
3.4.5 SYSTEM START
The TA100 is enabled by moving the Power ON/OFF switch to ON and disabled by
moving the Power ON/OFF switch to OFF. The unit will not start with the Power
ON/OFF switch in the OFF position. However, the unit will continue to operate if the
switch is turned to the OFF position. The unit is started by pressing START on the

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“Operate” screen and can be stopped at any time by pressing STOP on the Operate
screen. A detailed start procedure is located in Section 7:
3.4.5.1 SYSTEM START POWER
Starting power for the engine is provided by either grid power or from two 12 VDC
batteries wired in series to provide 24 VDC. There is a user settable input switch that
determines whether the unit will use grid or battery power for starting the turbine (see
section 7.5).
3.4.5.1.1 GRID START
The TA100 system can use the grid power if the load lines are connected to the grid
to start the turbine. The system still requires batteries to power The TA100 requires
two (2) 12 Volt DC batteries that are wired in series and develop 24 VDC. Battery
specifications are in Section 4. The 24 VDC battery supply is used by the Power
electronics to motor the engine for starting if battery start power is selected.
If the unit is installed in a low pressure fuel site, contains the optional gas boost
compressor, and is in island mode then external power will be required. The TA100
will automatically switch from external to internal power when it is online and
generating
3.4.5.1.2 BATTERY START
The TA100 system is provided with a battery start system. The TA100 requires two
(2) 12 Volt DC batteries that are wired in series and develop 24 VDC. Battery
specifications are in Section 4. The 24 VDC battery supply is used by the Power
electronics to motor the engine for starting if battery start power is selected.
If the unit is installed in a low pressure fuel site, contains the optional gas boost
compressor, and is in island mode then external power will be required. The TA100
will automatically switch from external to internal power when it is online and
generating.
3.4.5.2 SYSTEM START SEQUENCE
See Table 7.1 for the system start sequence steps. These steps are fully automated
and the control is a fully adaptive control to start the unit no matter what temperature or
conditions exist.
3.4.6 SYSTEM SHUTDOWN
There are three types of system shutdowns. Two types are user initiated. The third is an
automatic system shutdown commanded by the control system due to a system fault.
3.4.6.1 NORMAL SHUTDOWN
A user-initiated normal shutdown is commanded from the control panel on the front of
the TA100 in local mode or from Modbus communication while in remote mode. All
shutdowns should be of this type unless concern exists for system failure or
personnel safety. A Normal shutdown should be preceded by facility unloading of the
system while operating in Island mode. If a shutdown is requested while operating in
Grid mode, the unit will automatically ramp down to No load, stabilize, and then
shutdown. For a complete description of shutdown procedures, see the Section 7.
3.4.6.2 EMERGENCY SHUTDOWN
A user-initiated emergency shutdown can be performed by pushing the emergency
stop (ESTOP) button (located on the front panel of the TA100) regardless of whether
the system is in remote or local mode. Opening the remote hardwired emergency
stop contact can also perform an emergency shutdown. An emergency stop differs
from a normal shutdown only in that an engine / exhaust system purge will not be
performed. Pull the Emergency Stop Button to reset. Use the emergency stop button

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only in the event of an actual emergency and DO NOT restart the TA100 until the
trouble has been diagnosed and resolved.
3.4.6.3 SYSTEM COMMANDED SHUTDOWN
The TA100 system has complete diagnostic and failure detection resident in the
control system. When this system detects any fault or failure of the unit that is
determined to require a shutdown, the unit will shutdown in either normal or
emergency mode, depending upon the type of fault.
3.5 DIAGNOSTICS
The TA100 is designed to function without intervention for long periods of time
between maintenance and also has embedded diagnostics and failure detection
features in the control system. The faults generated during failure allow the user
to trace the root cause of the failure on the system. The included diagnostic tree
in Section 9 has information to allow high-level diagnostics to be performed on the
system. When the diagnostics become too involved for onsite evaluation or too
detailed, the tree directs the technician to contact Capstone engineering for
assistance in resolving the situation.
3.6 REMOTE MONITORING
Remote monitoring data can be accessed through an RS485 port, using MODBUS
protocol. This is the only communication protocol available to users. By using this
RS485 port the TA100 can also be controlled at a remote location.
3.7 ELECTRICAL OUTPUT
This section describes the aspects and capabilities of the TA100 system electrical
output. The facility supply voltage / frequency must be defined at the time of order
to provide the correct settings and commissioning information.
3.7.1 FREQUENCY
Frequency refers to number of times an AC electrical signal alternates between a
negative potential and a positive potential during one second and is expressed in
Hertz (Hz). Almost all domestic electricity in the world is provided at 50 or 60 Hz.
In the US, all electricity is provided at 60 Hz. In the UK they use 50 Hz and in
Japan they use 50 or 60 Hz depending on the region. Appliances are usually
manufactured to use either 50 or 60 Hz but not both. The TA100 system has field
settable capability for selection of either 50 or 60 Hz on the unit.
3.7.2 FREQUENCY
The output voltage on the TA100 system is field settable and can be operate at
400 V or 480 V settings. When operating in Grid mode the voltage will
automatically be set by the grid waveform and the unit will drive current into that
voltage waveform.
3.7.3 POWER FACTOR
Power factor quantifies the efficiency of an end users load and is determined by
the type of load the end user has. The power factor is determined by the phase
mismatch of the voltage and current waveforms of the generated power. In island
mode applications the load will determine the power factor that is produced by the

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TA100 and this can be as low as 0.6 with some straight inductive loads. In grid
applications since the grid appears as an infinitely large load, the power factor
should be extremely close to 1.0. The load (anything that uses electricity) of an
end user can be described in three basic forms; resistive, inductive or capacitive.
Resistive – electric heater – power factor essentially 1.0

Inductive – motor – power factors down to 0.6
Capacitive – lighting ballast – power factors down to 0.8
The TA100 system will automatically provide the correct power factor for the load
as long as the power demand is within the capability of the system. The system
can also drive “VARS” onto the grid to support tips of grids. This is field settable
and allows the customer to set a specific power factor when generating onto the
grid.
3.7.4 POWER
The maximum net output power of the TA100 system is 105 kW. The formula for
determining the power output of the system is voltage times the square root of the
number of phases () times the current times the power factor (PF).
Example: 480 volts X √ 3 X 126 Amps X 1.0 PF = 104.7 kW
3.8 ENVIRONMENTAL AND DUCTING EFFECTS

Environmental effects on the unit are driven by ambient temperatures and also by
ducting losses when the unit has the inlet or exhaust ducted. These effects will
reduce the output of the system due to the higher losses from ducting or normal
turbine limitations (derate). Refer to Section 4-Application Engineering for the
derate levels.
NOTE: Derate data should be used as reference in predicting the unit

performance. This data is not guaranteed performance.

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SECTION 3 LIST OF FIGURES

FIGURE 3.1 TA100 LEFT SIDE VIEW ........................................................................... 14
FIGURE 3.2 TA100 SYSTEM MAJOR COMPONENTS (WITH OPTIONAL HRU AND GBC) 15
FIGURE 3.3 TA100 SYSTEM ........................................................................................ 16
FIGURE 3.4 TA100 PID ................................................................................................. 21
FIGURE 3.5 TA100 LIQUID FUEL SYSTEM SCHEMATIC ............................................ 21
FIGURE 3.6 TA100 MICROTURBINE OPERATION ..................................................... 22
SECTION 3 LIST OF TABLES

TABLE 3.1 PHYSICAL DIMENSIONS ........................................................................... 13
TABLE 3.2 HRU MODES OF OPERATION ................................................................... 18

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SECTION 3 GLOSSARY
Term Definition
AC Alternating current
Bar SI unit of pressure (absolute)
Barg SI unit of pressure (Gauge)
BMS Building Management System
CCL Climate Change Levy
CHP Combined heat and power
Cogeneration (CG) Alternate name for Combined Heat and Power Systems
Combustor Burner for air and fuel within turbine
Compressor Compressor wheel
DC Direct current
EGT Exhaust gas temperature (Turbine exit/ recuperator inlet)
GBC Gas Boost Compressor
Grid High voltage utility supply
HMI Human – Machine Interface as in touch panel display
HRU Heat Recovery Unit
IGBT Insulated gate bipolar transistor
I/O Input/Output
KVA Kilovolt Amps (unit of power)
KW Kilowatt
PMG Permanent Magnet Generator
Ratio of real power (kW) to apparent power (kVA) in an AC

Power Factor (PF) Circuit. kVA x pf = kW The cosine of the angle of displacement between
voltage and current sine waves (range from 0-1.00)
Recuperator Fixed surface heat exchanger
The matching of output voltage, frequency and phase angle of a generator

Synchronizing
set to the output of another generator set or other source of electrical power.
END OF SECTION

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4 APPLICATION ENGINEERING
4.1 SYSTEM CHARACTERISTICS SUMMARY
This section summarizes the basic capabilities and characteristics of the TA100
system. The main features of the TA100 are depicted in Table 4.1 below. The
Performance capabilities of the system are shown in Table 4.2. Standard
capabilities of the TA100 include:
Remote Interface
Parallel Ready
Battery Charger
Digital Controller display
Integral Grid Protection
Compliant with IEEE1547 and UL1741
Options on the TA100 system include:

Integral Gas Boost Compressor (GBC)
Integral Heat Recovery Unit (HRU)
Optional Outdoor kit (NEMA 3R, IP44)
CE (MD or GAD) Compliance
UL2200 Listed
Dual Mode Switching
RATED POWER OUTPUT

Electrical 105 kW @0.8 PF, 59F/15C, Sea Level
Thermal (with optional HRU) 180 kW / 614,000 Btu/hr
Noise Level <62 dBA @ 10 meters, <75 dBA @ 1 meter

Voltage Output 400 / 480 VAC
Amps 200 Max
Frequency 50 / 60 Hz
Output Circuit 4 wire
Operating Mode Island or Grid Connect
TABLE 4.1 TA100 MAIN FEATURES
ELECTRICAL OUTPUT
Output 105 kW Net

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Max Block Loading 100%
Minimum Continuous Load 0 kW
Efficiency 30% + 2 LHV
FUEL CONSUMPTION
(ISO Rated Power)
- 21 SCFM (36 NM3/hr) @ 940 Btu/SCF LHV
Natural Gas - 350 kW @ 1,195,000 Btu/hr LHV
Heat Rate 11,950 Btu/kWH
THERMAL OUTPUT
(Optional Water HRU)
Output 180 kW / 614,000 Btu/hr
Rated water outlet temp 140 F (60 C)
Rated flow 60 gpm (3.8 l/s)
Total system efficiency > 80%
FUEL OPTIONS - Coal bed methane

- Digester gas
- LPG
- Landfill gas
- Diesel
- Bio Diesel
- Kerosene based
- Naptha
TABLE 4.2 TA100 PERFORMANCE CAPABILITIES
Power Net Efficiency Fuel burn Fuel burn

PWE EOVE WFT WFT
(kW) kW BTU/hr
25.00 10.7% 233.6 797742
50.00 19.4% 257.7 880043
75.00 25.6% 293.0 1000593
TABLE 4.3 TA100 PART POWER PERFORMANCE CAPABILITIES
4.2 INSTALLATION ANALYSIS

4.2.1 COGENERATION
Cogeneration (sometimes referred to as CHP) is the simultaneous generation of
electrical and thermal energy where both forms of energy are put to productive

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use. The addition of cogeneration capability to generating facilities and industries
that produce large amounts of heat energy helps ensure that waste heat (usually
in the form of steam or hot water) is used efficiently for heating, industrial use,
agriculture or conversion into electricity.
Nuclear energy plants, for example, produce enormous quantities of heated water
as a byproduct of creating steam to drive generator turbines, and prior to efficient
cogeneration this heat was expelled from the plant into local reservoirs and
habitats. Often, this hot water is cycled through housing or industrial facilities in
the surrounding area as a source of heat, or applied to agricultural purposes.
Some cogeneration systems produce cold water, not hot water, and the cold water
is used to supplement or replace cooling systems in areas where cooling is
desirable.
In the US, when a facility cogenerates a given quantity or type of usable energy,
the producer of that energy may become entitled to special benefits under the
Public Utility Regulatory Policies Act (PURPA) of 1978. These benefits include the
right to produce energy from cogeneration whether this energy is needed or not (a
right not guaranteed in other circumstances), and possibly the right to sell
cogenerated energy at favorable avoided-cost prices to utilities. To further
stimulate cogeneration, utilities may even be forced to purchase that energy at this
favorable price under the terms of PURPA.
There are two main types of cogeneration concepts: “Topping Cycle” plants and
“Bottoming Cycle” plants.
Topping Cycle
A topping cycle cogeneration plant generates electricity as its main energy
product. Facilities that operate a topping cycle produce the electricity for their own
use and may sell any excess power to a utility. That is, if they are a qualifying
facility (QF) as recognized by the Federal Energy Regulatory Commission (FERC).
Microturbine cogeneration is considered a topping cycle.
Bottoming Cycle
A bottoming cycle plant generates heat first in a furnace or a boiler. These
facilities are typically heavy industries such as glass or metals manufacturing
where very high temperature furnaces are used. The excess heat is used to
generate steam that is then used to operate a steam turbine that generates
electricity. The plant may sell any excess power to a utility, provided they are a
QF. Bottoming cycle plants are much less common than topping cycle plants.
4.2.2 UTILITY CHARGES

4.2.2.1 ELECTRIC UTILITY CHARGES
This section explains the charges and how they are defined for electrical use from
a utility. In addition to the usage and demand charges explained below there are

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usually charges for state, federal and local taxes, CTC or exit fees, and in some
cases fuel adjustment charges to account for seasonal increases in fuel costs.
4.2.2.1.1 ELECTRIC USAGE CHARGES
Typical electricity usage is measured in kWh (kilowatt hour) units. For example, if a
customer uses 1 kW for one hour then the customer has used 1 kWh. If the customer
uses 1 kW for the full 24 hours in one day then the customer has used 24 kWh. Most
customers do not use the same amount of electricity throughout the whole day. Figure
4.1 below shows a typical industrial profile.
160
140
120
100
80
60
40
20
0
22 23 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
FIGURE 4.1 TYPICAL INDUSTRIAL FACILITY ELECTRICAL USAGE CHART
The profile in Figure 4.1 depicts a factory that begins work at 6 AM operating two shifts
until midnight. The drop in usage at 3PM indicates that the second shift is a smaller
force than first shift. This customer’s usage is 98.75 kW per hour for a total of 2,370
kWh per day. At $0.08 per kWh this equates to $189.60 per day of an average of
$5706.96 per month. This is the usage charge that every customer sees.
The $0.08 per kWh used above is really an average cost per day. Most utilities have
three rates during a 24 hour period:
 Off Peak – Is usually at night when few people use electricity.

 On Peak – Is during the period when the most electricity is being used, mid-day.
 Mid Peak – Is in the evening or mid to late morning.
Example: If your utility charged the rates below, then your average cost would be $0.08
per kWh.
 Off Peak – $0.04 per kWh

 On Peak – $0.12 per kWh
 Mid Peak – $0.08 per kWh
For a thorough site analysis, one should obtain the actual tariff rate structure for the site
utility provider.

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4.2.2.1.2 ELECTRIC DEMAND CHARGES
The usage charge is based on actual usage and in the above charts is averaged out
over one-hour periods. In reality, at some points in the day, the customer’s peak
demand shoots up to a level well above his average usage. This peak can be 3 to 5
times higher than any average the customer has during his billing cycle. The cause for
these extreme peaks is typically motor starting loads from different machines used in the
business.
Most large use customers are charged a demand charge. The demand charge is a flat
rate per kW. The rate can easily be up to $30 (or more) per kW depending on the
market. The number of kW’s is determined by the peak kW usage at any given time
during a certain period. In some markets the kW peak is determined once a year and in
other markets it is determined each billing cycle. Figure 4.2 below shows the peak
demand for a given facility through the year at $11 per kW.
Demand Charges
350 $3,500
300 $3,000
250 $2,500
200 $2,000
Cost
kW
150 $1,500
100 $1,000
50 $500
0 $-
em r
ne
Fe ary
il
O ber
t e st
M y
Au ly
em r
r
ay
ch
e
ec be
be
pr
r
ep gu
Ju
N t ob
ua
Ju
M
ar
nu
m
br
c
Ja
ov
D
S
FIGURE 4.2 DEMAND CHARGE CHART
If we assume that the above chart depicts the same factory charted in Figure 4.1 then
the bill for January is $5,706.96 plus $3,300 for a total of $9,006.96. Obviously, each
site analysis would require a detailed understanding of the specific tariff structure for the
site utility provider.
4.2.2.2 FUEL UTILITY CHARGES
Natural Gas (NG) is the fuel of choice for many applications since it is relatively
inexpensive and produces very low levels of emissions. Natural gas is sold at five
different price levels; Residential, Commercial, Industrial, Vehicle and Electric Utility.
Fuel for a genset would fall into the Commercial or Industrial category depending on how
the customer is classified by his natural gas provider.
Gas prices are quoted in therms and MMBtu. A therm is equal to 100,000 Btu. An
MMBtu is equal to 1,000,000 Btu. In almost every case the prices are quoted at the
higher heating value (HHV).

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Higher heating values for a fuel include the full energy content as defined by bringing all
products of combustion to 77° F (25° C). Natural gas typically is delivered by the local
gas company with values of 1,000 - 1,050 Btu per cubic foot on this HHV basis.
Manufacturers typically rate their engines using lower heating values (LHV) since the
exhaust is never taken to the lower exhaust temperatures of HHV assessments. Lower
heating values neglect the energy in the water vapor formed by the combustion of
hydrogen in the fuel. This water vapor typically represents about 10% of the energy
content. Therefore, the lower heating values for natural gas are typically 900 - 950 Btu
per cubic foot. The TA100 system LHV reference is 940 Btu/SCFM.
4.2.3 EVALUATION OF A POTENTIAL SALES PROJECT
Any possible sales project needs to be evaluated on both the electrical need of the
project as well as the thermal need of the site. An economic analysis is required
for each microturbine installation. The key factors to consider in the analysis are:
Fuel costs (variable)

Maintenance costs (variable)
Capital cost (fixed)
Finance cost (fixed)
Local electricity costs
Benefits of cogeneration
Government subsidies or grants
The total costs of running a microturbine should be expressed in terms of $/kW-

hours. This can be compared to the local electrical tariff rate to determine
economic viability of a project. Any cogeneration should be expressed in terms of
kW/hour if the thermal load is currently supported by electricity.
Cogeneration end users are typically looking for a 2 to 3 year payback periods on
a microturbine purchase. By adding a cogeneration aspect to the project
additional economics can be realized. In most cases the economics of a
microturbine are only realized when the thermal energy is used. In Europe, non-
cogeneration installations are almost never considered, unless the fuel is free.
Energy is expensive in Europe and most other places in the world. An exception
is France, where a large majority of the electricity is generated from nuclear
energy.
What electricity cost per kW hour makes an installation of a microturbine

attractive? There are no set $/kW level that will determine if a microturbine project
is attractive. One needs to compare fuel and electricity costs. When compared on
an equal basis the difference between electricity costs and fuel costs is called the
‘spark spread.’ A positive spark spread occurs when electricity is higher in cost
per unit than fuel. The higher the spark spread the more attractive it is,
economically speaking, to install a microturbine.
The application engineer must do a very detailed analysis of the site and take into
account the specific tariff structure of the local utility as well as other specific local

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government subsidies or grants. There are many recent changes to government
support of “green” applications so a current understanding and analysis of the site
and government system is required.
4.3 SELECTED APPLICATIONS
Provided are a few selected applications of the Capstone TA100 Microturbine.
Every application is different and has to be evaluated on its own merit. Some of
the key target market applications are:
Prime Power, VARS generation, and Demand Control

Hotels
Hospital / Nursing Homes / Casinos
Sports Complex
Colleges / Schools / Education Facilities
Food Services / Food Processes
Small to Medium Industries / Factories
Greenhouses
Waste Gas
Landfills / Bio Gas
Digesters
Flare Gas
Gas Production Facilities
Offshore Oil / Gas platforms
Coal Bed Methane
4.3.1 Aerospace Company

The Aerospace Company installation consists of four microturbines with hot
water heat exchangers in a combined heat and power application. The units are
connected in utility parallel and the electricity is used to base load the facility. The
thermal output is used to base load the hot water system in the facility. The duty
cycle for the installation is 16 hours per day, 5 days per week.
4.3.2 Landfill Gas

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This installation consists of four TA100 Low Btu systems that are monogen
packages. They start and run from the filtered straight fed landfill gas that is on
the order of 50% of the energy content of standard line natural gas. This site has
is in Germany and has seen very cold winters and fairly warm summers. The
systems have demonstrated the significant benefit of the TA100 in this type of
installation in that it is
able to easily run on
fuel that varies in
energy content
(within a fairly wide
range) automatically
without any
intervention. This
site is connected to
the grid and drives
power onto the grid.
It was installed with
the assistance of
European
government special
subsidized rates for
power generation by
microturbines using
landfill gas for fuel.
4.3.3 Office Building Primary Electrical and Thermal Power

Office Power This site is in Manhattan on a mechanical offset of a building. It
includes 8 TA100 units providing primary power both electrical and thermal to a
large office building. The systems are configured to operate in grid tie in standard
operation but are also able to mode switch and operate in island mode if grid loss
occurs.

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4.3.4 Luxury Resort Primary Electrical and Thermal Power

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This site was designed to use 15 TA100 systems as the primary power systems
for a luxury resort complex. The systems were installed on top of the mechanical
building (as seen below) and included the optional low noise inlet system. These
units operate off the grid in island mode and run in parallel supporting any loads at
the site. This installation is designed to be a remote power generating station
where the only infrastructure was the fuel line for the natural gas to site and the
local bus structure to carry the power to the local loads.
4.3.5 District Heating Project for Institutional Campus

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This installation consists of
15 TA100 microturbines with
hot water heat exchangers
located in South Eastern
United States. The campus
currently gets its electric
power from the local utility.
The demand charges are
quite high. There is a central
heating steam plant that
provides high-pressure high
temperature water to the
various buildings around the
campus (housing, kitchen,
laundry, etc). Some of the buildings have chilled water systems and ice storage
systems. Many historical efforts have been centered on reducing the base peak
electric demand. There is one electric meter for the campus and the peak demand
is in the 8 to 9 MW range. The microturbines provide electric power (reducing
peak demand) and capture the thermal energy for providing hot water to the
housing facilities. The total installation is 1.5 MW of microturbines providing
33,000 gallons of hot water in a district heating fashion.
4.3.6 Offshore Platforms

Capstone has developed a Hazardous Area Package (HAP) that is certified
according to the NFPA 496 Standard to meet Class 1 Division 2 requirements with
Type Z pressurization. These standards refer to products operating in hazardous
(classified) locations with
potentially “explosive
atmospheres”. Where there are
flammable gases in the air, an
explosion may be ignited by
casual spark or heat. Capstone
has sold a number of units to
be used on oil and well-head
gas platforms. In these
applications safety and
reliability are the most important
consideration. The selection of
Capstone as a supplier for the
platforms can be directly
attributed to the Capstone
design and safety standards.

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4.4 TA100 SPECIFICATION

4.4.1 CODES AND DESIGN STANDARDS
Review all applicable codes and regulations prior to selecting and preparing a site
to install the TA100 system. This review will ensure the site meets or exceeds all
legal requirements and safety standards.
4.4.1.1 EUROPEAN UNION (EU) DESIGN STANDARDS
The TA100 system can be supplied in a fully CE GAD compliant version for the CHP unit
with the optional HRU. This version is fully CE compliant under the following European
Commission Standards. If the unit is supplied as a Monogen CE unit (standard unit), it
complies with all the directives except the GAD since the GAD only pertains to CHP
systems.
Gas Appliance Directive GAD, 90/396/EEC

Low Voltage Directive LVD, 73/23/EC
Electromagnetic Compatibility
EMC-D, 89/336/EEC
Directive
Machinery Directive MD, 98/37/EC
Pressure Equipment Directive PED, 97/23/EC
Explosive Atmospheres Directive ATEX-D, 94/9/EC
TABLE 4.4 EUROPEAN DIRECTIVES
4.4.1.2 NORTH AMERICAN DESIGN STANDARDS
The TA100 system can be supplied in a fully UL listed version. This version is listed by
Intertek as UL2200 listed. This includes the requirement for the power inverter to be
fully compliant with UL1741.
4.4.1.3 OTHER DESIGN STANDARDS
The TA100 system also complies with the following design standards
Utility Interface IEEE std 929

Power Inverters IEEE std 519
Distributed Power Interconnection IEEE 1547
Gas Turbines NFPA 47
TABLE 4.5 DESIGN STANDARDS
4.4.2 POWER ELECTRONICS

4.4.2.1 BASIC ELECTRICAL SPECIFICATIONS
4.4.2.1.1 SYSTEM NET POWER OUTPUT
105 kW Maximum
4.4.2.1.2 SYSTEM NET CURRENT OUTPUT
200 A RMS per phase
200 A RMS neutral
4.4.2.1.3 VOLTAGE OUTPUT
380 / 400 / 440 / 480 VAC (LL RMS)
Accuracy Utility tie (Current) mode =10%
Accuracy Island (Voltage) mode = 2%

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Island (Voltage) Parallel mode = 5% (load sharing)
Voltage level field selectable
4.4.2.1.4 FREQUENCY OUTPUT
50 Hz / 60 Hz (field selectable)
Island (Voltage) mode
Accuracy < 0.7 Hz (50Hz)
Accuracy < 0.5 Hz (60Hz)
4.4.2.1.5 CONFIGURATION
3 phase 4 wire (3p4w) standard configuration
Field configurable to operate as 3 phase 3 wire (3p3w) operation mode
4.4.2.1.6 POWER FACTOR
Utility tie (Current) mode adjustable from 0.8 to 1.0
Island (Voltage) mode allowable operation from 0.8 to 1.0
4.4.2.1.7 VOLTAGE THD (ISLAND/VOLTAGE MODE)
< 3%
4.4.2.1.8 CURRENT THD (GRID/UTILITY MODE)
< 5% (between 66% and 100% rated load)
4.4.2.1.9 GRID SYNCHRONIZATION
The inverter will synchronize with the grid without causing a voltage fluctuation at the
PCC (point of common coupling) greater than 5% of nominal voltage. The inverter will
not energize the grid unless the voltage and frequency are in the nominal range.
4.4.2.1.10 Flicker
The inverter will not create objectionable flicker for other utility customers
4.4.2.1.11 Overload Current
300% instantaneous
150% of rated current for 5 seconds
4.4.2.1.12 Battery and Battery Charging System
Converter utilizes a 24 volt battery system.
Battery is charged by turbine-generated power when the engine is at rated speed.
Battery is charged by utility power when the system is not operating.
4.4.2.1.13 Engine Start
The PE will drive the alternator / motor to start the engine with either grid power or
battery power.
4.4.2.1.14 Parallel Operation
Units are configurable for parallel operation up to 20 units in voltage island mode.
Units will maintain load output balance between units at + 1.5%.
The array of units is able to absorb a step load of 80% or rated array output capability
(i.e. 4 units must be able to absorb a step load of 336 kW).
4.4.2.1.15 Load Following Function
With optional extra current transducers the system can adjust the output power to a
pre-defined amount of power. This allows the system to operate in a typical “No
Export” mode at an installation.
4.4.2.1.16 Grid Protection System (Utility Tie Mode)

The inverter system will respond to abnormal voltages and after a maximum trip time
cease to energize the utility. (No current). The voltage set points and trip times are
field adjustable by authorized personnel. The inverter will remain connected to the

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utility to sense voltage conditions for re-starting power to utility. Table 4.6 lists the trip
levels and times for each trip protection. This table indicates two different levels for
each main voltage (480V and 400V) to indicate the differences whether there is
another grid protection device in the circuit or not.
480V 400V
With W/O With W/O

Field Parameter Name Description Units protect protect protect protect
relay relay relay relay
S26 outUnderVolt1Set Voltage RMS Low2 level V 240 240 200 200
S119 Under Voltage 1 Time Voltage RMS Low2 Fault time Sec 1 0.1 1 0.1
S28 outUnderVolt2Set Voltage RMS Low3 level V 384 408 320 340
S29 outUnderVoltTimeSet Voltage RMS Low3 Fault time Sec 2 0.5 2 0.5
S27 outOverVolt2Set Voltage RMS High1 level V 576 552 480 460
S29 outOverVoltTimeSet Voltage RMS High1 Fault time Sec 2 0.5 2 0.5
S25 outOverVolt1Set Voltage RMS High2 level V 624 576 520 480
S118 Over Voltage 1 Time Voltage RMS High2 Fault time Sec 1 0.1 1 0.1
S30 outOverFreqSet Frequency High Delta Hz 2.5 0.5 2.5 0.5
S32 outFreqTimeSet Frequency High Fault time Sec 2.5 0.1 2.5 0.1
S31 outUnderFreqSet Frequency Low 1 Delta Hz 3 1 3 1
S121 Under Frequency1 Delay Frequency Low 1 Fault time Sec 300 0.5 300 0.5
S120 Under Frequency2 Frequency Low 2 Delta Hz 5 3 5 3
S122 Under Frequency2 Delay Frequency Low 2 Fault time Sec 2 0.1 2 0.1
S33 outDcCurrLevelSet DC Current Limit (amps) % 0.5 0.5 0.5 0.5
S34 outDcCurrTimeSet DC Current Limit Fault time Sec 0.3 0.3 0.3 0.3
S37 gridLossPaDegSet Anti-Islanding detection deg 10 1 10 1
S36 gridLossPaTimeSet sec 0.5 0.2 0.5 0.2
S39 gridLossAcFreqSet Hz 2 2 2 2
S38 gridLossAcTimeSet sec 2 0.5 2 0.5
S110 setFunction1Set 16795 16895 16795 16895
(disables
S26,S119,S25,S118,S37,S3
6,S39,S38 if set to 16795)
TABLE 4.6 GRID PROTECTION SETTINGS
4.4.2.1.17 Dual Mode Operation

The PE can be set as Dual Mode Operation Mode. In this mode, the unit is connected
to the utility grid driving current into the grid. If a utility failure is detected, the unit will
self-disconnect from the grid, stop generation, and wait for an external command. If
the external command requests the unit to generate again, the unit will switch to
voltage island mode and generate power again. If no external command is received

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(within the programmed time period), the unit shut down. This mode transfer time is a
minimum of 2 seconds depending upon how many units are in the array.
4.4.2.1.18 Input/Output Capability - Communication
1 - Communication port RS232
1 - Communication port RS485
4.4.2.1.19 Analog Inputs to System Controller
7 - 4 to 20 mA input
10 - Thermistor inputs
6 - Thermocouple inputs
2 - Voltage inputs
4.4.2.1.20 Analog Outputs from System Controller
3 - 4 to 20 mA outputs
1 - 0 to 600 mA output
4.4.2.1.21 Digital Inputs to System Controller
30 – Dry contact inputs
4.4.2.1.22 Digital Output from System Controller
20 - Dry contact outputs
7 - Open collector outputs
4.4.2.1.23 Safety Control Board
The power electronics system contains a separate safety control board to satisfy both
North American and European Union certifications. This device is a totally
independent processor with independent sensors to act as a full backup safety
controller.
4.4.2.1.24 Storage Conditions
Temperature range from -40° C (-40° F) up to 70° C (158° F)
Humidity from 0 to 95%, no condensation is allowed.
4.4.2.1.25 Operating Conditions
Temperature range from -30° C (-20° F) up to 50° C (122° F)
(operation from 40° C to 50° C with power derate).
Humidity from 0 to 95%, no condensation is allowed.
4.4.2.1.26 Software Remote Control
The system can be controlled via MODBUS communication protocol across the
RS485 channel. The remote control function capabilities across this link are:
 Start turbine
 Start generating power
 Stop generating power
 Stop turbine (shut-down)
 Power control command (utility mode only).
 Mode change between voltage island mode and utility-tie current mode when
engine speed is zero.
 Mode change between voltage island mode and utility-tie current mode while
engine remains running. PE shall “stop generate”, “change mode”, “generate
again in the other mode”.
4.4.2.1.27 Remote Monitoring
Remote monitoring shall be carried via RS485 MODBUS. The system controller also
provides “dry contact” status signals to indicate “READY, START, RUNNING, and
GENERATING” system status.

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4.4.2.1.28 Hardware Remote Control.
System controller is able to respond to hardwire “dry contact” control signals for the
following functions:
 Start turbine
 Start generating power
 Stop generating power
 Stop turbine (shut-down)
4.4.2.1.29 System controller authority
The power electronics also incorporates controllers to enable the accurate and
complete control of not only the power inverter but also the following:
 Turbine
 Oil pump
 Liquid fuel pump
 HRU damper (optional)
 Gas Boost Compressor (optional)
4.5 FUEL TYPE CAPABLILITIES
The following section describes the properties and contaminants allowed in the
fuels that have been established and validated as usable with the TA100 system.
Before any project is substantially defined, a fuel sample analysis or the exact
characteristics and contaminants of the fuel should be provided to Capstone
engineering. If the fuel is within the bounds of the requirements described below
no further action will be required. If the fuel is found to not be within the
requirements below, then an engineering analysis will have to be completed and a
plan to validate the fuel would have to be completed before use in the TA100
would be allowed.
4.5.1 General Gaseous Fuel requirements
Table 4.7 below indicates the maximum and the minimum levels of constituents for
Carbon based gaseous fuels (HEC, NEC, and REC fuels). Table 4.8 provides
requirements for contaminant levels of all gaseous fuels. All gaseous fuels shall
require the supply facility to absolutely verify the fuel at the engine fuel system is
gaseous. This may be accomplished by providing an inline or wrap heater on the
fuel supply line to the unit to keep the fuel temperature above the vapor point. If
purchased with the optional cold weather kit, the TA100 will include fuel system
wrap heaters. Fuel composition shall be such that the gas fuel supply temperature
must be at least 10° F (5.6° C) above the dew point of the fuel at maximum engine
supply pressure.
Constituent Maximum allowable Minimum

(% volume) Allowable
(% volume)
Combustible Gases 100 40
Acetylene 5 0
Carbon Dioxide 50 0
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TA100 MASTER GUIDE
Nitrogen 50 0
Carbon Monoxide 5 0
Hydrogen 5 0
Oxygen 10 0
Water Vapor 5 0
TABLE 4.7 CARBON BASED FUEL CONSTITUENT REQUIREMENTS
Contaminant Units Maximum Minimum

allowable Allowable
Lubricating Oil ppm mass 3 0

Particulate Size < 10 0
microns
Chlorine ppm mass 1,500 0
Sodium / Potassium ppm mass 0.51 0
Vanadium ppm mass 0.5 0
Calcium ppm mass 0.5 0
Lead ppm mass 0.5 0
Siloxanes ppb volume 5 0
TABLE 4.8 GASEOUS FUELS CONTAMINANT LIMITS
4.5.1.1 High Energy Carbon based (HEC) Fuels

HEC fuels consist of mixtures of methane (CH4), ethane (C2H6), propane (C3H8),
and butanes (C4H10). These fuels contain more of the constituents other than
methane relative to Natural gas, which drives the energy content higher than
typical Natural gas levels. These fuels consist mainly of Propane and LPG but can
be mixed fuels as well. Table 4.9 below indicates typical fuel properties for the
different fuels in this segment. The use of propane can be from a gaseous supply
or expansion off a liquid supply to obtain a gaseous flow.
Fuel Calorific Value Specific Gravity Wobbe Index

(HHV) Relative to Air (HHV)
KJ/m3 (Btu/ft3) (101 kPaa @ 15° KJ/m3 (Btu/ft3)
C)
High BTU 44,570 to 99,225 0.70 to 1.52
53,270 to 80,480
mixtures (1,195 to 2,665) (1,430 to 2,160)
Propane 99,225 1.52 80,480
(2,665) (2,160)
LPG 99,225 to 128,445 1.52 to 2.01 80,480 to 90,600
(2,665 to 3,450) (2,160 to 2,430)
TABLE 4.9 HEC FUELS PROPERTIES

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4.5.1.2 Nominal Energy Carbon based (NEC) fuels
NEC fuels consist of methane (CH4) and other constituents, where Methane is the
most significant. The methane content of these fuels will be between 85% and
100% methane (% by volume). Table 4.10 below indicates typical fuel properties
for the fuels in this segment.

KJ/m3 (Btu/ft3) (101 kPaa @ 15° C) KJ/m3 (Btu/ft3)
Natural Gas 36,365 to 44,570 0.56 to 0.70 48,595 to 53,270
(976 to 1,195) (1,300 to 1,430)
TABLE 4.10 NEC FUEL PROPERTIES
4.5.1.3 Reduced Energy Carbon based (REC) fuels
REC fuels can come from a variety of sources and the fuel constituents and
properties shall be verified before the microturbine system is operated with the
fuel. The REC system configuration will be required if the fuels are in this
classification. Table 4.11 below indicates typical fuel properties for some different
fuels in this segment.

KJ/m3 (Btu/ft3) (101 kPaa @ 15° KJ/m3 (Btu/ft3)
C)
Pyrolizer Gas 31,825 to 38,650 0.85 to 1.00
34,520 to 38,650
70% to 85% (855 to 1035) (925 to 1,035)
Digester Gas 27,210 to 36,280 0.85 to 1.00 29,510 to 36,280
60% to 80% (730 to 975) (790 to 975)
Landfill Gas 18,140 to 27,210 0.85 to 1.00 19,675 to 27,210
40% to 60% (485 to 730) (525 to 730)
TABLE 4.11 REC FUEL PROPERTIES
4.5.1.4 Sour Gas fuels

Gaseous fuels are considered ‘Sour Gas’ fuels when there exists a level of Sulfur
content in the fuel. This primarily is from Hydrogen Sulfide (H2S) but can also be
driven by odorants. Levels of (H2S) above 100 ppmv (0.010%) or total Sulfur
above 110 ppmv (0.011%) will be classified as Sour Gas and will require a special
fuel system configuration. Levels between 1000 ppmv (0.100%) and 50,000 ppmv
(5.0%) shall not be used in any system unless special fuel cleaning is performed
previous to use in the microturbine system. Levels between 75,000 ppmv (7.5%)
and 50,000 ppmv (5.0 %) will require external cleaning systems and will exhibit
reduced life due to increased corrosion of systems.
4.5.2 General Liquid Fuel requirements
Table 4.12 and 4.13 below indicate the maximum and the minimum levels of fuel
properties and contaminants in general for liquid fuels. Table 4.14 below indicates
typical fuel properties for the different fuels in this segment. Care should be taken

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to verify that the fuel is kept above the cloud point of the fuel with a reasonable
margin. If this is not done the fuel can drop out waxy solids that will clog both the
filtration and the fuel control valves and cause failures and possible hardware
damage to the unit. Considering this situation it will typically be required to add
cloud point additives as well as stabilizing additives to the fuels to prevent both
clouding of the fuel as well as water absorption that can start microbial growth in
the fuel.
Property Units Maximum Minimum

allowable Allowable
Viscosity Centistokes 14 1
Specific Gravity @ 20° C 0.95 0.75
Cloud Point ° C (° F) –10 (14)
Pour Point ° C (° F) –10 (14)
Flash Point ° C (° F) 66 (150) 50 (122)
Calorific Value MJ/kg (Btu/lbm) 46.5 (20,000) 34.9 (15,000)
Vapor Pressure Kpaa (Psia) @ 49° C 20.67 (3) 0
TABLE 4.12 LIQUID FUEL CONSTITUENT REQUIREMENTS
Contaminant Units Maximum Minimum

allowable Allowable
Free Water (@20° C) % mass 0.05 0

Particulate Size microns <2 0
Ash ppm mass 100 0
Fluorine ppm mass 150 0
Chlorine ppm mass 1,500 0
Sulfur ppm mass 400 0
Sodium / Potassium ppm mass 0.5 0
Vanadium ppm mass 0.5 0
Calcium ppm mass 0.5 0
Lead ppm mass 0.5 0
TABLE 4.13 LIQUID FUEL CONTAMINANT LIMITS

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Fuel Calorific Value (HHV) Viscosity
KJ/kg (Btu/lbm) @ 40° C
(Centistokes)
Diesel 46,050 to 46,520 1.3 to 4.1
(19,800 to 20,000)
Kerosene 46,050 to 46,520 1.0 to 1.9
(19,800 to 20,000)
Naptha (VM&P) 46,050 to 51,165 0.7 to 2.0
(19,800 to 22,000)
BioDiesel 41,305 to 44,190 3.5 to 5.0
(17,760 to 19,000)
TABLE 4.14 LIQUID FUEL PROPERTIES
4.5.2.1 Diesel
Diesel grades ASTM D975 No. 1-D, 2-D, Grade Low Sulfur No. 1-D and No. 2-D
shall be allowed. Use of a fuel stabilizer to prevent water absorption and microbial
effects is suggested. In some situations a additive to improve the cloud point may
be necessary as well.
4.5.2.2 Kerosene
Kerosene grades ASTM D3699 1-K and JIS K2209 shall be allowed. Use of a fuel
stabilizer to prevent water absorption and microbial effects is suggested. In some
situations a additive to improve the cloud point may be necessary as well.
4.6 FUEL SUPPLY CONDITION REQUIREMENTS

4.6.1 Gaseous Fuel Requirements
Low Pressure REC NEC HEC

Fuel supply Fuel Fuel Fuel
(with optional
integral GBC)
Minimum Supply 0.5 kPa 586 kPa 517 kPa 517 kPa
Pressure (5 “H2O) (85 psig) (80 psig) (80 psig)
Maximum Supply 41.5 kPa 690 kPa 586 kPa 586 kPa
Pressure (6.0 psig) (100 psig) (95 psig) (95 psig)
Minimum reqd (Note 1) 35.5 L/s 14.2 L/s 11.8 L/s
Supply Flow (90 scfm) (45 scfm) (30 scfm)
(short periods)
Minimum reqd (Note 1) 35.5 L/s 14.2 L/s 11.8 L/s
Supply Flow (60 scfm) (30 scfm) (25 scfm)
(continuous)

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Low Pressure REC NEC HEC
Fuel supply Fuel Fuel Fuel
(with optional
integral GBC)
Minimum Supply (Note 2)
(Note 2) (Note 2) (Note 2)
Temp
Maximum Supply 60° C 60° C 60° C 60° C
Temp (140° F) (140° F) (140° F) (140° F)
TABLE 4.15 GASEOUS FUEL SUPPLY CONDITION REQUIREMENTS
1. Required fuel flow the same as high pressure feed requirements for the type of
fuel used.
2. Fuel temperature must be the highest of 0° C (32° F), or 10° C (18° F) above
the fuel dew point temperature at the Maximum Supply Pressure indicated in this
table.
4.6.2 Liquid Fuel Requirements
Minimum Supply Pressure -3.5 kPa (-0.5 psig)

Maximum Supply Pressure 172 kPa (25 psig)
Maximum Supply Flow 75.7 L/s (20 gph)
Minimum Supply Temperature 0° C (32° F)
(Dependent upon fuel cloud
temperature)
Maximum Supply Temperature 45° C (113° F)
TABLE 4.16 LIQUID FUEL SUPPLY CONDITION REQUIREMENTS
4.7 ELECTRICAL SITE INTEGRATION

4.7.1 Switchgear Selection
Facility switchgear including the isolation for each microturbine should be selected
in compliance with standard practice and local codes and regulations.
4.7.2 Grid Protection

Grid protection is not required by the TA100 since the power electronics are fully
compliant with IEEE1547 interconnect requirements under the UL1741 listing.
However, some utilities require a separate grid protection device to isolate the
microturbine from the utility. There are various companies around the world that
produce listed devices including Beckwith, Basler, and ABB. Settings for
protection will, in almost all cases, be supplied by the utility and will be loaded prior
to commissioning in the protection device. It is important to notify the TA100
commissioning technician prior to commissioning if there is a grid protection
device installed or not and what the settings are if one is installed.
4.7.3 Motors and Starters

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TA100 MASTER GUIDE
The TA100 system has no problem powering motors, however due to large inrush
currents on some motors, it is highly recommended that motors over 20 or 25 kW
have Variable Frequency Drives (VFD’s) installed on them to eliminate large
inrush currents.
4.8 TA100 SITE PERFORMANCE EFFECTS

4.8.1 Inlet temperature effects on Output power
Any turbine system that has a physical temperature limit somewhere in the system
is designed to some rating point condition and above that condition will typically
‘derate’ performance. This is due to the fact that a turbine is a delta energy state
machine. This means that if you increase the inlet temperature to the turbine, the
temperatures throughout the turbine and the exhaust proportionally increase at the
same output load. If there is a physical limit at one of these temperatures, at some
level of increasing temperature, the output load must be reduced at a rate so as to
not exceed the limit. This is referred to as ‘derate’.
4.8.1.1 TA100 Recuperated Monogen

The net system output of the unit will be 105 kW. If the system is ordered with the
optional integral Gas Boost Compressor then the system net output power is 100 kW.
The nominal derate slope for the TA100 cycle is 0.7 kW decrease per 1° F increase in
inlet temperature above the theta break. Figure 4.3 depicts the standard TA100 for net
output power either with or without the internal GBC parasitic load. Table 4.17 shows
the numerical values for this derate as a function of inlet temperature.
Sea Level with GBC

Exhaust Mass
Ambient Net Power Gross Efficiency Stack Temp Flow Rate
Temperatures (kW) (%) (°F) (lbm/s)
-28.9 -20 100 26.9% 489 2.12
-23.3 -10 100 27.0% 500 2.09
-17.8 0 100 27.1% 510 2.05
-12.2 10 100 27.2% 521 2.02
-6.7 20 100 27.3% 532 1.99
-3.9 25 100 27.4% 538 1.97
-1.1 30 100 27.5% 543 1.95
1.7 35 100 27.6% 548 1.94
4.4 40 100 27.6% 553 1.92
7.2 45 100 27.7% 559 1.90
10.0 50 100 27.8% 564 1.88
12.8 55 100 27.9% 570 1.87
15.6 60 100 28.0% 575 1.85

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18.3 65 100 28.1% 578 1.84
21.1 70 100 28.1% 580 1.82
23.9 75 96.5 27.6% 583 1.81
26.7 80 93 27.1% 585 1.79
32.2 90 86 26.1% 590 1.76
37.8 100 79 25.1% 595 1.73
43.3 110 72 24.0% 600 1.70
48.9 120 65 22.9% 605 1.67
°C °F
TABLE 4.17 TA100 STANDARD SYSTEM SEA LEVEL NET OUTPUT
FIGURE 4.3 TA100 STANDARD SYSTEM SEA LEVEL NET OUTPUT
4.8.2 Altitude effects on Output power

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The TA100 provides full rated power (105 Gross) to about 70° F and then is derated
from there. Table 4.18 and Figure 4.4 below show the combined effect of inlet
temperature and altitude on the output power of the system for the standard system.
Table 4.19 and Figure 4.5 show the combined effect of inlet temperature and altitude on
the output power of the system with an optional integral GBC.
TABLE 4.18 TA100 STANDARD SYSTEM NET OUTPUT
FIGURE 4.4 TA100 STANDARD SYSTEM NET OUTPUT

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TABLE 4.19 TA100 NET kW OUTPUT WITH GBC
FIGURE 4.5 TA100 NET OUTPUT WITH GBC
4.8.3 Inlet Temperature effects on efficiency

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The efficiency of the system is primarily driven by load output power delivered and
if the power output is reduced due to derate, then the efficiency is reduced
proportionally as well.
The system efficiency is shown in Figure 4.6 for both the standard system and after
adjusting for the parasitic power to drive the optional integral GBC. This chart is a
function of inlet temperature. Table 4.17 shows the numerical valves corresponding to
this figure.
FIGURE 4.6 SEA LEVEL ELECTRICAL EFFICIENCY

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4.1.1 POWER ELECTRONICS DERATE

4.1.1.1 PE will provide continuous full power at 40° C ambient temperature. Power
derate is allowed as long as the power output is at least as much as the level in
Figure 4.7.
TA100 PE Gross output
110.0
105.0
100.0
95.0
Gross PE output (kW)
90.0
85.0
Current TA100
80.0
Advanced engine
75.0
Spec Requirement
70.0
65.0
60.0
-40.0 -30.0 -20.0 -10.0 0.0 10.0 20.0 30.0 40.0 50.0 60.0
Ambient temperature (DegC)
FIGURE 4.7 POWER ELECTRONICS DERATE

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4.9 AIRFLOW REQUIREMENTS
4.9.1 GENERAL GUIDELINES
The TA100 is rated at ISO standard day (1 bar/15°C, 14.696 psia/59° F) with no
exhaust backpressure. The system should be installed to prevent any blockage
from entering the exhaust duct including rain, snow, liquid, yard debris, or any
solid materials. Ducting must be designed as to not put any load on the optional
flanged exhaust. Figures 4.8a shows how the standard engine exhaust would be
ducted. Figures 4.8b and 4.8c show the optional engine exhaust configurations
available. Figure 4.8b shows the flanged weatherproof exhaust that would require
facility ducting to the the flange interface. Figure 4.8c shows the weatherproof
exhaust that requires no facility ducting to provide weatherproof engine exhaust.
FIGURES 4.8a, 4.8b, 4.8c ENGINE EXHAUST OPTIONS

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Proper airflow is extremely important to the performance and long life operation of
the TA100. If the unit has ducting to provide inlet or exhaust airflow connections
then all airflow ducting systems must be designed to provide low loss
characteristics. Figure 4.9 provides a visual depiction of the system airflows. The
unit shown is an indoor system. The outdoor system will have the same flow
requirements but will draw from ambient surrounding air instead of requiring
ducting of outside flow to and from the unit. Table 4.20 provides the design
parameters for the inlet and exhaust streams of TA100 system.
#2 #3 #4
Enclosure Engine Engine
Cooling Com bustion Com bustion
Inlet Air Inlet Air Exhaust
#1 #5
PE Enclosure
Cooling Top Flow
Inlet Exhaust
#6
Enclosure
Bottom
Flow
Exhaust
FIGURE 4.9 ENCLOSURE AIRFLOW LOCATIONS

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TA100 MASTER GUIDE
# Opening Inlet Max Temp Flow rate Loss /
/ Exh Backpressure
limit
°F °C SCFM SLPS Nm3m In mm kPaa
H2O H2O
1 PE cooling Inlet 120 50 800 380 22.8 0.5 12.7 0.124
2 Enclosure Inlet 120 50 1600 755 45.3 0.2 5.1 0.050
Cooling
3 Engine Inlet 120 50 1700 800 48.0 0.5 12.7 0.124
Combustion
air
4 Engine Exh 600 315 1700 800 48.0 5.0 127 1.240
Combustion
air
5 Enclosure Exh 250 120 850 400 24.0 0.2 5.1 0.050
top flow
6 Enclosure Exh 140 60 1550 730 43.8 0.75 19.1 0.185
bottom flow
TABLE 4.20 AIRFLOW REQUIREMENTS

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TA100 MASTER GUIDE
4.9.2 AIR INLET
For indoor installations of the TA100, the inlets on top of the unit need to be
ducted from outdoor clean air. These inlets provide air for the engine intake and
enclosure cooling through a filter in one of two (2) 2 foot by 2 foot duct flanges.
These ducts need to be designed to provide low loss and the amount of flow as
defined in Table 4.20. The air feed to these two ducts should be provided from a
cool source. Providing hot air to the engine will cause the system to derate and
the output power will be reduced (see Section 4.8.1). In addition to the ducted
inlets on top of the unit, the PE cooling flow will be drawn into the PE on the front
door of the unit. This flow can be taken from the local area around the unit with a
desired peak temperature of 35C (90F) and a maximum peak temperature of 50°
C (120° F).
For outdoor installations of the TA100, the inlets on top of the unit are covered with
a roof to protect the inlets from snow and rain entry. This inlet can be tilted up to
replace the two inlet filters for the engine intake and enclosure cooling. In addition
to the inlets on top of the unit, the PE cooling flow will be drawn into the PE on the
front door of the unit.
4.9.3 ENCLOSURE EXHAUST AND ROOM VENTILATION
When the TA100 is installed indoor, the room ventilation must be at least 5000
scfm per unit. A room exhaust fan near the rear of the unit is preferable since this
flow will entrain the exhaust energy from the rear enclosure exhaust ducts. These
ducts on the unit dump to the immediate vicinity of the unit.
If room ventilation is not possible as specified above, the enclosure cooling flow
exhausts on the back of the unit enclosure can be separately ducted to the
outdoors. If the enclosure cooling outlets are ducted, the upper and lower
outlets must be ducted separately for proper cooling of the enclosure. The
outlets are 0.56 m (22 inches) X 0.56 m (22 inches) and flanged. If ducting is
provided on the rear enclosure exhausts, it must be removable to disengage the
rear panel for access to the GBC. The clearance in the rear of the unit must be
maintained to provide the required space for the GBC rail to extend.
4.9.4 ENGINE EXHAUST
The exhaust from the microturbine exits the top of the enclosure at the rear of the
unit. Each application will have different exhaust requirements. The standard
indoor engine exhaust is simply a vertical pipe extending just out of the top of the
unit that is 25.4 cm (10 inches) in diameter.
When the TA100 is installed outdoors, the enclosure cooling will exhaust from the
rear enclosure exhaust ducts directly into the immediate vicinity.

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4.10 WATER QUALITY REQUIRMENTS
NOTE: If the water quality does not comply with the requirements outlined in Table
4.21 it may alter Capstone performance specifications and void the warranty
The successful operation of the TA100 package is achieved with correct water
quality management. Inappropriate water quality may cause such problems such
as corrosion, scale deposition and slime formation on the system, lowering the
system performance, and possibly damage the flow meter installed inside the
package. This specification is intended to be a guideline for the water usage in the
Heat Recovery Unit (HRU) of the TA100 package. Follow best engineering
practices and local, state and federal regulations/codes for potable and non-
potable water standards. These requirements apply to any system whether it is
open, closed, water, or glycol. Typically systems with glycol currently use
propylene glycol for poisoning safety concerns.
4.10.1 Minimum water quality requirements
NOTE: pH and conductivity values are at the reference temperature: 25oC/77oF. If

the survey test is completed at a different water temperature, adjust the
reading for the difference in temperature to compare to these requirements.
Water Out of limits Effect

Item
Circulating Makeup Corrosion Scale
1. pH (25oC/77oF) *1 --- 7.0 - 8.0 7.0 - 8.0 X X
2. Conductivity
(25oC/77oF) *1 S/cm 300 max. 300 max. X X
3. Chloride Ion mg/l 30 max. 30 max. X
4. Sulfate Ion mg/l 30 max. 30 max. X
5. Acid Consumption
(pH4.8) mg/l 50 max. 50 max. X
6. Total Hardness mg/l 70 max. 70 max. X
7. Silica in ion state mg/l 30 max. 30 max. X
10% with particle size not exceeding 0.5
8. Particulates
mm (500 microns) in length or diameter
No ferrous particles
TABLE 4.21 WATER QUALITY STANDARDS
4.10.1.1 pH
Water with lower pH tends to be more corrosive and water with a higher pH tends to
form scale. Neutral freshwater at 25oC/77oF will indicate a pH of 7. pH is one of the
most fundamental measures for deciding the tendency of corrosion or scale
formation. Some systems will actually use a higher pH to prevent corrosion of
components in the fluid system.

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4.10.1.2 Conductivity
Conductivity is a measure of dissolved ionic solids in water. Increasing conductivity
means that more corrosion will take place because corrosion current easily flows in
the water. Additionally, the water having higher conductivity is likely to contain more
scale-forming factors. Therefore, from both viewpoints of corrosion and scale forming,
high conductivity water is not desirable.
4.10.1.3 Chloride ion
Chloride ions can be a factor of crevice corrosion between copper and stainless steel,
pitting corrosion, and stress corrosion cracking of austenitic stainless steel.
4.10.1.4 Sulfate ion
High sulfate ions contribute to increased corrosion because of their high conductivity
like chloride ions.
4.10.1.5 Acid consumption (pH 4.8)
Acid consumption is defined as the amount of acid that is necessary to diffuse
alkaline solution to pH=4.8. The necessary amount is described as the equivalent
amount of calcium carbonate (CaCO3). Substances that relate to acid consumption
are such as hydrogen carbonate (-HCO3), carbonate (-CO3), and hydroxide (-OH).
The water with higher acid consumption tends to cause scale formation problems.
4.10.1.6 Total hardness
High total hardness is a result of calcium and / or magnesium dissolved in the water.
High total hardness levels are usually associated with tendency for scale formation.
4.10.1.7 Silica
Silica normally exists in water as ionic, colloidal, or solid silica. The silica can form
particularly hard-to-remove scales, dependent on the pH of the water.
4.10.1.8 Particulates
Particles in the water can damage the flow meter installed inside the HRU. Ferrous
particles in the water will be attracted to the flowmeter and will cause it to malfunction
as well.

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FIGURE 4.1 TYPICAL INDUSTRIAL FACILITY ELECTRICAL USAGE CHART ........... 32
FIGURE 4.2 DEMAND CHARGE CHART ..................................................................... 33
FIGURE 4.3 TA100 STANDARD SYSTEM SEA LEVEL NET OUTPUT ........................ 52
FIGURE 4.4 TA100 STANDARD SYSTEM NET OUTPUT ............................................ 53
FIGURE 4.5 TA100 NET OUTPUT WITH GBC .............................................................. 54
FIGURE 4.6 SEA LEVEL ELECTRICAL EFFICIENCY .................................................. 55
FIGURE 4.7 POWER ELECTRONICS DERATE ........................................................... 56
FIGURES 4.8A, 4.8B, 4.8C ENGINE EXHAUST OPTIONS ............................................ 57
FIGURE 4.9 ENCLOSURE AIRFLOW LOCATIONS ..................................................... 58

TABLE 4.1 TA100 MAIN FEATURES ............................................................................ 29
TABLE 4.2 TA100 PERFORMANCE CAPABILITIES .................................................... 30
TABLE 4.3 TA100 PART POWER PERFORMANCE CAPABILITIES ............................ 30
TABLE 4.4 EUROPEAN DIRECTIVES .......................................................................... 41
TABLE 4.5 DESIGN STANDARDS ................................................................................ 41
TABLE 4.6 GRID PROTECTION SETTINGS ................................................................ 43
TABLE 4.7 CARBON BASED FUEL CONSTITUENT REQUIREMENTS ...................... 46
TABLE 4.8 GASEOUS FUELS CONTAMINANT LIMITS ............................................... 46
TABLE 4.9 HEC FUELS PROPERTIES......................................................................... 46
TABLE 4.10 NEC FUEL PROPERTIES ......................................................................... 47
TABLE 4.11 REC FUEL PROPERTIES ......................................................................... 47
TABLE 4.12 LIQUID FUEL CONSTITUENT REQUIREMENTS ..................................... 48
TABLE 4.13 LIQUID FUEL CONTAMINANT LIMITS ..................................................... 48
TABLE 4.14 LIQUID FUEL PROPERTIES ..................................................................... 49
TABLE 4.15 GASEOUS FUEL SUPPLY CONDITION REQUIREMENTS ..................... 50
TABLE 4.16 LIQUID FUEL SUPPLY CONDITION REQUIREMENTS ........................... 50
TABLE 4.17 TA100 STANDARD SYSTEM SEA LEVEL NET OUTPUT......................... 52
TABLE 4.18 TA100 STANDARD SYSTEM NET OUTPUT ............................................ 53
TABLE 4.19 TA100 NET KW OUTPUT WITH GBC ........................................................ 54
TABLE 4.20 AIRFLOW REQUIREMENTS .................................................................... 59
TABLE 4.21 WATER QUALITY STANDARDS .............................................................. 61

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TA100 MASTER GUIDE
SECTION 4 GLOSSARY
Term Definition
DC Direct current
I/O Input/Output
KW Kilowatt

Synchronizing
END OF SECTION

64 MG100 Rev C
TA100 MASTER GUIDE
5 INSTALLATION
5.1 SITE REQUIREMENTS
Good installation planning is the key to proper site selection. Inadequate site
planning may lead to future problems or potentially adverse operating conditions
for the TA100. Most installations require communication from the facility to
schedule the operation of the TA100 systems. This detail is included in Section 10
“Facility Control Integration”. The following guidelines should be followed when
selecting a site:
Free of debris
Not subject to flooding
Not subject to snow drifts in front of inlet or exhaust ducting on unit
Exhaust gases must be properly ducted away from the unit to prevent potential
recirculation into the microturbine and also to prevent exposure to people, animals
and heat sensitive equipment.
When located indoors, the exhaust gases always need to be ducted to the outside
and the air inlets need to be ducted from the outside. The site must allow for the
proper ducting to the enclosure / PE cooling air inlet as well as the engine
combustion air inlet. Proper sizing of the air inlet and exhaust ducts is critical to the
operation of the TA100. Sizing should be done per the requirements of
temperatures, flow rates, and pressure loss limits in Table 4.20.
Distance between the TA100, and any wall or permanent structure, should be
sufficient to allow maintenance and easy removal of components. This distance, in
the front and on each side of the TA100, should not be less than 1.1 meters. The
rear (exhaust end) of the turbine must have 1.3 meters of clearance and there
should be 1.8 meters between units. (See Figure 5.4)
Adequate noise isolation from any people or surrounding facilities.
Within a reasonable distance of an adequate supply of fuel.
5.1.1 If installation is being completed in the USA, the following information is
pertinent:
Information concerning fire and load protection standards, developed by the National
Fire Protection Association (NFPA), is available from NFPA. Their contact information
is:
National Fire Protection Association

1 Battery march Park
Quincy, MA 02169-7471
Telephone: 617-770-3000
Web site: www.nfpa.org
5.1.2 The following standards are applicable depending on the TA100 system's fuel
supply and how the unit will be used:

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TA100 MASTER GUIDE
NFPA No. 30 -Flammable and Combustible Liquids Code
NFPA No. 37 -Stationary Combustion Engines
NFPA No. 54 -National Fuel Gas Code
NFPA No. 58 -LP Gas Storage and Use
NFPA No. 68 -Guide for Explosion Venting
NFPA No. 70 -National Electrical Code
NFPA No. 76A -Essential Electrical Systems for Health Care Facilities
NFPA No. 99 -Health Care Facilities
NFPA No. 101 -Life Safety Code
NFPA No. 110 -Emergency and Standby Power Systems
NFPA No. 211 -Chimneys, Fireplaces, Vents, and Solid Fuel-Burning Appliances
NFPA No. 220 -Types of Building Construction
5.1.3 Additional guides, standards, and codes, which should be consulted in

conjunction with site selection, design, and installation, consist of the following:
Article X, National Building Code American Insurance Association 85 John St.
New York, NY 10038
American National Standards for Chimneys, Fireplaces, and Venting Systems
Publication A52.1 American National Standards Institute 1430 Broadway New
York, NY 10018
Agricultural Wiring Handbook Food and Energy Council 909 University Ave
Columbia, MO 65201
Publication ASAE EP-364 Installation and Maintenance of Farm Standby Electrical
Systems American Society of Agricultural Engineers 2950 Niles Rd St. Joseph, MI
49085

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TA100 MASTER GUIDE
5.2 ENVIRONMENTAL CONDITIONS
The TA100 system can be operated in conditions from sea level to 3050 meters
(10,000 feet). The ambient temperature surrounding the unit can be between -
30° C (-22° F) and +50° C (120° F).
5.3 SUPPORT AND MOUNTING

If installed outside, the TA100 should be mounted and anchored to a six-inch thick
concrete pad. The TA100 has four bolt-down holes in the base frame to bolt the
unit down to a pad. The layout of these four ¾ inch holes is shown in Figure 5.1.
The pad should extend at least 12 inches beyond the outside edges of the TA100
base frame. The pad should not allow pooling of water under and around the unit.
The concrete pad should be made of concrete rated at 3,000 pounds per square
inch and reinforced with fiber mesh. If installed inside or on top of a building the
TA100 support pad must be strong enough to provide sufficient support (refer to
Table 3.1). In all installations, the mounting surface must be level (within 5
Degrees of level). Figures 5.2 and 5.3 show the proper tolerances for leveling the
TA100.
FIGURE 5.1 BASE FRAME MOUNTING HOLE LAYOUT

67 MG100 Rev C
TA100 MASTER GUIDE
FIGURE 5.2 MAX ROLL ANGLE
FIGURE 5.3 MAX PITCH ANGLE
5.3.1 SERVICE CLEARANCES

The service clearances required for the TA100 are shown in Figure 5.4. These
clearances are only guidelines for the minimum clearance. Whenever possible, service
clearances should be maximized. In situations where space is limited, the absolute
minimum distance between units is 32 inches (0.81m). For an outdoor unit, the area
where the unit is installed needs at least 110” (2.8m) of height (21” (0.55m) of clearance
above the inlet cover) immediately above the inlets to allow the weatherproof top to lift
for filter service.
When systems are mounted in arrays of more than 3 units grouped together, the
clearance between units should be doubled to prevent heat island effects.

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TA100 MASTER GUIDE
FIGURE 5.4 MULTI-UNIT OUTDOOR INSTALLATION
5.4 AIRFLOW REQUIREMENTS

Proper airflow is extremely important to the performance and long life operation of
the TA100. Section 4 has detailed engineering requirements for airflow
requirements. Table 4.20 provides the design parameters for the inlet and
exhaust streams of TA100 system.
5.1 EXHAUST REQUIRMENTS
The following guidelines must be used when designing a system to duct the
exhaust gases:
Ensure that casual contact will not result in burns to personnel.
The maximum allowable backpressure is 0.127 m (5 inches) H2O as outlined in
Table 4.20. The TA100 is rated at ISO standard day (1 bar/15°C, 14.696 psia/59°
F) with no exhaust backpressure.
Prevent any blockage from entering the exhaust duct including rain, snow, liquid,
yard debris, or any solid materials.
Ducting must be designed as to not put any load on the supplied flanged exhaust.
5.5 OPTIONAL CHP WATER FLOW REQUIREMENTS

NOTE: The TA100 CHP system will require water flow through the unit prior to
starting the system and the entire time the unit is in operation as well
as a period after shutdown (> 5 minutes) to prevent the HRU from
overheating.

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TA100 MASTER GUIDE
5.5.1 Pre-installation water survey

5.5.1.1 During the system design and water source selection the water quality was
measure to determine acceptability against the requirements in Table 4.21.
5.5.1.2 If the water does not satisfy the water quality requirement, the appropriate
water treatment needs to be performed. Normally, there are various options of
water treatment methods for the water system, with associated differences in
cost. Please consult local water treatment professionals.
5.5.1.3 The minimum flow level is 20 gpm with a maximum pressure of 125 psig. The
water flow system in the TA100 has a flow switch that will detect and prevent
the unit from operating if no or low flow (< 10 gpm) is detected. A water inlet
filter with magnetic capabilities should be installed in the facility system.
5.6 FUEL FLOW REQUIREMENTS
Section 4.6 has specific flow and pressure requirements for various types of fuels.
The facility fuel supply system shall comply with the requirements below and shall
have a strainer filter installed prior to the TA100 to provide filtering of the fuel lines
during commissioning and early running. This is to prevent contamination from
construction of the facility fuel lines from entering the TA100 upon startup.
5.6.1 FLOW RATE
Refer to Section 4.6 for specific flow and pressure requirements for various types of
fuels.
5.6.2 PRESSURE
Refer to Section 4.6 for specific flow and pressure requirements for various types of
fuels. The TA100 standard system (high fuel pressure) requires fuel supplied at between
5.5 bar (80 psig) and 6.5 bar (95 psig). If the supply fuel pressure exceeds the
maximum specified in Section 4.6 for the corresponding fuel then a pressure-regulating
valve must be installed in the facility feed system.
5.6.3 LOW PRESSURE FUEL INSTALLATION

If the TA100 is installed in a low fuel pressure site (contains an optional internal Gas
Boost Compressor) and will be required to start in island mode (black start), an external
400 or 480 VAC supply is required. Once the unit is online and generating output,
internal switching will automatically drive the GBC and the external power can be turned
off. Typical sources for external power are utility, uninterruptible power supply, or genset.
The output of the external power source must be at least 70-kVA surge for 0.5 seconds
with at least 10 kW constant output for at least 2 minutes.
5.7 COLD WEATHER INSTALLATION
Cold weather applications (where the temperature is below 32° F (0° C) will require
additional external power requirements for heating enclosure components, fuel system
and oil system. The internal heater systems are thermostatically activated and include
heaters for:
 Engine Oil
 HMI display
 Fuel system

70 MG100 Rev C
TA100 MASTER GUIDE
 Optional Gas Boost Compressor
Power is required for these devices at least 30 minutes prior to startup of the unit (may
require up to an hour in conditions below 0° F). Continuous available power for the
heaters is recommended in very cold climates when the unit is offline. This power can
be from the load lines if the system is connected to the grid or from external power input
if the unit is in island mode operation. The system will automatically switch to use the
TA100 output power to drive these loads once the unit is online and generating.
5.8 EXTERNAL CONNECTIONS / HOOKUPS
Figures 5.5 and 5.6 below show the exact locations of the external connection
points on the TA100 system. Please refer to these dimensions for interconnects.
FIGURE 5.5 RIGHT HAND VIEW INTERCONNECT LOCATIONS

71 MG100 Rev C
TA100 MASTER GUIDE
FIGURE 5.6 LEFT HAND VIEW INTERCONNECT LOCATIONS

5.9 AIR INLET INSTALLATION
5.9.1 INDOOR INSTALLATION
For indoor installations of the TA100, the inlets on top of the unit need to be ducted from
outdoor clean air. Ducting should be connected to the two (2) 2 ft by 2 ft duct filter boxes
on top of the unit. For flow rates and directions refer to Table 4.20 and Section 4.9
respectively.
5.9.2 OUTDOOR INSTALLATION
For outdoor systems, the inlets and filters need to be protected from rain and snow by a
roof. There is an optional roof available that provides this protection. It has two bolts on
the right hand side of the unit that can be removed and the roof tilted up to gain access
to the filters.
5.10 ENGINE EXHAUST INSTALLATION
CAUTION: Exhaust gases are extremely hot. Avoid contact with the
exhaust flow path. Serious burns can occur if the exhaust comes into contact
with skin.

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TA100 MASTER GUIDE
5.10.1 STANDARD EXHAUST
For all installations of the TA100, the engine exhaust must be ducted to outdoors.
The standard system exhaust is shown in Figure 5.7 and is simply an exhaust pipe
25.4 cm (10 inches) in diameter. Installation simply requires a duct that will fit over
the TA100 exhaust pipe. Verify engine exhaust ducting complies with the
maximum backpressure requirements in Table 4.20. Verify the insulation collar
around the exhaust pipe in the TA100 is not preventing enclosure cooling air from
exhausting out of the unit around the engine exhaust pipe.
FIGURE 5.7 STANDARD ENGINE EXHAUST
5.10.2 OPTIONAL FLANGED VERTICAL EXHAUST

If the system is ordered with the optional flanged vertical exhaust follow the steps below
to install (refer to Figures 5.8a/b/c).
 Install the exhaust outlet duct over the 10” OD exhaust stack.
 Set the height of cone to 1/2” above stop tabs on the duct after connected to the
customers exhaust duct.
FIGURES 5.8a,b,c OPTIONAL VERTICAL FLANGED EXHAUST
5.10.3 OPTIONAL DIRECTED EXHAUST

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TA100 MASTER GUIDE
If the system is ordered with the optional directed exhaust follow the steps below
to install (refer to Figure 5.9). Install the exhaust outlet duct over the 10” OD
exhaust stack. The exhaust stack fits over the 10” exhaust from the recuperator if
a standard system (or the optional HRU). The exhaust system has 14 1/4 - 20
studs that fit into holes in the top of the enclosure. If this exhaust system is
ordered with the TA100 a gasket will be pre-installed. Orient the Exhaust Stack
over the exhaust end of the enclosure. Connect stack to the enclosure using 14
ea. 1/4” - 20 nuts and split washers. Tighten in a crossing pattern to 6 foot-pounds
of torque.
FIGURE 5.9 OPTIONAL DIRECTED ENGINE EXHAUST
5.11 OPTIONAL HEAT RECOVERY UNIT CONNECTION
CAUTION: Piping installation must be performed by an authorized

person and in accordance with governing authority safety regulation including
electrical, plumbing and fire code in area whereas the unit is installed. Failing
to comply with these regulations can cause injury or even death to personal.
NOTE:: Installations in areas that experience temperatures below freezing (0° C,

32° F) should use glycol (suggested Propylene) to prevent freezing of the
water and rupture of the lines or heat exchanger system if shutdown.

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For prolonged life of the HRU, inlet water temperature should be above 100° F to
avoid significant levels of condensation in the unit. Figure 5.10 is an example of a
typical installation of the TA100 CHP system in a facility.
FIGURE 5.10 TYPICAL CHP INSTALLATION
Water supply and discharge piping interconnections are standard 2” Female

National Pipe Thread (FNPT). Installers should provide the appropriate fitting
adapters according to the country pipe thread standard where the unit is installed.
Installation of a flexible line at the process water interconnections to absorb
vibrations is recommended. Use dielectric unions/connections between connectors
of two different metals to avoid galvanic corrosion. Site installation should be DN
50 (2”) or larger pipe size.
NOTE: Use two (2) pipe wrenches on piping interconnection during

installation or disassembly to avoid stress failure on process water
copper tubing.
5.11.1 WATER INLET

The water inlet to the heat recovery unit (HRU) is on the left side and mounted in the
base frame. Looking at the side of the unit, the water inlet would be the left most
connection. The water inlet connection is a 2-inch Type L copper NPT (Female).
Connect the facility water feed line to this water inlet connection.
5.11.2 WATER OUTLET

75 MG100 Rev C
TA100 MASTER GUIDE
The water outlet from the HRU is on the left side and mounted in the base frame.
Looking at the side of the unit, the water outlet would be the connection directly to the
right of the water inlet. The outlet water connection is a 2-inch Type L copper NPT
(Female). Connect the facility water return line to this water outlet connection.
5.11.3 CONDENSATION DRAIN
The condensation drain interconnection is standard ½” Male National Pipe Thread
(MNPT). The condensation drain is at rear of the unit (exhaust end) on the left side and
mounted in the base frame. Looking at the side of the unit, the condensation drain is the
connection to the right of the water outlet. The installer should provide the appropriate
fitting adapter according to the country pipe thread standard where the unit is installed.
Connect the condensation drain line to the facility open loop sewer system. The
connection can be a ½” flexible line, tubing, or piping. There should be no
restriction/pressure drop, such as a sudden piping size reduction, allowed in the
condensation drain piping which would prevent a free flow of water. Prevent debris,
bugs and small animals from entering the drain line.
5.11.4 OVERPRESSURE RELIEF VALVE.
A pressure relief valve must be installed outside the unit in the water discharge line. The
overpressure rating should be 850 kPa (125 psig). This relief valve should be within 6 m
(20 feet) of the unit and no valves should be between it and the TA100 interconnect.
5.11.5 FACILITY WATER FILTER
A strainer filter with a minimum 20-mesh size and magnetic insert shall be installed in
the water inlet line to the TA100 CHP to prevent particulates and magnetic particles from
clogging the HRU and flow-measuring device.
5.11.6 FACILITY ISOLATION / DRAIN VALVES
Install isolation valves on both supply and discharge and bypass lines to allow for
continuous facility operation during unit maintenance. The piping should be equipped
with drain valves to permit complete drainage of the system. Provide proper piping
system air venting devices so that the water piping system can be completely filled.
5.11.7 ADDITIONAL RECOMMENDED INSTALLATION ITEMS
 Install isolation valves at both of the inlet and outlet of the HRU.
 Install an HRU bypass at the pump side of the isolation valves.
 Install drain valves at the lowest point of inlet and outlet of the HRU and water
piping system.
 Install pressure gauges and temperature gauges.
 Install an air vent on the highest point of water piping (The TA100 system HRU is
equipped with an air vent inside the package.
 In a closed loop, install a pressure relief valve (required) as well as an expansion
tank (recommended).
 To prevent the water piping from stressing the HRU, provide appropriate
supports for the piping. It is recommended to use flexible piping at the inlet and
outlet of the HRU.

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TA100 MASTER GUIDE
5.11.8 HRU FILL AND PRECOMMISSION
Exhaust Gas Exhaust Gas

HRU Outlet HRU Inlet
Temperature Temperature
Sensor Sensor
Air Vent Valve
Finned Tube
Heat
Exchanger
Water Outlet
Temperature Sensor
Water Flow Water Pressure

Sensor Switch
Damper Actuator
Water Inlet Line
Water Outlet Line

Water Inlet
Temperature Sensor
Condensation Drain
Interconnection
Water Inlet Water Outlet

Interconnection Interconnection
FIGURE 5.11 HRU SYSTEM
Before proceeding with any fill process the following items should be verified.
1. Water Quality is acceptable per Table 4.21
2. Water treatment system is installed and ready for operation
3. No water leakage on facility piping
4. All water piping is well supported
5. Valves are in position ready for commissioning.
6. Circulation pump functions and provides flow
7. System design water temperature will not exceed limits

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TA100 MASTER GUIDE
8. System design water pressure will not exceed limits
9. System design water flow will not exceed limits
10. In a closed loop system, make sure that expansion tank is installed
11. Make up water line is installed
12. Refer to Figure 5.10 for a typical installation diagram
Complete the following purge procedure before commissioning of the HRU system
to provide verified clean water flow to the HRU system.
1. Close isolation valves and open the bypass valves.
2. Charge water from Flush Valve (A) and drain it from Flush Valve (B) to
remove contamination from water piping.
3. Close flush valves.
4. Close a bypass valve, open isolation valves, and charge water from
make-up water line and start the pump.
5. Clean the screen mesh strainer at the pump.
6. Clean the strainer filter at the inlet to the HRU system.
7. Turn on the pump and circulate water to catch dust and particles
existing in water system.
8. Check filter strainer at HRU system continue the purge process until
the filter does not catch any significant amount of particles during an
hour of operation.
9. Restart the pump (if required) and keep it running until air is fully
evacuated from the water system. (It may take up to a couple of
hours, depending on the application and plumbing.)
Once the system is purged, the HRU should be pressurized and filled with water
by the following procedure.
1. Turn the air vent cap on the HRU two (2) full turns counter-clockwise
for proper venting.
2. Fill the HRU with water until there is no more air trapped in the
system.
3. Close the air vent cap on the HRU by turning clockwise till seated.
4. At the completion of this procedure verify the system is leak free
before continuing with the Commissioning of the unit.

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5.12 OIL SYSTEM
To prevent possible eye injuries from oil splatter when disconnecting oil
lines, safety goggles should be worn when servicing the oil system. Flexible
hoses may spray or splash oil during handling.
Use drip pans to prevent leaks or spills from collecting on the floor or
ground. Oil on the floor is a fire hazard and oil entering the ground could
contaminate the water table.
OIL FILL CAP
OIL SIGHT GAUGE
FILL LEVEL MARKINGS

(HIGH AND LOW LEVEL)
FIGURE 5.12 OIL TANK SIGHT GAUGE AND FILL LEVEL MARKINGS
5.12.1 OIL FILLING

Most TA100 systems will be shipped after draining of the oil system and will
require filling prior to commissioning of the unit.
Open the first door on the right hand side of the system enclosure (engine
compartment).
Locate the oil fill cap.
Turn cap counter-clockwise and remove.
Using a funnel, pour oil (Mobil SHC 824*) into the oil reservoir.
Fill the oil until the oil levels falls in the acceptable range on the fill level sticker on
the oil tank (Figure 5.12) This should be half to 2/3 full and will require between
four (4) and five (5) gallons of oil.
Replace oil fill cap and tighten by turning clockwise.
Close door to the engine compartment and lock as necessary.
NOTE: Verify this oil level remains within the acceptable range after the unit is
first started. When unit is first cycled the level will be lower due to filling of the

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TA100 MASTER GUIDE
heat exchanger. If after the first run the oil level falls below the low level, add oil
until the level falls in the acceptable range.
NOTE: Oil contamination can cause oil foaming, which may result in engine
failure. Use care not to contaminate the oil during the fill process.
NOTE: The TA100 lubrication system is designed to use only Mobil SHC 824. Do
not substitute oil brands or type.
5.13 GROUNDING
5.13.1 CHASSIS GROUNDING
The chassis must be connected to a safety ground. All high-voltage

power converter components are floating with respect to the chassis. This includes
the rectifiers, the boost regulator, the inverter and the pulse width modulated filters.
The installation designer and installer must follow local electrical regulations
regarding system neutral grounding. Chassis ground cable must be AWG 6 or
thicker.
NOTE: When multiple units are installed, all units must be grounded at a single
electrical point to prevent ground loop feedback between units.
5.13.2 NEUTRAL GROUNDING

When operating in Utility-Tie mode, the neutral conductor MUST ABSOLUTELY
NOT be connected. It must be left floating. When operating in Stand-Alone mode,
it is critical to be sure that the entire neutral network, including the microturbine
and all loads, is grounded at ONE SINGLE POINT.
5.13.3 MAIN GROUNDING
NOTE: When multiple units are installed, all units must be grounded at a single
electrical point to prevent ground loop feedback between units.
The main ground, or building ground, must be certified to electrical building code,
or NEC code. The utility company or certified electrical contractor should install
this ground. Connect each microturbine ground terminal directly to the main
grounding point. It is important to keep the ground bonding resistance as small
as possible, especially from the power ground terminal to the main grounding
point because any major system noise will be conducted from this terminal to
ground. Grounding cable size must be 70mm2 (AWG 2/0) 90EC copper wire, the
same as all power output cables.
5.13.4 GROUND LEAKAGE PROTECTION

80 MG100 Rev C
TA100 MASTER GUIDE
The ground leakage protection in the system provides protection against ground
faults. See Table 5.1 for details.
5.13.5 GROUNDING OF SERIAL PORTS
The electrical interface connections are located inside the compartment on the
right hand side of the control panel. The TA100 provides one RS485 connection.
It is electrically isolated from the rest of the control electronics and generator
circuits. This isolation allows the use of data logging or controller equipment and
does not share a common ground with the generator. When this interface is used,
the ground pin must be connected to the ground of the data logging or controller
equipment to carry the shield of the RS485 cable to the data logger or controller.
5.14 POWER OUTPUT CONNECTION
CAUTION: Never attempt to connect the output power cables while the
TA100 is operating or when the power cables are energized. Ensure all
output breakers are open before connecting the output power cables.
WARNING! Optional gas boost compressors are configured for either

50 or 60 Hz, not both. Never attempt to connect a gas compressor to a
supply voltage that has a frequency that differs from the rate frequency of the
compressor.
5.14.1 OUTPUT CABLES

NOTE: All power output cables should be fused through an isolation switch. This
fusing should be rated at 200, 225, and 250 amp slow blow for unit line voltages
of 480V, 400V, and 380V respectively. Fuse ratings should not exceed the
capacity of the conductors used.

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Only qualified personnel should connect the supply voltage. Switchgear,
protective devices, and the cabling between the TA100 system and the customer's
installation must be sized and selected by the installation designer in accordance
with local standards and regulations and considering the environmental conditions
of the installation. The following guidelines should be followed:
The proper cable size for power output is 70 mm² (AWG 2/0) 90EC copper wire.
There is 1.5 m (5 ft) of cable required inside the system to terminate on a 10mm
stud termination block.
Connect the power cables according to the wiring diagram for the installation.
Output power cables must run through the waterproof gland provided in the base
frame on the front left side of the enclosure. The cables will pass under the power
electronics to the right side of the enclosure then up to the output power
connection shown in (Figure 5.13).
To connect the cables, remove the plastic shield on the lug strip (replace after
connections are made). Power output cables are connected to the lug strip using
17 mm hex head bolts. Each bolt must be tightened using a torque wrench to 31
nm (275 inch pounds). This lug strip is on the right hand side of the power
electronics.
FIGURE 5.13 POWER CABLE CONNECTIONS
5.14.2 GRID (CURRENT) MODE

If connected to the grid, the terminal voltage and frequency of the TA100 is
determined by the utility. The TA100 will be programmed and wired to provide the
correct voltage and frequency. In this mode only the 3 phase wires will be
connected to the distribution system. Figure 5.14 shows a system load wire
connection with a Wye-Delta step down transformer from the utility. Figure 5.15
shows a system load wire connection with a Delta-Delta step down transformer
from the utility. Utility-tie current mode can ONLY use 3-phase-3-wire execution
mode. (Neutral IGBT is disabled internal so the unit does not have a neutral line).
Usually the transformer is the responsibility of utility power provider, not the
installer or customer.

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TA100 MASTER GUIDE
A A
B Delta B Utility
C or wye C
TA100 N
CHP Manual
Required
Protection Device Utility step-down
Switch Transformer
Any Load
Connection
G
FIGURE 5.14 UTILITY TIE CONNECTION WITH WYE-DELTA TRANSFORMER
A A
B Delta B Utility
C or wye C
TA100 N
CHP Manual
Required
Protection Device Utility step-down
Switch Transformer
Any Load
Connection
G
FIGURE 5.15 UTILITY TIE CONNECTION WITH DELTA-DELTA TRANSFORMER
5.14.2.1 GRID PROTECTION REQUIREMENTS

Internal protection settings are factory configured and can only be changed by fully
trained personnel.
Parameter Specification
Over-current (instantaneous) 150% of maximum rated current for five seconds
Automatically ensures that the system will not supply
more than maximum rated current by dropping
Thermal overload terminal voltage. Under normal circumstances, if
excessive load is placed on the generator, the
system will shut down on under voltage.
Ground leakage 60 – 130 mA for 3 milliseconds
Software settable up to 130% of nominal RMS rated
Over-voltage
voltage
Under-voltage (in voltage Software settable down to 50% of nominal RMS
mode) rated voltage
Software settable down to 50% of nominal RMS
Under-voltage (in utility mode)
rated voltage
Under/Over voltage time delay Software settable from 0.5 to 2.5 seconds
Over frequency Software settable from +0.5 to +2.5 Hz
Under frequency Software settable from -0.5 to -2.5 Hz
Under/Over Frequency time
Software settable from 0.1 to 2.5 seconds
delay
TABLE 5.1 POWER ELECTRONICS PROTECTION SETTINGS
5.14.3 STAND ALONE (ISLAND OR VOLTAGE) MODE

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TA100 MASTER GUIDE
If connected directly to a stand-alone load, then the design of the device (load)
being driven will determine what voltage and frequency the TA100 is set to
generate. The TA100 will be programmed to provide the correct voltage and
frequency at the factory and verified at commissioning. Voltage Island Mode can
ONLY use 3-phase-4-wire configuration. Figure 5.16 shows a system load wire
connection with a Wye load connection. Figure 5.17 shows a system load wire
connection with a Delta load connection. In Figures 5.16 and 5.17, loads L1 to L5
may not be equal to each other. If the major load is a Wye connection, use the
connection as depicted in Figure 5.16. If the major load is a delta connection, (or
3 line-line single phase load), use the connection as depicted in Figure 5.17,
where an extra auto transformer is necessary to ensure safety and power quality.
Figure 5.16 is the most desirable connection. Depending upon the cost of an
application, the customer can also use an auto transformer to convert each L-L
voltage load to L-N voltage load, therefore avoiding the use of the large
transformer as shown in Figure 5.17. Nomenclature used in Figures 5.16 and
5.17:
L1, L2, L3 depicts the 3-phase load
L4 depicts a line-to-line voltage 1-phase load
L5 depicts a line-to-neutral 1-phase load.
A
B
C
TA100 N
CHP
Manual L1 L2 L3 L4 L5
Switch
FIGURE 5.16 VOLTAGE MODE CONNECTION Y LOAD
A
B
C
TA100 N
CHP Auto
Transformer
L5 L4
L3
L1
G L2
FIGURE 5.17 VOLTAGE MODE CONNECTION DELTA LOAD
5.14.4 FACILITY CIRCUIT BREAKER SIZING

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TA100 MASTER GUIDE
It is the responsibility of the electrical installation designer to specify the output
circuit breaker for each specific application, in accordance with national electrical
codes and regulations. To assist the electrical designer in selection, the following
information is provided.
The TA100 is capable of producing up to 200 amps per phase. The output current
will depend upon the output voltage of the unit, the required power factor, and
overload surges from motors.
For the U.S. National Electrical Code, a branch circuit must be rated at 125% of
rated load.
For the U.S. National Electrical Code, conductors used between the TA100 and
the first distribution device containing over-current protection must be rated at
115% of the generator rating.
The output of the TA100 can be wired in metallic conduit if required. If conduit is
chosen, a separate conductor must be installed to act as the circuit protective
conductor. Conduit must not be used as the circuit protective conductor.
The maximum short circuit current produced by the TA100 is 500 amps.
5.14.5 FACILITY LOAD DISTRIBUTION PANEL

The TA100 should be fitted with an external isolator breaker, in accordance with
local regulations. The external isolator switches the TA100 three-phase power
supply output ON (I) or OFF (O). This will allow isolation of each unit for safe
service. See Figure 5.18 for a suggested connection scheme.
FIGURE 5.18 ELECTRICAL CONNECTION GUIDE
5.15 COMMUNICATIONS CONNECTIONS

5.15.1 FIBER OPTIC COMMUNICATIONS CABLE
The fiber optic communications cable is required to link two units together when
they are running in island parallel mode. Pull the fiber cable through the fitting in

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TA100 MASTER GUIDE
the base frame until it is close to the connection point in the unit. The fiber optic
cables are color coded blue and gray. Connect blue cable connectors to blue
connectors and gray cable connectors to gray connectors. There are two cables
for each pair of TA100s. Each turbine has one gray connector and one blue.
When connected properly the gray connector on one TA100 will be connected to
the others blue connector. Each cable will have one blue connector and one gray.
See Figure 5.19a/b.
NOTE: Extreme care is required when handling and routing the fiber optic cable. If
the cable is “kinked” or bent in any way it can be broken and will require
replacement. Connect one end of fiber optic cable to each TA100.
Fiber Optic
Cable
connections
FIGURES 5.19a and 5.19b FIBER OPTIC CONNECTIONS
5.15.2 RS485 MODBUS COMMUNICATION CABLE

The RS485 connection is made as shown in Figure 5.20. This cable provides the
link to communicate with the unit per MODBUS protocol. If the customer is using
the installation SCADA system, this port will allow that system to communicate and
control the TA100. Pins 7, 8, and 9 on the connection strip shown should have the
+, -, and ground lines connected, respectively, for the RS485 communications
connected (Figure 5.20a and 5.20b).

86 MG100 Rev C
TA100 MASTER GUIDE
Pins 7,8, and 9

shown with
RS485 wires
connected
FIGURES 5.20a and 5.20b RS485 CONNECTIONS
5.15.3 REMOTE HARDWIRED COMMAND INPUTS

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TA100 MASTER GUIDE
There are five (5) dry contact inputs to communicate commands to the unit with
hardwired inputs. These hardwire inputs will only be used in “REMOTE” mode as
defined in the operation and user’s manual. The wires required for this input will
be 18-22 gauge shielded two (2) conductor cables with a ferrule terminal or strip
terminal connector. All these hardwired inputs are terminated on PCB25. PCB25
is located in the engine compartment (open left side front enclosure door) on the
rear side of the electronics cabinet and is green in color as shown in Figure
5.21a,b. The descriptions for each input below indicate the hookup description
and functionality.
PCB25 Location
FIGURES 5.21a and 5.21b EMERGENCY STOP CONNECTION

5.15.3.1 REMOTE EMERGENCY SHUTDOWN
Connect the wires for the dry contact command to request an emergency shutdown to
pins 25 & 26 on PCB25. Closure of the dry contact on these two pins will allow normal

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TA100 MASTER GUIDE
operation. If the dry contact is open on these two pins an emergency shutdown will be
commanded.
5.15.3.2 REMOTE FAULT CLEAR
Connect the wires for the dry contact command to request a system fault clear to pins 23
& 24 on PCB25. Closure of the dry contact on these two pins will clear any faults active
on the system. This closure should be held for at least 5 seconds and then removed for
normal operation.
5.15.3.3 REMOTE START PERMIT
Connect the wires for the dry contact command to provide start permission to pins 21 &
22 on PCB25. Closure of the dry contact on these two pins will provide external
permission for the system to start. This can be used in conjunction with any external
device that would require the system to generate. Under typical installations, these two
pins are jumpered at the factory to always assume there is no external start permission
required.
5.15.3.4 REMOTE AUTO GENERATE
Connect the wires for the dry contact command to set the unit to auto generate to pins
19 & 20 on PCB25. Closure of the dry contact on these two pins will set the unit to auto
generate mode. If this dry contact input is open, the unit will be in manual generate
mode and require another command to generate after starting. If auto generate is
always desired, these two pins can be jumpered together.
5.15.3.5 REMOTE ENGINE START / STOP
Connect the wires for the dry contact command to provide an engine start request to
pins 17 & 18 on PCB25. Closure of the dry contact on these two pins will provide a
command to start the unit. This closure must be maintained during operation of the unit.
If the contact is opened, this will command the unit to shutdown.
5.15.4 EXTERNAL POWER
External power to provide energy for low pressure fuel island starting or cold
weather heater power will be connected to the unit with at least 14 gauge wire and
can be fed into the same conduit fitting that the output load cables are fed through.
Run the wiring into the unit, label, and bundle up the wiring making sure to leave at
least 10 feet of extra length for the commissioning technician. Refer to figures
5.22a and 5.22b for exact locations of external connection points on the TA100.

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TA100 MASTER GUIDE
Customer
Connections for
External power
(400-480 3
phase)
EXT
FIGURES 5.22a and 5.22b EXTERNAL POWER INPUT CONNECTION

90 MG100 Rev C
TA100 MASTER GUIDE
5.16 BATTERY INSTALLATION
The TA100 system uses internal power of 24 VDC that is provided by two 12 VDC
lead-acid batteries tied in series-parallel. The batteries are located in the bottom
of the Power electronics package on the front of the unit (Figure 5.23). Access to
the batteries is achieved by opening the front door of the PE. Batteries should be
12VDC, deep cycle size group 27 with a minimum 105 Ah/500 Cold Cranking
Amps (CCA) for battery start units and 38 Ah for Grid start units. The battery box
area limitations would allow batteries with a maximum size (per battery) of 9
inches (228mm) W x 9.5 inches (241 mm) H x 14 inches (355 mm) L to be used.
Batteries must be sealed cell batteries in the TA100 system.
Servicing of batteries should be performed or supervised by personnel

knowledgeable of batteries and the correct precautions. Keep unauthorized
personnel away from batteries. When replacing batteries, always change the
complete set of batteries, and replace only with the type specified above. Lead-
acid batteries destined for disposal are considered a RCRA-regulated hazardous
waste due to their lead content (US EPA Hazardous Waste Number D008).
FIGURE 5.23 BATTERY LOCATION
WARNING - The electrolyte in the lead acid batteries is a strong

oxidizing agent and can cause severe skin burns or irritation upon contact. If
acid contacts eyes, it can cause severe damage and/or blindness. Contact
lenses and smoking should be prohibited in areas where lead-acid batteries
are stored or handled. Do not open or mutilate the batteries. Released
electrolyte is harmful to the skin and eyes and is toxic.

91 MG100 Rev C
TA100 MASTER GUIDE
CAUTION - Do not dispose of batteries in a fire. The battery is capable

of exploding.
CAUTION - A battery presents a risk of very high short-circuit current.

The following precautions are to be observed when working on batteries:
- Remove rings, watches, and other jewelry
- Use tools with insulated handles
- Do not place tools or other metal objects across the top of the batteries
Two batteries should be placed into the battery storage area in the bottom of the
PE and connected as described below. The batteries are wired in series.
Turn the system ON/OFF switch SW1 to the off position.
Open 24 VDC breaker K5 (See Figures 5.24a and 5.24b). This breaker is on the
right hand side of the unit behind the front door of the power electronics.
Open the front door of the PE.
Install two 12VDC type batteries as shown in Figure 5.23
Connect the yellow lead to the negative terminal of the left hand battery.
Connect jumper from the positive terminal of the left hand battery to the negative
terminal of the right hand battery.
Before final connection of the batteries, an external charger can be connected to
the batteries to fully charge them before commissioning of the unit is started.
Leave the front door open to make sure it is obvious the batteries are still being
charged.
Connect the red lead to the positive terminal of the right hand battery.
Close the PE door making sure there is no interference with the battery cables.

92 MG100 Rev C
TA100 MASTER GUIDE
FIGURE 5.24a and 5.24b 24VDC BREAKER LOCATION (K5)
5.17 FUEL TRAIN
Gaseous and liquid fuel is highly flammable and explosive. All fuel
supply connections should be made, tested, and inspected by fully trained
personnel. All local, state, federal, and international codes must be followed
to prevent injury to personnel or damage to facilities. Never install the fuel
lines near exhaust pipes. Failure to heed this warning could result in fire or
explosion that can cause severe personal injury, death, and/ or property
damage. The Capstone TA100 and associated natural gas compressor are
not designed for installation in hazardous areas. This equipment must be
located in well-ventilated areas to ensure that under no circumstances
flammable gases can collect.
5.17.1 GASEOUS FUEL SYSTEM

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TA100 MASTER GUIDE
The primary components of a TA100 gaseous fueled system are:
optional gas boost compressor (if a low pressure fuel system)
coalescing fuel filter
two fuel shutoff valves
fuel metering valve
fuel manifold (including injectors)
For an install of the gaseous fueled TA100, it is recommended that a check valve
be installed between the fuel supply source and the TA100. This check valve will
prevent the possibility of any fuel in the TA100 fuel train from back flowing into any
other devices or lines in the facility feed system on startup. This situation is very
brief and primarily is a concern only with the low-pressure fuel system that
contains an optional integral GBC.
If this system is to be installed as a UL2200 package, an 1/8-inch N.P.T. plugged

tapping, accessible for test gauge connection, shall be furnished in the facility at
the inlet to the TA100 system for measuring inlet gas pressure to the unit. The
plug used shall not be of the slotted head type. Pressure regulation for the
UL2200 compliant version of the TA100 unit shall have a device compliant with the
applicable provisions of the Standard for Gas Appliance Pressure Regulator, ANSI
Z21.18-1995 and shall be equipped with either a vent line or vent limiter that shall
be vented (if external vent) with a bleed line to an area away from the device.
5.17.1.1 STANDARD UNIT HIGH PRESSURE FUEL SYSTEM CONNECTION
The TA100 standard high fuel pressure unit uses direct fuel feed from the facility. The
standard system requires the facility supplied fuel flow to be at least 45 SCFM at
between 5.5 bar (80 psig) and 6.5 bar (95 psig). If other than standard fuels or system
is used verify fuel supply capability is compliant with Section 4.6 and Table 4.15. The
standard fuel fitting for the high pressure gaseous fuel connection is a ½-inch NPT
fitting. The fuel inlet connection must be capable of delivering sufficient volumetric flow
to meet the engine's maximum consumption while maintaining required feed pressure.
CAUTION: When making the fuel gas connections great care must be
taken to not damage the flexible portion of the fuel inlet piping. If the flexible
piping is over torqued and damaged it may rupture. It the flexible piping is
over torqued it will have to be replaced. Failure to do so could result in loss of
life, injury or property damage.
5.17.1.2 OPTIONAL LOW PRESSURE FUEL SYSTEM CONNECTION

The TA100 low fuel pressure unit has an optional integral Gas Boost Compressor
(GBC). The fuel inlet connection to the gas compressor is a male 2” schedule 40-
threaded connection. The fuel inlet connection must be capable of delivering sufficient
volumetric flow to meet the engine's maximum consumption while maintaining required
feed pressure (see Section 4.6 and Table 4.15). See Figures 5.25a and 5.25b for typical

94 MG100 Rev C
TA100 MASTER GUIDE
interconnections. A low pressure shut down switch may be required if the supply
pressure to the unit is below three (3) inches H2O. Check local codes.
Note: Improperly sized piping could lead to insufficient pressure for the gas compressor.
Careful design of the feed system should be completed to guarantee the pressures
specified for use by the TA100 are not deviated from. Line losses at very low
pressures can become significant enough to drop the pressure below the specified
range if careful design is not completed.
FIGURES 5.25a,b FUEL INLET CONNECTION - LOW PRESSURE NATURAL GAS
5.17.2 LIQUID FUEL SYSTEM

The primary components of a TA100 gaseous fueled system are:
inline fuel filter (20 micron)
charge fuel pump
spin-on filter (10 micron)
four shutoff valves (2 for fuel purge control and 2 for fuel feed control)
fuel metering valve
start fuel heater
start fuel injector
main fuel manifold (including injectors)
The liquid fuel train allows the customer to feed fuel to the system with either a low
pressure feed pump or simple gravity feed. The main fuel tank will provide a
supply line to the unit and will have a return from the system that is bypass fuel
from the fuel pump. This bypass fuel will not be hot fuel and can simply be flowed
back into the main supply tank. The liquid fuel control system modulates both the
start fuel supply as well as the main fuel supply to the turbine as well as provides
the control to allow the fuel system to purge raw fuel out of the injectors and
manifold system after use to prevent coking of the fuel on hot metal parts in the
injector and manifold. This purge line will have to be directed to a “day” tank and
will have hot fuel in the line. There also is a mechanical purge that is a gravity

95 MG100 Rev C
TA100 MASTER GUIDE
drain from the unit that will be plumbed back to this “day” tank. It will also have a
small amount of hot fuel drained after system shutdown.
Connections to the TA100 liquid fueled unit are shown in Figure 5.26,5.27, and
5.28. Figure 5.27 shows the three connections to the main fuel tank (FUEL IN,
FUEL RETURN, and PRIMER RETURN). FUEL IN is the main supply line for
fuel to the TA100 from the main supply tank. FUEL RETURN is the connection to
return pump bypassed clean fuel back to the main fuel tank. PRIMER RETURN is
the clean fuel that is sent back to the main tank when the system hand valve is
being used to purge air from the fuel system after service. Figure 5.28 shows the
two connections to the “DAY” tank (MAIN PURGE and MECH PURGE). This tank
is a temporary holding tank that will have hot fuel flowed into it. MAIN PURGE
connection is for the hot fuel purged out of the TA100 after starting and after
shutdown. The fuel flowing out of this line can be very hot so this line should be a
metal line to the day tank. MECH PURGE is the mechanical purge valve flow that
will drain out of the engine after shutdown. This fuel line can have very hot fuel
and will return to the day tank. Both these lines have very small amounts of fuel
going through them (typically when flowing they will only flow about a pint at most
of fuel per purge period.
FIGURES 5.26 FUEL CONNECTIONS – LIQUID FUELED SYSTEM

96 MG100 Rev C
TA100 MASTER GUIDE
FIGURES 5.27 LIQUID FUEL CONNECTIONS – MAIN TANK CONNECTIONS
FIGURES 5.28 LIQUID FUEL CONNECTIONS – DAY TANK CONNECTIONS

5.17.3 FUEL LEAK CHECK
Before starting the TA100 for the first time, turn on the facility fuel supply valve and
check for leaks in the fuel supply line or any new connection. Use a certified gas
detection device to check for leaks. All mechanical connections to the units must
be free of pipe strain.
5.18 STORAGE PREP
If the TA100 will not be in operation and will be exposed to weathering, the
following should be performed to prepare the unit for storage.
5.18.1 CONDENSATION PREVENTION
If the unit will be stored in an environment that could encounter swings in
temperature or very moist conditions, placement of a heater element in the unit to

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TA100 MASTER GUIDE
prevent condensation is suggested. Verify nothing is in contact with the heaters
and that they provide safe heat.
5.18.2 DESSICANT
Place desiccant packs in the unit during storage. These packs should be placed
underneath the engine so they are close to the PCBs on the PE and inside the PE
control panel.
5.18.3 SHIPPING / STORAGE OPENING COVERS
Provide weatherproof covers over the following areas. These covers can simply
be plastic sheeting.
Engine exhaust
Enclosure rear vents
PE inlet vent (on front door)
Top system inlets
Any base frame connector holes that are not sealed

98 MG100 Rev C
TA100 MASTER GUIDE

FIGURE 5.1 BASE FRAME MOUNTING HOLE LAYOUT ............................................. 67
FIGURE 5.2 MAX ROLL ANGLE ................................................................................... 68
FIGURE 5.3 MAX PITCH ANGLE .................................................................................. 68
FIGURE 5.4 MULTI-UNIT OUTDOOR INSTALLATION................................................. 69
FIGURE 5.5 RIGHT HAND VIEW INTERCONNECT LOCATIONS................................ 71
FIGURE 5.6 LEFT HAND VIEW INTERCONNECT LOCATIONS .................................. 72
FIGURE 5.7 STANDARD ENGINE EXHAUST .............................................................. 73
FIGURES 5.8A,B,C OPTIONAL VERTICAL FLANGED EXHAUST ................................ 73
FIGURE 5.9 OPTIONAL DIRECTED ENGINE EXHAUST ............................................. 74
FIGURE 5.10 TYPICAL CHP INSTALLATION ............................................................... 75
FIGURE 5.11 HRU SYSTEM ......................................................................................... 77
FIGURE 5.12 OIL TANK SIGHT GAUGE AND FILL LEVEL MARKINGS ....................... 79
FIGURE 5.13 POWER CABLE CONNECTIONS ........................................................... 82
FIGURE 5.14 UTILITY TIE CONNECTION WITH WYE-DELTA TRANSFORMER ........ 83
FIGURE 5.15 UTILITY TIE CONNECTION WITH DELTA-DELTA TRANSFORMER .... 83
FIGURE 5.16 VOLTAGE MODE CONNECTION Y LOAD ............................................. 84
FIGURE 5.17 VOLTAGE MODE CONNECTION DELTA LOAD .................................... 84
FIGURE 5.18 ELECTRICAL CONNECTION GUIDE ..................................................... 85
FIGURES 5.19A AND 5.19B FIBER OPTIC CONNECTIONS .......................................... 86
FIGURES 5.20A AND 5.20B RS485 CONNECTIONS ..................................................... 87
FIGURES 5.21A AND 5.21B EMERGENCY STOP CONNECTION ................................. 88
FIGURES 5.22A AND 5.22B EXTERNAL POWER INPUT CONNECTION ...................... 90
FIGURE 5.23 BATTERY LOCATION............................................................................. 91
FIGURE 5.24A AND 5.24B 24VDC BREAKER LOCATION (K5) ...................................... 93
FIGURES 5.25A,B FUEL INLET CONNECTION - LOW PRESSURE NATURAL GAS ... 95
FIGURES 5.26 FUEL CONNECTIONS – LIQUID FUELED SYSTEM............................ 96
FIGURES 5.27 LIQUID FUEL CONNECTIONS – MAIN TANK CONNECTIONS ........... 97
FIGURES 5.28 LIQUID FUEL CONNECTIONS – DAY TANK CONNECTIONS ............ 97

TABLE 5.1 POWER ELECTRONICS PROTECTION SETTINGS .................................. 83

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SECTION 5 GLOSSARY
Term Definition
DC Direct current
I/O Input/Output
KW Kilowatt

Synchronizing
END OF SECTION

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6 COMMISSIONING
6.1 PRE-COMMISSIONING
NOTE: A Sample Pre-start check list and Commission Summary Report is provided in this
reference section at the end of the Section.
Verify the configuration is as intended and the following are set correctly for the
installation:
Verify that the correct configuration of load wiring (either 3 or 4 wires) is
connected.
Verify if a transformer is required that it is installed.
Verify the correct voltage and frequency settings.
Verify that the correct mode settings are loaded for the configuration installed (grid
/ current mode or island / voltage mode).
Verify the external grid protection hardware is installed if required.
Verify the system protection settings are correct for the hardware requirements.
Verify the HRU mode setting is loaded correctly for the installation requirements.
Verify the HRU damper position or temperature set points are loaded per the
installation requirements.
NOTE: Document any deviations and the action taken if necessary on the
Commissioning Summary Report. If anything in this section is
unacceptable, make note on the report and correct if possible. If the system
is not acceptable or corrections cannot be made, the Commissioning report
should indicate the situation and that commissioning could not be completed.

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6.2 INTERCONNECTION VERIFICATION
After verifying the appropriate settings and configuration parameters are correct,
the following interconnection checks should be completed to verify systems are
connected as designed.
Verify that any ducting has been installed in a safe manner in accordance with the
installation section of this manual and that is meets all applicable codes,
regulations, pressure loss requirements, and it is free from obstruction.
Verify that the room ventilation has acceptable flow as per the Installation Section.
Verify inlet filters are installed on the top inlets and the PE cooling inlet.
Verify that all cables are connected correctly in accordance with the installation
drawings, this manual, and all applicable codes and regulations.
Verify all electrical connections are tight.
Verify if a transformer is installed that it is properly connected.
Verify that unit is grounded properly.
Verify the main electrical disconnect is wired and functional.
Verify the electrical connections for communication cables are connected
correctly.
Verify fuel line connections are correct and tight.
Verify the facility fuel gas shutoff is installed and functional.
If installed, verify the optional HRU water inlet, water outlet, and condensation
drain lines are installed in accordance with all applicable codes and regulations
and there are no leaks in the system.
Verify the connections of any optional equipment are correct and enabled.
6.3 PRE START CHECKS
Before continuing with the system commissioning, perform the following system
and safety pre start checks. Always perform these checks prior to starting the
TA100. Prior to first start during initial commissioning, after maintenance, or after a
long shutdown period, a more intense and thorough inspection of the system
should be completed.

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Verify that there are no foreign objects, loose connections, or damaged cables on
the control panel and there are no exterior abnormalities to the control panel
(HMI).
Verify that the air inlets and exhaust vents and ducts are free from obstruction.
Verify power output connections are tight.
Visually check all power output connections outside the PE, make sure the
connections are tightly connected.
Confirm that the oil level in the sight glass is within the acceptable level range.
Confirm that the batteries are fully charged and they are connected correctly.
Verify there is fuel pressure to the unit.
Check for fuel leaks using a gas detector or leak check fluid.
Verify facility water pumps are on and flow is present (if optional CHP installation).
Verify the TA100 system fuses and breakers / contactors are engaged.
6.4 COLD WEATHER PRE-START WARMUP
If the ambient temperature is below 15° C (59° F) and the unit has not been
supplied with external power continuously or for a period of time previous to the
start request, the unit will require time for the internal heater system to warm the
engine oil to this temperature. The load lines must be connected to the grid or
external power installed on the unit to supply power for the internal heater system.
The power required for the cold weather kit heaters is approximately 2 kW. If the
unit is an outdoors unit or an indoor unit with the optional cold weather kit, there
will be heaters on the fuel line, in the PE, and in the optional GBC oil system.
6.5 POWER ON DIAGNOSTIC VERIFICATION
After the configuration is confirmed and the connections to the facility are verified,
the following procedure should be completed to perform power on diagnostic
checks.
Ensure that the Power Controls, shown in Figure 6.1, are in the following states: a)
Emergency Stop not engaged (Emergency stop is reset when pulled out). b)
Ensure that the key power switch on the Control Panel is in the "OFF" position.
The switch has either an on position or an off position as indicated below.
= ON = OFF

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Close the 24 VDC breaker (K5). This will supply 24 VDC to the system. (See
Figure 6.1)
Turn the ON/OFF key switch to the ON position. The Main Menu screen (Figure
6.2) will be displayed after the “check” message has been displayed for 5 seconds.
System information is displayed at the bottom of the screen. Depending on the
configuration the following information will appear:
 Unit Number
 PE Version & CRC
 EC Version & CRC
 PLC Version
 HMI Version
 Heat Recovery Unit (HRU) (if installed)
 Start Table (TBL) Version.
FIGURE 6.1 TA100 CONTROLS

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FIGURE 6.2 TA100 CONTROL PANEL MAIN MENU
When the “Operation” button is selected the screen in Figure 6.3 will be displayed
Confirm that there are no alarm messages. If an alarm message is displayed then
it will have to be cleared before operating the TA100. Should the TA100 alarm for
any reason, the unit will shut down and will not allow restart until it is cleared. A
fault message will be displayed on the top middle right of the touch panel.
FIGURE 6.3 TA100 CONTROL PANEL OPERATION MENU

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To clear a fault in Local mode, press the fault message on the touch panel. This
will display a history of the faults. Press reset on the touch screen to clear the
fault and then “Esc” (escape) to return to the previous screen.
To clear a fault remotely, the correct register will be written to on the RS485 using
MODBUS per the register definition in Capstone engineering specification
ES1067.
Return to the main screen on the control panel.
Select the Maintenance item on the display and input the correct password to
access the functions in this mode.
Using the maintenance mode, verify operation of the oil pump.
Using the maintenance mode, verify operation of the oil system heat exchanger
cooling fan.
Using the maintenance mode, verify operation of power electronics cooling fan.
Using the maintenance mode, verify operation of enclosure cooling fan.
Using the maintenance mode, verify operation of combustion system igniter.
Using the maintenance mode, verify operation of gas boost compressor (if so
equipped).
Using the maintenance mode, verify operation of fuel control valves.
Using the maintenance mode, verify operation of HRU gas damper actuator (if so
equipped as a CHP unit).
Visually verify the damper is in the open position during starting (if CHP system).
Return to the main screen on the control panel.
Select the operation screen
Using the operating screen, verify the HRU water flow is at expected levels.
Using the operating screen, verify the HRU water inlet and outlet temperatures are
as expected (during pre start these temperatures should be very close to the same
level).
Using the operating screen, turn off the Auto generate mode for the initial
operation during commissioning.
6.6 FUEL PRIMING PROCEDURE (LIQUID FUELED SYSTEM)
For the liquid fueled TA100 system, whenever the fuel system has been serviced
and air could have entered the fuel system, the fuel priming procedure should be
completed as follows. This procedure also indicates how to adjust the fuel
pressure correctly in the TA100 system. Refer to Figure 6.4 below for location of
items.
While machine is NOT operating, set fuel pump into TEST mode by doing the
following:
 On the HMI, push the maintenance button to enter MAINTENANCE mode.
 Enter the required password
 Push CAL & TEST
 Push DO TEST 2
 Push TEST OUT
 Select fuel pump ‘ON’ (turn pump off by selecting ‘off’ if needed)

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Check system for leaks
View pump discharge pressure gauge. Pressure should be set to 94 psi (+- 2 psi)
and should remain steady.
If the pressure needs to be adjusted turn the screw on the bottom of the fuel
pressure regulator to obtain the correct pressure.
Once stable flow/pressure has been achieved, select ‘off’ for the pump.
Select escape (upper left of HMI screen) and return to main screen.
Allow pump to run for 5 minutes
While running watch for steady pressure. If it is not, open the purge valve for 3
seconds and close. Repeat valve open/close until pressure becomes steady
between 90 and 100 psi.
Use the HMI to turn off the pump and return to the main screen on the TA100 HMI.
Check system closely for any leaks and remove absorbent mats, tools, and parts.
Pressure
gauge
Spin-on
Fuel Pump Filter
Bleed Valve
In-Line Fuel Fuel

Filter Pressure
Regulator
FIGURE 6.4 TA100 LIQUID FUEL SYSTEM COMPONENTS
6.7 START PROCEDURE

After all the pre start checks have been completed, start the TA100 per the
following steps (refer to Section 7 for detailed start and operation instructions).
Press the "START" selection and press enter to confirm. This will initiate the start
sequence for the system. Verify the unit accelerates to operating speed with no
indication of abnormal conditions or faults.
Allow the unit to reach No Load speed and verify the start was without any
anomalies.
6.8 STEADY STATE OPERATIONAL VERIFICATION
After a start has been completed and the system has stabilized at No Load verify
the following operating parameters are consistent with expected levels (factory
ATP data) at No Load. These parameters will be displayed on the “Operation”
screen (Figure 6.3). This steady state operation demonstration may be limited due

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to facility loads available. Complete this section to the extent allowed by the
available loads.
6.9 NO LOAD OPERATIONAL VERIFICATION
While the system is at No Load condition, verify the parameters below are as
expected (compare to factory ATP data).
Power (for each phase)

Voltage (for each phase)
Current (for each phase)
Frequency (for each phase)
Engine Speed
EGT (both probes EGT1 and EGT2)
FCV (Fuel Control Valve)
Gas Boost Compressor exit pressure (verify on gauge on optional GBC if so
equipped)
HRU water inlet temperature (if optional CHP system)
HRU water outlet temperature (if optional CHP system)
HRU gas inlet temperature (T8 if optional CHP system)
HRU gas exit temperature (T9 if optional CHP system)
Operation of Modbus communication over RS485
Also perform the following checks:

Verify stable operation of the unit with no abnormal leakage, noise, or conditions.
Verify there are no leaks in the fuel system.
Verify there are no leaks in the water system (if optional CHP system).
Verify the enclosure cooling system is functional.
6.10 LOW LOAD OPERATIONAL VERIFICATION
Apply a small level of load (5 kW to 20 kW) on the TA100 system and perform the
checks listed in 6.8.
6.11 MAXIMUM LOAD OPERATIONAL VERIFICATION
Apply the maximum amount of load available on the TA100 system.
Perform the checks listed in Sections 6.8
Allow the unit to operate at full load for one hour monitoring the system.
After running under full load for an hour re-perform the checks listed in Sections
6.8.
Gradually remove the load (if possible) to reach a No Load condition.

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6.12 TRANSIENT OPERATIONAL VERIFICATION
After the system has been checked for steady state operation and is acceptable,
the following transient checks of the system operation should be completed. This
transient operation demonstration may be limited due to facility loads available.
Complete this section to the extent allowed by the available loads. Monitor and
verify stable operation of the TA100 system during the following load transients.
Step load the system in a small (5kW-10kW) increment.
Offload the system in a small (5kW-10kW) increment.
Step load the system in a medium (15kW-40kW) increment.
Offload the system in a medium (15kW-40kW) increment.
Step load the system in a large (50kW-80kW) increment.
6.13 SHUTDOWN / HOT RESTART VERIFICATION
Complete the following steps to verify a clean shutdown and hot restart with auto
generate.
If the “Operation” screen is not displayed navigate using the touch pad control until
it is displayed.
Press the “Stop” selection on the “Operations” screen.
Press the “Enter” option on the verification screen.
Verify that the “Power” indicator has extinguished.
Verify that the power output value has decreased to zero 0.
Verify that the speed of the turbine is reducing.
After the speed of the unit has reached zero (0), enable auto generate on the
operate screen.
Press the “Start” button on the “Operation” screen to restart the unit.
Verify the system completes a restart and automatically goes into auto generate (if
in grid mode) to provide the load applied or requested. About thirty (30) seconds
after reaching operating speed the unit will go into generate mode if the unit is in
Auto Generate grid mode. If the unit is operating in Island mode it will instantly
pick up whatever load is on the load line. If the unit is operating in Utility mode, it
will automatically ramp up to the rated output (or max EGT).
Perform the checks listed in the No load sections 6.8.

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6.14 SHUTDOWN / COMMISSIONING COMPLETION
After stabilizing at load from the auto generate demonstration, perform the
following steps.
Initiate a shutdown.
Verify the shutdown is normal.
Turn the ON/OFF switch to the OFF position.
If the unit is not grid tied to provide battery charging power and will not be
operated within 12 hours, open the 24 VDC breaker (K5) (See Figure 5.24).
Complete the Commissioning Summary Report (Form 156). Have the customer
sign the completed report and then sign as commissioned.
If system will not be placed in operation and requires storage, follow the steps in
Section 5.18 Storage prep section.
Give TA100 system keys to building manager or other responsible onsite
personnel.
6.15 COMMISSIONING REFERENCE DOCUMENTS
The following forms will be required for documenting the preparation and
commissioning of the system.
Commissioning Preparation Certificate – Form 0163
Commissioning Summary Report - Form 0156
Customer Action Report Form - Form 0203
Field Service Software Change Report - Form 0186

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FIGURE 6.1 TA100 CONTROLS ................................................................................. 104
FIGURE 6.2 TA100 CONTROL PANEL MAIN MENU .................................................. 105
FIGURE 6.3 TA100 CONTROL PANEL OPERATION MENU ...................................... 105
FIGURE 6.4 TA100 LIQUID FUEL SYSTEM COMPONENTS .................................... 107

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SECTION 6 GLOSSARY
Term Definition
DC Direct current
I/O Input/Output
KW Kilowatt

Synchronizing
END OF SECTION

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7 OPERATION
7.1 PRESTART CHECKS
Before continuing with the system commissioning perform the following system
and safety pre start checks. Always perform these checks prior to starting the
TA100. Prior to first start during initial commissioning, after maintenance, or after
a long shutdown period, a more intense and thorough inspection of the system
should be completed.
Verify that there are no foreign objects, loose connections, or damaged cables on
the control panel and there are no exterior abnormalities to the control panel
(HMI).
Verify that the air inlets and exhaust vents and ducts are free from obstruction.
Verify power output connections are tight.
Visually check all power output connections outside the PE, make sure the
connections re tightly connected.
Confirm that the oil level in the sight glass is within the acceptable level range.
Confirm that the batteries are fully charged to 24 VDC and they are connected
correctly.
Verify there is fuel pressure to the unit.
Check for fuel leaks using a gas detector or leak check fluid.
Verify facility water pumps are on and flow is present (if CHP installation).
Verify the TA100 system fuses and breakers / contactors are engaged.
NOTE: If the ambient temperature is below 15° C (59° F) follow the Cold Weather
Pre-Start outlined in Section 6.
7.2 CONTROLS
The TA100 system physical controls consist of the following three devices
Emergency Stop
Power On/Off Switch
Control Panel (HMI touch screen)]
All of these controls are on the right front door of the system as shown in Figure
7.1. The Control Panel touch screen has an extra weatherproof door over it to
provide easy access yet provide full sun / weather protection.

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FIGURE 7.1 TA100 CONTROLS
7.2.1 Emergency Stop Button

The Emergency Stop button, when pushed, stops power generation and shuts down the
engine. The button is pulled to reset it when normal operation can be resumed. A
hardwired remote emergency stop button, if connected, can also initiate an emergency
stop.
7.2.2 Power On/Off Switch
The TA100 CHP / MONOGEN system is enabled by moving the Power ON/OFF switch
to ON and disabled by moving the switch to OFF. The unit will not start with the switch in
the OFF position.
NOTE: If the ON/OFF switch is turned to the OFF position while the unit is running
then all systems will continue to operate. A shut down will only occur if the
emergency stop is pushed or if a normal shutdown is initiated. The switch
has either an on position or an off position as indicated in figure 7.2.
= ON = OFF
FIGURE 7.2 ON/OFF SWITCH
7.2.3 Control Panel (HMI)

The TA100 system control panel is a touch screen. Pressing selections on the screen
enters all commands. The engine controller provides fully automatic control and
protection of the gas turbine while starting, stopping and running. When the ON/OFF
switch is placed in the ON position the first screen to appear is the “Main” screen (see
Figure 7.3). Pressing the “Maintenance” screen will display a screen to access setting
functions, which are only accessible with a security password.
NOTE: Care should be taken to prevent rupturing the membrane on the touch
screen. Only use fingers to make selections. Never use pencils, pens or
other sharp objects. Rupturing the membrane will make the controller

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inoperable and care should be taken to not have physical contact with the
fluid that leaks out if the membrane is ruptured.
NOTE: Only authorized personnel should change the settings in the maintenance
section.
FIGURE 7.3 CONTROL PANEL MAIN MENU
7.2.3.1 Operation Screen Structure

Figure 7.4 shows the menu structure of the Operation control panel. Pressing the
“Operation” screen selection will display the top-level screen shown and defined in
Figure 7.4. Figure 7.5 shows the flow of information screens that are available to
navigate from the Operation screen.
Fault Display Area

Previous Generate Mode
Screen Button Status Paralleling Mode
Control Mode Power Output

Set Point
(Utility Mode)
Generate Start
Mode
FIGURE 7.4 OPERATION SCREEN STRUCTURE

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FIGURE 7.5 CONTROL PANEL OPERATION SCREEN STRUCTURE

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7.3 NORMAL OPERATING PROCEDURES
Starting power for the engine is provided by either grid power or from two 12 VDC
batteries wired in series to provide 24 VDC. There is a user settable input switch
that determines whether the unit will use grid or battery power for starting the
turbine (see section 7.5). In either case the batteries are used along with the
integral battery charger/transformer to provide the running power for the system
electronics. If any abnormal condition of equipment and/or operation is
recognized, shutdown the system immediately, and call the service provider.
During operation of the system verify that there are no abnormal sounds, smells,
or smoke and that output voltage, output current, generation power, engine speed
are within the normal range and stable.
7.3.1 CONTROL SETTINGS
WARNING: Configuration changes by unauthorized personnel can

cause the system to become inoperable. Only trained and authorized
personnel should have access to the maintenance screens and passwords.
There are user settable functions that determine the basic operational modes of the
TA100 system. The following describes how to configure these options on the system.
7.3.1.1 CONTROL MODE
NOTE: In all modes, the Emergency shutdown hardwire input is enabled.
There are three control modes on the TA100 system. This selection determines how the
system accepts commands from the user. The user can provide local commands,
remote hardwired commands, and Modbus communicated commands to the system.
Refer to Section 7.5 for Modbus interface communication details.
To switch between control modes press the Control Mode button on the touch panel
screen (Figure 7.4). A small selection window will appear with the capability to select:
 Local
 Remote
 Full Remote
Select the appropriate button per the descriptions below. After selecting the appropriate
button, confirm that the operation screen shows the selected option. The operation
mode can also be set using Modbus input per Section 7.5.
7.3.1.1.1 LOCAL MODE

Local mode only allows command inputs entered from the control touch panel. No
remote control inputs will be allowed over the RS485 link using MODBUS. Hardwired
remote controls will be disabled in this mode. However, the Emergency shutdown

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hardwire input is enabled in all command input modes. While in Local mode, system
information can still be read from the unit across the RS485 using MODBUS.
7.3.1.1.2 REMOTE MODE
There are two modes that allow remote control input using MODBUS across the
RS485 link. The Remote Mode setting allows the user to write commands to all
inputs on the system except for the remote hardwired inputs indicated in the
installation section of this manual. In this mode the hardwired inputs for these
commands will be enabled. This mode allows a facility SCADA system to
communicate with the system and read all information but allows the use of the
hardwired inputs. In addition to the Emergency stop hardwired input, the user can
also Fault Clear, provide Start Permit, select Auto Generate mode, and request
Engine Start / Stop.
7.3.1.1.3 FULL REMOTE MODE
The MCP (Full Remote) Mode setting allows the user to write commands to all inputs
on the system. In this mode the hardwired inputs are disabled. This mode also
information as well as perform all command inputs across the RS485 link using
Modbus.
7.3.1.2 GENERATE START MODE
The TA100 system should always be placed in auto generate mode for field usage. This
will allow the unit, after starting and a slight delay for warm-up, to automatically start
generating output power. The unit has the capability to be placed in manual generate
mode for service and test modes as well. Pressing the Generate Start Mode button on
the Operation screen (Figure 7.4) will display a small selection window with the
capability to select either Gen Manual or Gen Auto mode of operation. After selecting
the appropriate button, confirm that the operation screen shows the selected option.
7.3.1.3 POWER OUTPUT SETPOINT
If the TA100 system is to be operated in Grid mode, the customer can set a power
output level from the touch screen. Pressing the Power Output Set point button on the
Operation screen (Figure 7.4) will display a small number entry screen (Figure 7.6). This
screen will show you the minimum and maximum levels for this parameter in the upper
left hand corner of this screen. Enter the desired power output set point on the touchpad
and press the “EN’ pad for “enter”. After entering the correct information, confirm that the
operation screen shows the desired power level.
FIGURE 7.6 NUMBER ENTRY SCREEN

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7.3.1.4 CHP CONTROL MODE
The TA100 CHP systems have three (3) available modes for control of the HRU
operation. This control mode is set through the maintenance screen with a password to
prevent inadvertent modification of the mode. The CHP system uses a closed loop
control that moves the HRU damper assembly with the electronic actuator. This damper
will be in the full HRU bypass position when the unit is shutdown and until the unit has
started and is operating. Once the system is operating it will go into full control mode
operation.
7.3.1.4.1 DAMPER POSITION MODE
This mode allows the operator to hold a constant damper position. This mode is
typically used when there will always be a demand for all the heat energy the unit can
provide. The system will automatically move the damper to full HRU flow after the
unit has started and will remain in that position until the unit shuts down.
7.3.1.4.2 WATER OUTLET TEMPERATURE MODE
This mode allows the operator to hold a constant water outlet temperature. This mode
is typically used when there will always be a demand for a certain outlet temperature
maximum level desired. The system will automatically move the damper between full
bypass and full HRU flow until the outlet temperature set point is achieved.
7.3.1.4.3 WATER DELTA TEMPERATURE MODE
This mode allows the operator to hold a constant water delta temperature across the
HRU. This mode is typically used when there is a demand for a certain level of energy
in the system. The TA100 CHP system will automatically move the damper between
full bypass and full HRU flow until the delta water temperature set point is achieved.
7.3.2 DEFAULT SETTINGS
The default setting of the product is set based on the customer order. These settings
provide the output power and capabilities critical to safe and robust operation of the
system in the installation designed for and no attempt should be made to change them.
On Commissioning, the commissioning engineer will verify all settings are correct. All
TA100 systems will be operating in Auto Generate mode to provide power as soon as
(warm-up delay of 30 seconds) the unit has completed the startup. Voltage and
Frequency settings are only changed through the “Maintenance” screen and can only be
adjusted by factory trained personnel. Access to the maintenance screen is password
protected to prevent unintended changes to system critical settings.
7.3.3 STARTUP
Before a start is attempted, ensure that the TA100 has been made ready for normal
operation by performing the checks listed in sections 5 and 6. Refer to Figures 9.1 and
9.2 for connection schematics of the controls for the TA100.
7.3.3.1 SECURE DOORS
All doors must be secured. The unit should have all doors secured to prevent accidental
exposure to electrical energy or high temperatures.
7.3.3.2 EXTERNAL POWER
Provide external power to the unit if either:
 Starting power is required to drive the optional internal GBC (if using battery
start)
 The unit is installed in a cold weather environment that requires power for
heating the cold weather kit and oil system heater.

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7.3.3.3 FACILITY WATER FLOW
Provide the specified level of water flow from the facility to the TA100 CHP system. This
flow must be between 20 and 80 gpm.
7.3.3.4 CONTROL SETTINGS
Ensure that the Power Controls, shown in Figure 7.1 are in the following states:
 Emergency Stop not engaged (Emergency stop is reset when pulled out).
 Ensure that the Power switch on the Control Panel is in the "OFF" position.
7.3.3.5 FUEL SUPPLY
Open the main fuel supply valve to provide the fuel to the TA100 system. The fuel line
should be purged to remove any air. Air in the line can cause an ignition failure due to
no fuel.
7.3.3.6 ELECTRICAL BREAKER
Close the 24 VDC breaker (K5) (See Figure 7.7a/b). This switch is not intended to be
used except for maintenance and service operations to disconnect the device from
internal 24V power.
K5 Breaker
FIGURES 7.7a and 7.7b 24VDC BREAKER LOCATION (K5)
7.3.3.7 ACTIVATE CONTROL PANEL DISPLAY

Turn the ON/OFF switch to the ON position. The Main Menu screen on the display will
be displayed after the “check” message has been displayed for 5 seconds. System
information is displayed at the bottom of the screen. Depending on the configuration the

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TA100 MASTER GUIDE
following information will appear: Unit No, PE Version & CRC, EC Version & CRC, PLC
Version, HMI Version, Start Table (TBL) Version. When the “Operation” button is
selected the screen in Figure 7.4 will be displayed.
7.3.3.8 CLEAR ALARMS
Confirm that there are no alarm messages. If an alarm message is displayed then it will
have to be cleared before operating the TA100 system. A fault message will be
displayed on the middle of the touch panel at the top. To clear a fault in Local mode
press the fault message on the touch panel. This will display a history of the faults.
Press reset on the touch screen to clear the fault and then “E” (escape) to return to the
previous screen.
To clear a fault remotely, the correct register will be written to on the RS485 using
MODBUS per the register definition in 7.7 Communications in this section or a contact
closure made on the hardwired fault reset contacts.
7.3.3.9 MICROTURBINE START
Press the "START" selection and press enter (Figure 7.8) to confirm. This will initiate the
start sequence for the system. The engine will accelerate to 16,000 rpm to purge the
system for about 15 seconds and then will decelerate to 10,000 rpm (14,000 rpm liquid
fueled system). Once this speed has been reached, the fuel system will provide fuel and
spark to light off the turbine and then accelerate until running speed is achieved (68000
rpm). Thirty (30) seconds after reaching operating speed the unit will go into generate
mode. Table 7.1 details the start procedure that the system will perform.
FIGURE 7.8 START/STOP CONFIRMATION SCREEN
Start Step Description Duration

Cooling or heating of oil 1. Min Until Oil
Oil Temp
59° F (15° C) 2. Max 167° F temperature is in
adjustment
(75° C) correct range
This time period allows the
liquid start fuel heater to warm
up and the amount of time is
Fuel heater
dependent upon the type of 0 to 90 seconds
warmup
liquid fuel being used and the
turbine exhaust gas
temperature at time of start.
Engine accel to Electrical accel of engine to
~30 seconds
purge 16000 rpm for purge cycle
Electrical hold of engine at
Purge 16000 rpm for purge of engine / ~20 seconds
recuperator system
Decel of engine to 10000 rpm
Ignition and fuel and igniter enable for 10 seconds
light off
121 MG100 Rev C
TA100 MASTER GUIDE
~120 seconds
Accel on electrical assist and
Acceleration (dependent upon
combustion to 68000 rpm
initial temperatures)
TABLE 7.1 SYSTEM START STEPS
If the unit is operating in Island mode, the TA100 will automatically adjust to supply
whatever load is on the output cables (unless it exceeds the system overload capabilities
or derate capability of the unit). When operated in Utility (or Grid) mode, the TA100
system will ramp over a period of a couple of minutes to full programmed load. If the
unit is in Auto Generate mode while Grid connected, the unit will warm up for about 30
seconds and then will ramp up to maximum load the system is capable of generating
considering the EGT limit and output power limit of the system or to the corresponding
load requested if in load following or load set point mode. If the unit is in Auto Generate
mode while in Island mode, the unit will warm up for about 30 seconds and then
automatically generate power to carry the load on the output lines. The maximum power
capability is dependent upon the maximum output of the unit (100kW net) and the
ambient temperature.
To monitor the start graphically, the user can press the “Next” button on the Operation
screen after the start has been requested and the next level of operation screen will
appear (Figure 7.9). From this screen press the Trend button to display the graphic
display (Figure 7.10) real time of the start.
FIGURE 7.9 SECOND LEVEL OPERATION SCREEN
FIGURE 7.10 GRAPHICAL REAL TIME PLOT OF START

122 MG100 Rev C
TA100 MASTER GUIDE
7.3.3.10 OPERATING PARAMETERS CHECK
The right part of the "Operation" screen (Figure 7.9) will show the operating conditions of
the system- Power, Voltage, Current, Frequency, Speed, EGT and FCV (Fuel Control
Valve). Verify that all conditions are normal. Verify no abnormal sounds or conditions
exist.
7.3.3.11 SECURE SYSTEM
Close control panel door and secure. Unit will operate continuously until shutdown.
7.3.4 SHUTDOWN
The TA100 system is capable of going into a shutdown at any applied load but to
provide longer life it is suggested that the load be reduced before completing a
shutdown. If the unit is operating in Utility mode, it will automatically ramp down
to no load before shutdown. If any event occurs or abnormal condition is
observed, an emergency shutdown can be initiated by PUSHING the Emergency
shutdown button on the control panel or activating an emergency shutdown
remotely.
NOTE: Only use the emergency stop button in the event of an actual emergency. After
activating the emergency shutdown DO NOT restart the unit until the trouble has
been diagnosed and resolved.
If the “Operation” screen is not displayed navigate using the touch pad control until
it is displayed. Once the “Operation” screen is displayed, use the following
instructions to shut down the unit:
Press the “Stop” selection on the “Operation” screen.
Press the “Enter” option on the verification screen (Figure 7.8).
Verify that the “Power” indicator has extinguished.
Verify that the power output value has decreased to zero 0.
When turbine speed has reached zero (0) then turn the ON/OFF switch to the OFF
position.
7.3.5 POST SHUTDOWN CHECKS
With the unit shut down and after the cooling period, check for oil, fuel, or water
leaks
7.4 STORAGE PREPARATION
If the unit will be place in storage and not operated for an extended period of time
perform the steps outlined in Section 5.18 on storage preparation.
7.5 SYSTEM COMMUNICATIONS
The communication method used on the TA100 is MODBUS single master/multi
slave method. Only the master can initiate a Query and/or Queries
(communication start). The slave responds by supplying the requested data to the
master, or by taking the action requested in the query. The master can address
individual slaves, or can initiate a broadcast query to all slaves. In case of a
broadcast query, each slave performs a specified function only and will not return
a response message. The slave returns a response message only when it is

123 MG100 Rev C
TA100 MASTER GUIDE
addressed by the query. In an installation with TA100(s), the master would
typically be a BMS or SCADA system from the facility and the TA100 itself would
be the slave.
The transmission format of the query consists of the Slave address or broadcast,
the function code of a specific request, and the data field and error-checking field.
Also, the transmission format of the response message consists of a field
confirming the requested contents and the error-checking field. MODBUS protocol
refers to registers as “coils” so these two terms will be used interchangeably in this
document. Communication Parameter settings are on the following pages.
7.5.1 COMMUNICATION PARAMETER SETTINGS
The communication parameters supported by the TA100 Engine Control Board are
listed in table 7.2.
Communication Specification Setting method

parameter
Communication mode RTU N/A
Transmission speed 9600/19200/38400/57600 Dip Switch (*2)
bps (*1)
Parity ODD N/A
Data bit length 8 Bit N/A
Stop bit length 1 Bit N/A
Node address 2 to 32 Dip Switch (*2)
Connection method RS-485 N/A
TABLE 7.2 LIST OF EC COMMUNICATION PARAMETERS
*1: Bit rate accuracy 9600bps: 0.16% 19200bps: -1.36% 38400bps: 1.73% 57600bps: -
1.36%
*2: The Dip switch is located on the engine controller board, marked as SW1, at the right
side of connector Cne14. Dipswitch settings are listed below in TABLE 7.3.
Dip Switch 1 2 3 4 5 6 7 8
Comm Speed
9600 Off Off
19200 Off On
38400 On Off
57600 On On
CRC Low High Off
CRC High Low On
Modbus Addr
2 Off Off Off Off Off
3 Off Off Off Off On
4 Off Off Off On Off

124 MG100 Rev C
TA100 MASTER GUIDE
5 Off Off Off On On
31 On On On Off On
32 On On On On Off
TABLE 7.3 DIP SWITCH SETTINGS
*3: 19200bps is the recommended setting
Table 7.4 below indicates the MODBUS functions that allow communication to and
from the TA100 using MODBUS protocol. For instance, to write and send user
commands, use MODBUS Function 0x05.
Function Function Name Function

Code (Defined in PI-
MBUS-300 Rev. J)
Read Coil (register) Read Coil (Discrete Output)
01 (0x01)
Status
02 (0x02) Read Input Status Read Input Status (Discrete input)
Read Holding Read Holding Register (Read System
03 (0x03)
Register Settings)
Read Register Read Register (Measurements,
04 (0x04)
Calculation Results)
Force Single Coil Write one Coil (Discrete Output)
05 (0x05)
(register)
Preset Single Write Holding Register (Set Parameter
06 (0x06)
Register Values)
TABLE 7.4 MODBUS PROTOCOL FUNCTIONS
7.5.2 DATA REGISTER ADDRESSES
Data addresses which are supported by the TA100 Engine Control Board are
shown in Table 7.5 below.
Data Address Content

1～2000 Control switch (open to user)
Coil
2001～3000 Control switch (closed to user)
1～1000 Input status (open to user)
Input Status 1001～2000 Failure detail (open to user)
2001～3000 Internal Input status (closed to user)
1～1000 Analogue value (open to user)
Input Register 1001～2000 Version information (open to user)
2001～3000 Internal Analogue value (closed to user)
Holding 1～1000 Setting value (open to user)
Register 2001～3000 Internal setting value (closed to user)
TABLE 7.5 DATA ADDRESSES

125 MG100 Rev C
TA100 MASTER GUIDE
7.5.3 SYSTEM MAIN CONTROL WRITE INPUT REGISTERS

The user control coil data supported by TA100 Engine Control Board in REMOTE
mode only are listed below. To write and send user commands, use MODBUS
Function 0x05. To read and verify the command sent, use MODBUS Function
0x01.
Register
Address Value High (1) description Value Low (0) description
Name
Request shutdown of unit. No
impact if unit is shutdown and
command is resent. In Island
Request start of unit if
mode the unit will stop
system is not in Fault
generating power immediately
1 Engine Start condition. Continue
and shut down normally. In
running is this value is high
utility mode, the unit will ramp
and resent.
down power until NO Load
condition is achieved and then
will shut down.
Allow power generation if
system is running and Stop power generation. This
ready to generate. If set will cause an immediate
Generation
2 prior to start will go offload of the unit but the
Start
immediately into generation turbine will continue to
upon reaching system state operate.
that allows generation.
Immediately stop power
Emergency
3 generation and initiate Normal operation
Stop
shutdown.
4 Error Reset Clear active faults Normal operation
TABLE 7.6 WRITEABLE INPUT REGISTER LISTING
7.5.4 OUTPUT DATA REGISTERS

Output data registers supported by the TA100 engine control board are shown. To
read, use the MODBUS Function 0x04.
Address Register Description Units

Name
1 NR Turbine speed x10 rpm
2 EGT Exhaust Gas Temperature x0.1° C
(average)

126 MG100 Rev C
TA100 MASTER GUIDE
Name
3 FCV Fuel Control Valve position x0.1 %
4 Enclosure T Enclosure Temperature x0.1° C
5 Intake T Engine Air Intake Temperature x0.1° C
6 Oil Inlet T Oil Inlet Temperature x0.1° C
7 Battery V Battery Voltage x0.1 V
8 Power Req Total Power requested x0.1 kW
9 Out P Total Output Power x0.1 kW
10 Grid V Grid Voltage x0.1 V
11 Frequency Output Frequency x0.01 Hz
12 Out I Output Current x0.1 A
13 Err Code Error Codes 3 digit #
14 T8_Temp x0.1° C
15 T9_Temp x0.1° C
16 T WHRE x0.1° C
Temp
17 T WHRI Temp x0.1° C
18 T_CJC Temp x0.1° C
19 Actuator Valve x0.1 %
20 FT WHRI Flow x0.1 L/min
21 Error Status
22 FT_Pulse x0.1 L/min
Flow
23 Q WHR x0.1 MJ
24 Q WHE
Efficiency
25 FT ECB
Exhaust
26 T89 Delta x0.1° C
27 T WHREI x0.1° C
Delta
1001 EC PLC
1002 EC CPU
1003 EC TP
1004 IC CPU
2001 EGT1 Exhaust Gas Temperature #1 x0.1° C
2002 EGT2 Exhaust Gas Temperature #2 x0.1° C
2025 Out P1 Power Output Phase 1 x0.1 kW
2031 Out V1 Output Voltage RMS Phase 1 x0.1 V
2034 Out Irms 1 Output Current RMS Phase 1 x0.1 A

127 MG100 Rev C
TA100 MASTER GUIDE
Name
2037 Out Irms 4 Output Current RMS Phase x0.1 A
Neutral
2042 DC BUS V DC Bus Voltage x0.1 V
2043 DC BUS C DC Bus Current x0.1 A
2044 IN DC V DC Link Voltage x0.1 V
2045 SUB PE C Sub Inverter Current. (Start x0.1 A
Inverter)
2046 INV TEMP Inverter Heat Sink Temp x0.1 Degree C
2047 BST TEMP Main power booster IGBT Heat x0.1 Degree C
Sink Temp
2048 INTAKE PE Cooling Air Intake x0.1 Degree C
TEMP Temperature
2049 SBT TEMP Start Boost IBGT Heat Sink x0.1 Degree C
Temp
Use the MODBUS Function 0x03 to read following registers.
2050 RUN TM Total Running Seconds (Low 16 Seconds

bits)
2051 RUN TM Total Running Seconds (High 16 Seconds
bits)
2056 GEN Total KW hours KW hours
POWER
TABLE 7.7 OUTPUT DATA REGISTER LIST
7.5.5 SYSTEM STATUS REGISTER LIST

To read, use MODBUS Function 0x02. Each address stands for a bit.
Address Register Description

Name
Engine
1 Running High if engine running
2 Generating High is system generating
Start High if system will be allowed to proceed
3 Permitted with start
High is system has an active shutdown
4 Engine trip fault (not cleared)
Engine
Normal
5 Shut-down High is engine is in Normal shutdown state
6 Engine alarm High if system has active warning

128 MG100 Rev C
TA100 MASTER GUIDE
High if Inverter has active shutdown fault
7 Inverter Trip (not cleared)
8
9 SOV1
10 SOV2
11 SOV3
12 SOV4
13 OIL Pump
14 Cooling FAN
15 Igniter
16 Fuel Heater
17 K2
18 H.R. Sys
19 G.C. Sys
TABLE 7.8 SYSTEM STATUS REGISTER LIST
7.5.6 OPERATING MODE SETTINGS

The following parameters can be written to change the starting and operating
mode of the unit. Use MODBUS Function 0x06 to set the parameters. Use
MODBUS Function 0x03 to read and verify settings.
Address Register Name Description Units

1 KW Req Output power request X 0.1 kW
2 Year/Month
3 Day/Hour
4 Minute/Second
2001 Oil T Del TM Oil Temp Build Delay Time sec
2002 Purge TM Purge Time sec
2003 Lightoff TM Light off Step Time sec
2004 Warm TM Sub Sync Warm Time sec
2005 Starter TM Starter Delay Time sec
2006 Oil P Del TM Oil Press Build Delay Time sec
2007 Gen Del TM Generate Delay Time sec
2008 Cool Del TM Cool down Loop Delay Time sec
2009 Fan Delay Fan Off Delay Time sec
2010 Oil P N Delay Oil Pump Off Normal Delay Time sec
2011 Oil P E Delay Oil Pump Off Ext Delay Time sec
2012 EGT C Delay EGT Creep Delay Time sec
2013 Purge TMout Start Purge Timeout sec
2014 Sus TMout Self Sustain Speed Timeout sec
2015 Rolling TMout Rolling Speed Timeout sec
2016 Idle TMout Idle Speed Timeout sec
2017 Low En Del TM Low Energy Delay Time sec
2018 Oil P LL Del TM Oil Press Low Low Delay Time sec

129 MG100 Rev C
TA100 MASTER GUIDE
Battery Voltage Low Low Delay
2019 Batt LL Del TM sec
Time
EGT HH1 Del
2020 EGT High High 1 Delay Time sec
TM
EGT HH2 Del
EGT High High 2 Delay Time sec
2021 TM
EGT HH1 Del
2020 EGT High High 1 Delay Time sec
TM
2022
2023
2024
2025
2026
2027
2028 Ignite TM Ignite Speed keep Time sec
2029 Flameout Delay Flameout detect delay Time sec
Dual Mode SW
2030 Dual Mode SW Timeout sec
TM
2031
2032
2033 Unit No. 1/5 TA-100 Unit Serial Number 1/5
2038 Type TA-100 System Type 0:CO,1:MONO
2039
0:Local
2040 Operate Operate Type
1:Remote
2041 Generate Generate Select 0:Auto,1:Manu
0:Jpanese,1:En
2042 Language Language Select
glish
2043 Warm Up Warm Up select 0:OFF,1:ON
2044 EGT Cont EGT Control Select 0:CPS,1:EBR
2045 DropLoad DropLoad Select 0:CPS,1:EBR
2046 Flameout Flameout Select(EBR) 0:OFF,1:ON
2047
2048
2049 TP Ver. Touch Panel Version (Hex)
2050 Run TM Total Engine Running Time sec
2051
Total Engine Running Time Over
2052 Run TM Over sec
Flow
2053 Gen TM Total Generation Time sec

130 MG100 Rev C
TA100 MASTER GUIDE
2054
2055 Gen Tm Over Total Generation Time Over Flow sec
2056 Gen Power Total Generation Power
2057
Gen Power Total Generation Power Over
2058
Over Flow
2059 Start Count Total Engine Start Count
2060
2061 Err Count Total Error Count
2062
2063 Cycle Count Total Cycle Count
2064
2065 NR H NR High Value x10 rpm
2066 NR HH NR High High Value x10 rpm
2067 NR L NR Low Value x10 rpm
2068 NR LL NR Low Low Value x10 rpm
2069 Oil T L Oil Inlet Temp Low Value x0.1 ° C
2070 Oil T LL Oil Inlet Temp Low Low Value x0.1 ° C
2071 Oil T Parm Oil Inlet Temp Parmit Value x0.1 ° C
2072 Oil Fan On Oil Fan On Temp value x0.1 ° C
2073 Oil P L Oil Press Low Value kPa
2074 Oil P LL Oil Press Low Low Value kPa
2075 EGT HH Start EGT High High Start Value x0.1 ° C
2076
2077 EGT H EGT High x0.1 ° C
2078 EGT HH EGT High High Value x0.1 ° C
2079 EGT Dlt H Start Delta EGT High Start Value x0.1 ° C
EGT Dlt HH
2080 Delta EGT High High Start Value x0.1 ° C
Start
2081 EGT Dlt H Delta EGT High Value x0.1 ° C
2082 EGT Dlt HH Delta EGT High High Value x0.1 ° C
2083 Encl T H Enclosure Temp High Value x0.1 ° C
2083 Encl T HH Enclosure Temp High High Value x0.1 ° C
2085 Encl Fan On Enclosure Temp Fan On Value x0.1 ° C
2086 Encl Fan Off Enclosure Temp Fan Off Value x0.1 ° C
2087 Batt V L Battery Voltage Low Value x0.1 V
2088 Batt V LL Battery Voltage Low Low Value x0.1 V
NRDOT Low
2089 NRDOT Low Energy Value
Eng
2090 NGDOT Purge NGDOT Purge Value x1 rpm/sec
NGDOT
2091 NGDOT Lightoff Value x1 rpm/sec
Lightoff
EGTDOT
2092 EGTDOT Lightoff Value x0.1 ° C/sec
Lightoff

131 MG100 Rev C
TA100 MASTER GUIDE
EGTDOT
EGTDOT Flameout Value x0.1 ° C/sec
2093 Flameout
EGTDOT
2094 EGTDOT Blowout Value x0.1 ° C/sec
Blowout
2095 FCV Ignite Step FCV Ignite Step Value %
FCV Max Step
2096 FCV Max Step Count Value x0.1 Step
Count
2097 Purge Speed Purge Speed Value x10 rpm
2098 Self Sus Speed Self Sustain Speed Value x10 rpm
2099 Rolling Speed Rolling Speed Value x10 rpm
Sub Sync
2100 Sub Synchronous Speed Value x10 rpm
Speed
2101 Idle Speed Idle Speed Value x10 rpm
Onload Dlt
2102 Onload Delta Speed Value x10 rpm
Speed
Offload Dlt
Offload Delta Speed Value x10 rpm
2103 Speed
Oil Pump
2104 Oil Pump Speed Value x10 rpm
Speed
2105 FCV Out Test FCV Output Test Value x0.1 %
EGTDOT Elec EGTDOT Electric Accel P Gain
2106 x0.1 %
P Value
EGTDOT Electric Accel I Gain
2107 EGTDOT Elec I msec
Value
EGTDOT Elec EGTDOT Electric Accel D Gain
2108 msec
D Value
NRDOT Chem NRDOT Chemical Accel P Gain
2109 x0.1 %
P Value
NRDOT Chemical Accel I Gain
2110 NRDOT Chem I msec
Value
NRDOT Chem NRDOT Chemical Accel D Gain
2111 msec
D Value
EGT Chemical Accel P Gain
2112 EGT Chem P x0.1 %
Value
2113 EGT Chem I EGT Chemical Accel I Gain Value msec
EGT Chemical Accel D Gain
2114 EGT Chem D msec
Value
2115 NR Rolling P NR Rolling P Gain Value x0.1 %
2116 NR Rolling I NR Rolling I Gain Value msec
2117 NR Rolling D NR Rolling D Gain Value msec
2118 NR SS P NR Steady State P Gain Value x0.1 %
2119 NR SS I NR Steady State I Gain Value msec
2120 NR SS D NR Steady State D Gain Value msec
2121 NR Onload P NR Onload P Gain Value x0.1 %

132 MG100 Rev C
TA100 MASTER GUIDE
2122 NR Onload I NR Onload I Gain Value msec
2123 NR Onload D NR Onload D Gain Value msec
2124 NR Offload P NR Offload P Gain Value x0.1 %
2125 NR Offload I NR Offload I Gain Value msec
2126 NR Offload D NR Offload D Gain Value msec
2127 Power Ctrl SP EGT Power Control Set Value x0.1 ° C
2128 Power Ctrl P EGT Power Control P Gain Value x0.1 %
2129 Power Ctrl I EGT Power Control I Gain Value msec
2130 Power Ctrl D EGT Power Control D Gain Value msec
2131
2132
2132 EGT Ctrl SP EGT Control Set Value x0.1 ° C
2133 I Band I Band Value x0.1 ° C
2134 I Step I Step Value x0.1 kW/sec
2135 O Band O Band Value x0.1 ° C
2136 O Step O Step Value x0.1 kW/sec
2137 Creep Temp Creep Temp Value x0.1 ° C
2138 Creep Rate Creep Rate Value x0.1 ° C/sec
2139 Flameout EGT Flameout EGT Value x0.1 ° C
2140 Flameout A/F Flameout A/F Value
2141 Flameout Acc Flameout Accel Value rpm/sec
2142 Dropload Trig Dropload Trigger Value rpm/sec
Dropload Trig Dropload Trigger Permissive
2142 x10 rpm
Prm Value
2143 Dropload Reset Dropload Reset Value rpm/sec
Dropload Reset
2144 Dropload Reset Permissive Value x10 rpm
Prm
OvrSpd Prtct
2145 Over Speed Protect Rate Value rpm/sec
Rate
Liquid Fuel SOV2 Open Speed
2146 Liq SOV2 Open x10 rpm
Value
Liq FCV Fill Liquid Fuel FCV Fill Position
2147 x0.1 %
Pos Value
Liq FCV Xovr Liquid Fuel FCV XOver Position
2148 x0.1 %
Pos Value
Cooldown Dlt
2149 Cooldown Delta Temp Value x0.1 ° C
TM
2150 Oil Outlet TM H Oil Outlet Temp High Value x0.1 ° C
2151 CDP H CDP High Value kPa
2152 NR HH (INV) NR High High (Inverter) rpm/sec
2153
2154
2155
2156

133 MG100 Rev C
TA100 MASTER GUIDE
2157
2158
2159
2160
2161 Encl TM Offset Enclosure Temp Offset Value x0.1 ° C
2162 Encl TM Gain Enclosure Temp Gain Value
2163 EGT1 Offset EGT1 Offset Value x0.1 ° C
2164 EGT1 Gain EGT1 Gain Value
2165 EGT2 Offset EGT2 Offset Value x0.1 ° C
2166 EGT2 Gain EGT2 Gain Value
2167 CIT Offset CIT Offset Value x0.1 ° C
2168 CIT Gain CIT Gain Value
Stator TM
2169 Stator Temp Offset Value x0.1 ° C
Offset
2170 Stator TM Gain Stator Temp Gain Value
Intake TM
2171 Intake Temp Offset Value x0.1 ° C
Offset
2172 Intake TM Gain Intake Temp Gain Value
2173 Oil in TM Offset Oil inlet Temp Offset Value x0.1 ° C
2174 Oil in TM Gain Oil inlet Temp Gain Value
Oil out TM
2175 Oil outlet Temp Offset Value x0.1 ° C
Offset
2176 Oil out TM Gain Oil outlet Temp Gain Value
2177 CJC TM Offset CJC Temp Offset Value x0.1 ° C
2178 CJC TM Gain CJC Temp Gain Value
2179 J2 TM Offset J2 Temp Offset Value (Reserve) x0.1 ° C
2180 J2 TM Gain J2 Temp Gain Value (Reserve)
2181 CDP Offset CDP Offset Value kPa
2182 CDP Gain CDP Gain Value
2183 Oil P Offset Oil Press Offset Value kPa
2184 Oil P Gain Oil Press Gain Value
2185 J1 Offset J1 Temp Offset Value (Reserve) x0.1 ° C
2186 J1 Gain J1 Temp Gain Value (Reserve)
2187
Modbus
2188 Modbus communication Timeout 0: No Use , sec
Timeout
0: Normal, 1:
2189 Dual Mode SW Dual Mode SW
Dual
2190
2191
2192
2193 Target TM
2194 Target Dlt TM

134 MG100 Rev C
TA100 MASTER GUIDE
Target Valve
2195
Pos
2196 Hys TM
2197 Gain P
2198 Gain I
2199 Time Dly
2200 EGTI H
2201 EGTI HH
2202 Dlt TM H
2203 Dlt TM HH
2204 Water TM H
2205 Water TM HH
2206 Water P L
2207 Water P LL
2208 Water P H
2209 Water P HH
2210 Water F L
2211 Water F LL
2212 T8 TM Gain
2213 T8 TM Offset
2214 T9 TM Gain
2215 T9 TM Offset
TWHRE TM
2216
Gain
TWHRE TM
2217
Offset
TWHRI TM
2218
Gain
TWHRI TM
2219
Offset
2220 Tres1 TM Gain
Tres1 TM
2221
Offset
2222 Tres2 TM Gain
Tres2 TM
2223
Offset
2224 Cres1 TM Gain
Cres1 TM
2225
Offset
2226 Cres2 TM Gain
Cres2 TM
2227
Offset
PWHRE TM
2228
Gain

135 MG100 Rev C
TA100 MASTER GUIDE
PWHRE TM
2229
Offset
ValvePos
2230
Offset
2231 ValvePos Gain
2232 T CJC Offset
2233 T CJC Gain
FTWHRE
2234
Offset
2235 FTWHRE Gain
FTItalian1
2236
Offset
2237 FTItalian1 Gain
FTItalian2
2238
Offset
FTItalian3
2240
Offset
FTItalian4
2242
Offset
2244
2245
2246
2247
2248
2249
2250
2251
2252
2253
2254
2255
2256
2257
2258
2259
2260
2261
2262
2263
2264
2265

136 MG100 Rev C
TA100 MASTER GUIDE
2266
2267
2268
2269
2270
2271
2272
2273
2274
2275
2276
2277
2278
2279
2280
2281
2282
2283
2284
2285
2286
2287
2288
2289 Rated Voltage V
2290 Rated Current A
2291 Over Current %
SoftStop Time
2292 X0.1 sec
(Utility)
SoftStart Time
2293 X0.1 sec
(Utility)
SoftStart Time
2294 X0.1 sec
(Island)
2295 Drive Mode 0,1,2,3,4
Frequency 0: 50Hz, 1:
2296
Select 60Hz
2297 Power Scale kW
Power Request
2298 X0.1%
U
Power Request
2299 X0.1%
V
Power Request
2300 X0.1%
W
INV Start DC
2301 V
Voltage

137 MG100 Rev C
TA100 MASTER GUIDE
2302 INV Start Delay Sec
INV Start Volt
2303 X0.1%
Delta
2304 INV Start Delay Sec
INV Start
2305 Deg
Phase
INV Strt Phase
2306 Sec
Delay
Out Voltage
2307 X0.1sec
Phase
DC Link Under
2308 V
Voltage
DC Link Under
2309 X0.1sec
Volt Delay
DC Link Over
2310 V
Voltage
DC Link Over
2311 X0.1sec
Volt Delay
DC Bus Under
2312 V
Voltage
DC Bus Under
2313 X0.1sec
Volt Delay
Out Over
2314 V
Voltage 1
Out Under
2315 V
Voltage 1
Out Over
2316 V
Voltage 2
Out Under
2317 V
Voltage 2
Out Voltage 2
2318 X0.1sec
Time
Over
2319 X0.1Hz
Frequency
Undr
2320 X0.1Hz
Frequency
Out Frequency
2321 X0.1sec
Delay
Out DC Cur
2322 X0.1%
Level
Out DC Cur
2323 X0.1sec
Delay
Out Auto
2324 X0.1V
Voltage

138 MG100 Rev C
TA100 MASTER GUIDE
Grid Loss PA
2325 X0.1sec
Time
Grid Loss PA
2326 X0.1deg
Degree
Grid Loss AC
2327 X0.1sec
Time
Grid Loss AC
2328 X0.1Hz
Freq
Grid Loss AC
2329 Sec
Delay
2330 INV Phase Shift Deg
2331 INV Auto Retry
Comm Delay
2332 X0.01sec
Time
Comm Stop
2333 X0.1sec
Time
Starter ON
2334 V
Voltage
2335 Starter Delay Sec
Starter Off
2336 V
Voltage
Starter Spd
2337 X10rpm
Request
Starter Accel
2338 Rpm/sec
Rate
Starter Soft
2339 X0.1sec
Start
Starter Rated
2340 A
Cur
Starter Judge
2341 Rpm
Speed
Start Judge
2342 X0.1sec
Time
Starter Off
2343 Rpm
Speed
Starter Overrun
2344 Sec
Time
2345 Unit Number Unit
Starter Input Start Inverter input power source 0 = Battery
2346
Mode 1 = Utility
2347 Starter Gain P
TABLE 7.9 MODBUS OPERATING SETTINGS
7.5.7 SYSTEM ALARM FAULT CODES

139 MG100 Rev C
TA100 MASTER GUIDE
The unit will continue to remain on-line and running but will generate an alarm
condition signaling that the unit is operating out of parameters. The addresses
can be obtained by adding 900 to the error code (i.e. error code 301 will have
address 1201).
Error Limit
Code Name Description field Limit
Start permission Failure – something is
alarmed and not allowing start, possibly Start
301 Start Perm FL due to: lockout
Oil Temp Low SP004 10° C
Battery voltage low SP024 20 VDC
T2 high - Air inlet to engine too high 50° C
303 Encl Temp H Enclosure temperature high SP020 90° C
Difference between EGT#1 and EGT#2
304 EGT Spread H is too high. SP018 90° C
305 Batt Volt L Battery voltage low SP024 21 VDC
306 EGT H EGT high SP014 650° C
307 Oil I Temp H Oil inlet temperature high. SP006 80° C
Utility voltage failure - no utility voltage
309 Util Volt FL in Grid-tie mode
313 Speed H Engine Speed High SP000 72,000 rpm
314 Speed L Engine Speed low SP002 65,000 rpm
315 Oil I Temp L Oil inlet temperature low SP004 15° C
316 EEPROM FL Checksum Incorrect
TABLE 7.10 SYSTEM ALARM FAULT CODES
7.5.8 ENGINE CONTROL NORMAL SHUTDOWN TRIP FAULT CODES

Faults and limits that will trip the unit off-line with a normal shutdown. The
addresses can be obtained by adding 900 to the error code (i.e. error code 301 will
have address 1201).
Error Limit
EGT Spread Difference between EGT#1 and EGT#2
201 HH is too high. SP019 100° C
203 IC Comm FL Inverter Communication Fail
204 Oil I Temp HH Engine Oil inlet temperature high high SP007 90° C
MCU Comm
Modbus Communication Link Fail
205 FL
Oil inlet temperature Permit Fail. This
indicates the oil warming cycle timed
Oil I Temp out and could not achieve oil temp in
206 LLP time required. SP008 15° C

140 MG100 Rev C
TA100 MASTER GUIDE
Error Limit
SP200 1200 secs

207 Encl Temp HH Enclosure temperature High High SP021 100° C
208 HR Sys FL Boiler System Fail
Oil inlet temperature Low Low. This
212 Oil I Temp LL level usually indicates probe failure. SP005 -35° C
TABLE 7.11 ENGINE CONTROL NORMAL SHUTDOWN TRIP FAULT CODES
7.5.9 ENGINE CONTROL EMERGENCY SHUTDOWN TRIP FAULT CODES

The unit will trip off-line and shutdown immediately. The addresses can be
obtained by adding 900 to the error code (i.e. error code 301 will have address
1201).
Error Limit
101 E-Stop Emergency Stop
102 Overspeed Engine Overspeed SP001 73,500
103 Over Temp EGT Over Temperature SP015 665 deg C
105 Batt Volt LL Battery Voltage Low Low SP025 20 VDC
106 Speed Sen FL Engine Speed Pickup Failure
109 Oil SW Low oil pressure hdwr 45 psi
Combustion blowout during normal
112 Blowout running conditions SP031 -500° C/sec
113 Flameout EGT Flameout (EGT) during start-up SP030 -15° C/sec
SP229 1.2 sec
Chemical acceleration rate is too low
114 Low Energy during start SP026 200%
115 Purge FL Purge speed not held for required time SP034 16300 rpm
SP201 18 sec
116 IGN FL Ignite speed not held for required time SP013 10000 rpm
SP228 1.5 sec
Failure to obtain self sustain speed
117 Sustain FL during start in required time SP035 35000 rpm
SP213 120 sec
Unable to transition to steady state 2000 rpm
118 Rolling FL speed in required time from start SP036 below SS
SP214 200 sec
119 Idle FL Unable to reach idle speed in required SP038 68000 rpm

141 MG100 Rev C
TA100 MASTER GUIDE
Error Limit
total start time
SP215 200 sec
120 Speed LL
Speed Low Low Limit SP003 64500 rpm
121 Safety FL
Safety Fail
122 CPU FLWatch Dog, Dual Port Ram flt
Gas boost compressor fuel inlet
123 Gas Press SW pressure low hdwr 20 mbar
124 HR Sys FL Heat Exchanger System failure
Water Temperature High Failure Yellow
H HSP11 90° C
Water Temperature High Failure Red
HH HSP12
95° C
65 Lpm (10
Water Flow Low* HSP17 GPM)
Water Pressure too high hdwr 145 PSI
TABLE 7.12 ENGINE CONTROL EMERGENCY SHUTDOWN FAULT CODES
*If a flow switch is installed, flow reading will not be evident on HMI screen.

142 MG100 Rev C
TA100 MASTER GUIDE
7.5.10 INVERTER CONTROL SHUTDOWN TRIP FAULT CODES
When a fault occurs that generates these fault codes, the unit will trip with a
normal shutdown. The addresses can be obtained by adding 900 to the error
code (i.e. error code 301 will have address 1201).
Error Limit
624V (480 V
401 OVR Over Voltage S25 system)
520V (400 V
S25 system)
240V (480 V
402 UVR Under Voltage S26 system)
200V (400 V
S26 system)
403 OFR Over Frequency S30 1 Hz
404 UFR Under Frequency S31 1 Hz
405 Iso Detect Act Isolation Detect Active (grid loss) S36 0.3 sec
406 Iso Detect Pas Isolation Detect Passive (grid loss) S38 0.5 sec
DC component Current high - only for 0.5% of the
407 DC Cur Detect Utility mode S33 rated current
S34 0.3 sec
408 Phase Error Utility phase error
20% of rated
409 Voltage Error Inconsistent Voltage S14 voltage
410 Phase Rot Fail Utility phase error
Output over current - only for utility 115% of the
411 Out OCR mode S02 rated current
0.5 sec
150% of
Output current too high - only for island the rated current
412 Overload mode for 5 seconds
413 Inv Module Flt IGBT driver module fault
Inverter temperature high-as measured
414 Inv Temp Flt at the heat sink S103 90° C
415 INV Cur HH Inverter Current High High 500A
S Inv Module
416 Flt Start inverter module fault
417 Sub Inv C HH Start inverter current High High 60A
Power boost failure - detected by IGBT
418 Main Bst Fail driver 90° C
419 Bst Temp Fail Boost Temperature high at heat sink

143 MG100 Rev C
TA100 MASTER GUIDE
Error Limit
420 Battery Low Battery voltage low SP024 21 VDC
421 DC Link V HH DC Link Voltage High High S21 950 VDC
S22 0.5 sec
740 VDC (480V
422 DC Link V LL DC Link Voltage Low Low S19 system)
625 VDC (408V
S19 system)
CT Sensor Current Transducer Failure detected by
423 Fail inverter controller
(Potential) Voltage Sensor failure
424 PT Sensor Fail detected by inverter controller
425 Inv CPU Fail Inverter Controller CPU Failure
426 Inv Mem Fail Inverter Memory Test Failure
CAN Comm
Abnormal CAN communication
427 Fail
External input failure – HRU or Safety
428 Outside Fault Board
429 Starter Cur HH Start inverter current high high S51 40 amps
430 Spin Dir Fail Starter rotation direction incorrect
431 Starter Fail Hall effect sensor position incorrect
432 INV Sys Fault Utility voltage not present - Utility Mode
Voltage from other unit not present -
Stand alone / utility start
Voltage mode before generate utility
detected
Cooling Fan
433 Fail
S Boost Sys Start Booster cannot maintain 90 VDC
434 Fault nominal 90 VDC
DC Bus voltage Low Low - output from
435 DC BUS V LL rectifier after alternator S23 550V
S24 0.5 sec
S Boost Temp Start Boost module over temperature -
436 Flt heat sink temperature 90° C
AC current leakage - difference
437 Leak Current between output and return current 60mA
TABLE 7.13 INVERTER SHUTDOWN FAULT CODES

144 MG100 Rev C
TA100 MASTER GUIDE

FIGURE 7.1 TA100 CONTROLS ................................................................................. 114
FIGURE 7.2 ON/OFF SWITCH .................................................................................... 114
FIGURE 7.3 CONTROL PANEL MAIN MENU ............................................................. 115
FIGURE 7.4 OPERATION SCREEN STRUCTURE..................................................... 115
FIGURE 7.5 CONTROL PANEL OPERATION SCREEN STRUCTURE ...................... 116
FIGURE 7.6 NUMBER ENTRY SCREEN .................................................................... 118
FIGURES 7.7A AND 7.7B 24VDC BREAKER LOCATION (K5) ..................................... 120
FIGURE 7.8 START/STOP CONFIRMATION SCREEN.............................................. 121
FIGURE 7.9 SECOND LEVEL OPERATION SCREEN ............................................... 122
FIGURE 7.10 GRAPHICAL REAL TIME PLOT OF START .......................................... 122

TABLE 7.1 SYSTEM START STEPS........................................................................... 122
TABLE 7.2 LIST OF EC COMMUNICATION PARAMETERS ...................................... 124
TABLE 7.3 DIP SWITCH SETTINGS ........................................................................... 125
TABLE 7.4 MODBUS PROTOCOL FUNCTIONS ........................................................ 125
TABLE 7.5 DATA ADDRESSES .................................................................................. 125
TABLE 7.6 WRITEABLE INPUT REGISTER LISTING ................................................ 126
TABLE 7.7 OUTPUT DATA REGISTER LIST .............................................................. 128
TABLE 7.8 SYSTEM STATUS REGISTER LIST ......................................................... 129
TABLE 7.9 MODBUS OPERATING SETTINGS .......................................................... 139
TABLE 7.10 SYSTEM ALARM FAULT CODES ........................................................... 140
TABLE 7.11 ENGINE CONTROL NORMAL SHUTDOWN TRIP FAULT CODES ........ 141
TABLE 7.12 ENGINE CONTROL EMERGENCY SHUTDOWN FAULT CODES ......... 142
TABLE 7.13 INVERTER SHUTDOWN FAULT CODES ............................................... 144

145 MG100 Rev C
TA100 MASTER GUIDE
SECTION 7 GLOSSARY
Term Definition
DC Direct current
I/O Input/Output
KW Kilowatt

Synchronizing
END OF SECTION

146 MG100 Rev C
TA100 MASTER GUIDE
8 MAINTENANCE
NOTE: Maintenance should only be performed by factory trained and authorized personnel.
There are no user serviceable parts within the TA100 unit.
8.1 PRE MAINTENANCE CHECKS
Before performing any maintenance on the TA100 CHP, review the safety
precautions in the Sections 1-7 of this manual. Never attempt even simple
maintenance (air filter replacement, routine cleaning, etc.) without complete
shutdown of electrical components including commercial utility power or outside
service voltage needed for accessory items. Even after shutting off power to the
unit, the PFC capacitors and the DC bus capacitors will take a significant amount
of time to discharge. The PE should not be entered without allowing 5 minutes for
the DC bus capacitors to discharge and the PFC capacitors should be manually
discharged.
If the unit is in operation, follow the shutdown procedures outlined in Section 7.

Each TA100 unit should be isolated electrically from any other units and the
facility. Open the isolation breaker for the unit to isolate it from the other unit(s)
and lock out and tag out the isolation switch. Lock out tag out the unit after it is
isolated electrically from the facility. Isolate any external power supply to the unit
by opening the facility breaker for the circuit. Then lock out and tag out the circuit.
Wait for the unit to cool prior to touching any of the surfaces. The amount of time
will vary depending on the shutdown conditions, location of the unit, and area to be
serviced. To prevent fuel flow to the unit being serviced, isolate the fuel source
from the unit and lock out and tag out the isolation valve and any other fuel supply
valves.
Additional warning signs or safety devices that are installation specific may be
required.
8.2 PERIODIC MAINTENANCE SCHEDULE
The periodic maintenance schedule for the TA100 gaseous fueled system is
shown in Table 8.1. The periodic maintenance schedule for the TA100 liquid
fueled system is shown in Table 8.2. A monthly visual inspection is required.
Maintenance is required every 4,000 hours of operation and every 24,000 hours a
major maintenance is required. Maintenance procedures are documented in
Section 8.5.

147 MG100 Rev C
TA100 MASTER GUIDE
Grid Tie Applications
Interval (Run Hours / Months)
After First 500
Run Hours 4,000 / 8,000 / 24,000 /
MAINTENANCE ITEM Only 6 12 36
Electronics Cooling Air Filter 1    
Engine Inlet Filter 1
   
Enclosure Air Filter 1    
Gas Compressor Maintenance    
Fuel Filters 1    
Igniter    
Buffer Air line purge/clean    
Oil Demister Filter    
Oil Filter - 3 Micron    
Engine Oil Change    
EGT Thermocouples    
HRU Water Pressure Switch 2    
HRU Water Temp Sensors 2    
HRU Gas Temp Sensors 2    
HRU Water Flowswitch 2    
Engine Inlet Air Temp Sensor    
Fuel Injectors    
Combustion Liner 3 I/R I/R I/R
I/R = Inspect / Replace if necessary
(1) More frequent filter changes may be necessary dependent upon environmental conditions and application type.
(2) If system is a CHP system.
(3) Combustor liner to be inspected every 4000 hours and replaced if deemed necessary.
TABLE 8.1a TA100 GASEOUS FUELED PERIODIC MAINTENANCE SCHEDULE –
GRID TIE APPLICATIONS

148 MG100 Rev C
TA100 MASTER GUIDE
Island Mode Applications

After First 500
Run Hours 4,000 / 8,000 / 24,000 /
MAINTENANCE ITEM Only 6 12 36
Electronics Cooling Air Filter 1    
Engine Inlet Filter 1
   
Enclosure Air Filter 1    
Gas Compressor Maintenance    
Fuel Filters 1    
Igniter    
Buffer Air line purge/clean    
Oil Demister Filter    
Oil Filter - 3 Micron    
Engine Oil Change    
EGT Thermocouples    
HRU Water Pressure Switch 2    
HRU Water Temp Sensors 2    
HRU Gas Temp Sensors 2    
HRU Water Flowswitch 2    
Engine Inlet Air Temp Sensor    
Fuel Injectors    
Combustion Liner 3 I/R I/R
I/R = Inspect / Replace if necessary
(1) More frequent filter changes may be necessary dependent upon environmental conditions and application type.
(2) If system is a CHP system.
(3) Combustor liner to be inspected every 8000 hours and replaced if deemed necessary.
TABLE 8.1b TA100 GASEOUS FUELED PERIODIC MAINTENANCE SCHEDULE –
ISLAND MODE APPLICATIONS

149 MG100 Rev C
TA100 MASTER GUIDE

Est. Task 4,000 / 6,000 / 8,000 / 12,000 / 16,000 / 18,000 / 20,000 / 24,000 /
Maintenance Task Time (Man-Hrs) Monthly 6 9 12 18 24 27 30 36
Visual Inspection 0.5 Inspect
1
Electronics Cooling Air Filter 0.5 Inspect X X X X X X
1
Engine Inlet Filter 0.5 Inspect X X X X X X
1
Enclosure Air Filter 0.5 Inspect X X X X X X
Buffer Air line purge/clean 0.5 X X X X X X
Oil Demister Filter 0.5 X X X X X X
3
Fuel Filters 0.5 X X X X X X
Fuel Pump 0.5 X
Fuel Regulator 0.5 X
Fuel Control Valves 0.5 X
Igniter 0.5 X X X
EGT Thermocouples 0.5 X
Oil Temperature sensor 0.5 X
Oil Pressure switch 0.5 X
2
HRU Water Pressure Switch 0.5 X
2
HRU Water Temp Sensors 0.5 X
2
HRU Gas Temp Sensors 0.5 X
2
HRU Water Flowmeter 1 X
Engine Inlet Air Temp Sensor 0.5 X
Fuel Injectors 1 X X
Combustion Liner 3 Inspect X Inspect X
Engine / Oil Tank Assy 1 Inspect Inspect
X = Replace
(1) More frequent filter changes may be required dependent on environment and application.
(2) If system is a CHP system (optional HRU)
TABLE 8.2 TA100 LIQUID FUELED PERIODIC MAINTENANCE SCHEDULE
NOTE: This schedule is developed on hours of operation-by prime power units

operating more than 7,800 hours a year OR chronological timelines based on
units such as peak shaving than run less than 7,800 hours a year. Schedule
and perform maintenance on the first occurring maintenance requirement.
Failure to maintain this schedule base on operational hours OR timelines will
void the warranty of the unit.
NOTE: Set points for Sensors and Safety Circuits are found in Section 7.5

150 MG100 Rev C
TA100 MASTER GUIDE
8.3 PERIODIC MAINTENANCE ITEMS
8.3.1 GAS BOOST COMPRESSOR (systems with optional integral GBC)
The gas boost compressor in the TA100 is a CompAir Hydrovane unit. Please
refer to CompAir manual ST15954-00 for information beyond what is included in
this manual.
8.3.1.1 Gas Boost Compressor Oil
Gas Boost compressor oil must be drained and refilled at 8,000 operation hours.
8.3.1.2 Gas Boost Compressor Filters
The optional integral GBC oil system has three filters that require changing. One of the
filters (the stainless mesh filter discussed below) should be cleaned at 4,000 hours (6
months) and all three filters should be replaced at 8,000 operational hours (12 months).
The integral GBC air filter must be changed during normal service after 4,000
operational hours (6 months).
8.3.2 AIR INLET FILTERS
There are two air inlet filters on top of the unit. One of these filters is for the
engine combustion air. The other one is for the enclosure cooling air. These
filters are waterproof filters if an outdoor unit but are not required to be waterproof
if on an indoor unit. There also is an air filter for cooling air into the power
electronics. These three filters should be inspected monthly and, depending upon
the local air quality, replaced at least every 4,000 hours (6 months).
8.3.3 BUFFER AIR LINE PURGE / CLEAN
The buffer air line is the device that provides clean pressurized air from the
diffuser to the labyrinth seal. The orifice in this line is critical and should be
cleaned at least every 4,000 hours of operation or every six months, more often
depending upon local air quality.
8.3.4 OIL DEMISTER FILTER ELEMENT
The oil demister filter is a specially designed filter that removes the oil mist from
the oil system and returns demisted oil back to the oil tank. This filter element
should be replaced every 8,000 hours (12 months).
8.3.5 FUEL FILTERS
All current production gaseous fueled units contain a coalescer type filter. This
filter provides ultra fine particle filtration as well as prevents any liquids from
contaminating the fuel valves. There are two other types of fuel filters used on
previous models of the gaseous fueled TA100. TA100 liquid fueled units contain
2 separate fuel filters.
NOTE: After replacing the fuel filter elements a leak check of the fuel train must be
performed.
8.3.5.1 COALESCER GAS FUEL FILTER

Current units employ a coalescing filter. This filter is designed to remove any
condensation of water or heavy fuels from the gas stream as well as contaminants. The
filter element is capable of filtering down to at least the 1 micron level. The coalescer
fuel filter has a screw off bowl to remove the filter element so it can be replaced without

151 MG100 Rev C
TA100 MASTER GUIDE
disassembly of the fuel train plumbing. This element should be replaced every 8,000
hours (12 months), more often if necessary.
8.3.5.2 CANISTER TYPE GASS INLINE FUEL FILTER
This fuel filter is a strainer inline fuel filter in a canister type design. It has a mesh screen
to filter to the 75-micron level. This complete canister filter must be replaced for
maintenance. The inline fuel filter element should be replaced every 8,000 hours (12
months), more often if necessary.
NOTE: This filter is not used on units shipped after June 2006
8.3.5.3 Y-TYPE INLINE GAS FUEL FILTER

This filter could be used instead of the canister type. It has a mesh screen to filter to the
75-micron level. The filter element may be replaced without any disassembly of the fuel
train plumbing. The inline fuel filter element should be replaced every 8,000 hours (12
months), more often if necessary.
8.3.5.4 IN-LINE 20 MICRON LIQUID FUEL FILTER
This filter is intended to prefilter the incoming fuel to the system in order to prevent large
particles from being ingested into the fuel pump. This filter is a 20 micron filter. This filter
should be replaced every 4,000 hours (6 months), more often if necessary.
8.3.5.5 SPIN-ON 10 MICRON LIQUID FUEL FILTER
This filter is intended to final filter the pump exit liquid fuel to prevent even fine particles
from getting to the fuel control valves and injectors. This filter is a 10 micron filter and
should be replaced every 4,000 hours (6 months), more often if necessary.
8.3.6 LIQUID FUEL PUMP
The liquid fuel pump is a very compact yet very rugged pump designed to act as a
charge pump. This pump will deliver a very consistent flow rate at a very
consistent pressure from startup of the system through full power operation. This
pump should be replaced at the major maintenance interval of 24,000 hours (36
months).
8.3.7 LIQUID FUEL REGULATOR
The liquid fuel system fuel train is a charge system and uses a pressure regulator
to bypass fuel to the main tank to hold the fuel delivered pressure to a constant
level. This regulator should be replaced at the major maintenance interval of
24,000 hours (36 months).
8.3.8 FUEL CONTROL VALVES
The fuel control valves on the TA100 are designed to provide robust and accurate
operation and control of the engine. On the gaseous fueled system there are two
(2) fuel shutoff valves (Figures 8.21 and 8.22) that are bubble tight and one fuel-
metering (Figure 8.25) valve that is a very accurate flow control device. On the
liquid fueled system there are four (4) shutoff valves and one fuel metering valve.
8.3.9 IGNITER

152 MG100 Rev C
TA100 MASTER GUIDE
The igniter is an advanced design igniter designed to provide long life without
eroding or carbon caching. Since the igniter is a critical part required for starting of
the unit, it should be replaced every 8,000 hours. Duty cycles that include one
start per day or more and less than 8,000 hours per year should strictly adhere to
the monthly change out limit of 12 months.
8.3.10 EGT THERMOCOUPLES
The turbine Exhaust Gas Temperature (EGT) thermocouples are used as limiting
devices for the maximum operating temperature of the turbine. There are two of
these thermocouples. The one on the left hand side of the engine is a one head
type and the one on the right hand side is a two head type. To maintain robust
and fault free operation these thermocouples should be replaced at 24,000
operational hours.
8.3.11 OIL TEMPERATURE SENSOR
The oil temperature sensor in the oil return line to the engine (Figure 8.33) is used
to measure oil temperature in the system. This is a safety device that will prevent
operation with oil temperature levels that could cause damage or loss of cooling
for the engine system. This sensor should be replaced at 24,000 operational
hours (36 months).
8.3.12 OIL PRESSURE SWITCH
The oil pressure switch in the oil return line to the engine (Figure 8.33) is used to
detect low pressure in the system. This is a safety device that will prevent
operation with low oil pressure and therefore no lubrication or cooling in the
bearings. This sensor should be replaced at 24,000 operational hours.
8.3.13 WATER PRESSURE SWITCH
The water pressure switch in the outlet water header pipe (Figure 8.34) is used to
detect high pressure in the system. This is a safety device that will prevent
operation at conditions above nominal designed operation pressure. This switch
should be replaced at 24,000 operational hours.
8.3.14 WATER TEMPERATURE SENSORS
The water temperature sensors are located in both the inlet and outlet water
header pipes (Figures 8.29 and 8.30). They are used to control the HRU damper
for modulating thermal energy delivered and also as a safety device for higher
than acceptable fluid temperatures. These sensors should be replaced at 24,000
operational hours.
8.3.15 GAS TEMPERATURE SENSORS
The gas temperature sensors are located in both the inlet and exit gas ducts to the
HRU (Figures 8.31 and 8.32). They primarily used as safety measurements for
HRU inlet conditions and checking of HRU energy levels. These sensors should
be replaced at 24,000 operational hours.
8.3.16 WATER FLOWMETER / FLOW SWITCH
The water flowmeter or flow switch is located in the inlet water header pipe (Figure
8.34). It is used to verify that the water flow rate is above 20 gpm to prevent

153 MG100 Rev C
TA100 MASTER GUIDE
boiling of the water in the HRU. This flowmeter / flow switch should be replaced at
24,000 operational hours.
8.3.17 ENGINE INLET AIR TEMPERATURE SENSOR
The engine inlet air temperature sensor (Figure 8.38) is in the engine inlet duct.
This sensor is used to automatically modulate the control of the turbine as well as
limit the operation of the unit to maximum operating inlet temperature. This sensor
should be replaced at 24,000 operational hours.
8.3.18 FUEL INJECTORS
The fuel injectors (gaseous fuel shown in Figure 8.40) on the TA100 are designed
to provide excellent fuel distribution and injection as well as provide a leak free
and long life. The fuel injectors on the gaseous fueled system should be replaced
during the 24,000 hour (36 month) maintenance. The fuel injectors on the liquid-
fueled system should be replaced at every 12,000 hour (18 month) maintenance.
8.3.19 COMBUSTION LINER
The combustion liner (Figure 8.43) on the TA100 is precisely designed and
acceptance tested to provide long life with extremely robust operation over the
entire load range of the system including load transients. It is the part of the
engine that is exposed to the most severe environment of any part. The
combustion liner is likely to be in need of replacement more often for grid-tie
applications than island mode applications. For grid-tie applications, the liner
should be inspected every 4,000 hours or 6 months with a borescope, and
replaced as necessary. For island mode applications, the liner should be inspected
every 8,000 hours or 1 year, and replaced as necessary.
8.3.20 ENGINE / OIL TANK
For complete reliability, the engine/oil tank assembly should be inspected during
each liner maintenance interval.
8.4 MAINTENANCE INTERVALS
8.4.1 MONTHLY INSPECTION
A general visual inspection should be performed at least every month, or as often
as necessary to ensure there are no potential hazards around the TA100.
Inspection should focus on debris, standing water, fire hazards, and any other type
of potential hazard conditions. The unit should be inspected to verify no
observable abnormal wear, leaks, or conditions exist.
8.4.2 4000 and 20000 HOUR MAINTENANCE

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Maintenance at 4,000 hours will consist of replacing filtering elements and optional
GBC maintenance. Filtration should initially be monitored to verify the correct
maintenance interval for replacement of filters. This is necessary for the air filters
due to variations in the air quality. This maintenance interval is expected to be
about 6 months of service during continuous running. However, if the unit is not
under continuous service, this maintenance should still be performed every 6
months. The 12,000 hour maintenance consists of the same items as that of the
4,000 hour maintenance. The 20,000 hour maintenance consists of the same
items as that of the 4,000 hour maintenance.
Perform visual inspection

Perform optional GBC Maintenance
Replace filters
Clean buffer air line
8.4.3 12000 HOUR MAINTENANCE

Maintenance at 12,000 hours will consist of performing the 4,000 hour
maintenance plus replacing the fuel injectors (liquid system).
Perform 4,000 hour maintenance

Replace fuel injectors (liquid fueled system)
8.4.4 8000 and 16000 HOUR MAINTENANCE

Maintenance at 8,000 and 16,000 hours will consist of replacing filtering elements,
more intensive optional GBC maintenance. In addition, the igniter should be
replaced and the buffer air line cleaned. This maintenance interval is expected to
be about 1 year of service during continuous running. However, if the unit is not
under continuous service, this maintenance should still be performed every year.
The 16,000 hour maintenance consists of the same items as that of the 8,000 hour
maintenance.
Perform 4,000 hour maintenance

Replace igniter
Replace fuel filter
Replace oil demister filter
8.4.5 24000 HOUR MAINTENANCE

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For the 24,000 hour maintenance interval, the combustion liner should be
replaced, in addition to the fuel injectors. The engine should be thoroughly
inspected while it is pulled out for the combustion liner replacement. In addition
the normal 8,000 hour maintenance should be performed as well as replacement
of the major combustion system and fuel train components as show in table 8.1.
This maintenance interval is expected to be about 3 years of service for
continuous operation however, if the unit is not under continuous service, this
maintenance should still be performed every 3 years.
Replace igniter
Replace oil temperature sensor
Replace oil pressure switch
Replace EGT thermocouples
Replace HRU water pressure switch
Replace HRU gas temperature sensors
Replace water flowmeter/switch
Replace engine inlet air temperature sensor
Replace fuel injectors
Inspect engine/oil tank assembly
8.5 MAINTENANCE PROCEDURES

8.5.1 VISUAL INSPECTION
A complete visual inspection should be completed once a month on the unit. This
visual inspection should include a site, external, and internal inspection.
The following areas should be observed for any leaks, significant wear or
corrosion, and loose or failed parts. Ventilation inlets, exhausts, and filters need to
be inspected for blockage and clogging.
Engine / Oil tank
Recuperator insulation
EGT probes
Fuel train assembly
Gas compressor assembly
Gas compressor fuel supply assembly
HRU insulation
HRU instrumentation
HRU damper assembly
Inlet air filters
Enclosure and engine exhausts
8.5.2 GAS BOOST COMPRESSOR
CAUTION: Never remove any parts of the gas boost compressor while it
is in operation or while the fuel supply is on! Avoid unnecessary contact with

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hot lubricant and components. Gloves are recommended if draining lubricant
when the compressor is hot!
The gas boost compressor in the TA100 is a CompAir Hydrovane unit. Please
refer to CompAir manual ST15954-00 for information beyond what is included in
this manual.
8.5.2.1 TOOLS REQUIRED

7/8" wrench
3/4" wrench
#2 Phillips-head Screwdriver
8.5.2.2 GBC REMOVAL

Shutdown microturbine and compressor before performing any service. Be sure to
allow time for the GBC and the area around it to cool.
The rear panel (Figure 8.1a) of the microturbine enclosure must be removed first.
Remove the four screws that retain the rear enclosure panel.
NOTE: Panel weighs approximately 50 lbs. Use care when removing the screws.
Place the panel and screws away from the work area in a safe position.
The lower enclosure panel (Figure 8.1a) must also be removed to provide egress
clearance. This panel is secured with 2 bolts on each side of the panel. Store the
panel and bolts in a safe location.
Disconnect the gas supply union using two wrenches.
Remove the plastic cable tie on the electrical service loop (Figure 8.1b).
Disconnect the oil heater cable from the oil filler plug (Figure 8.1c).
Disconnect the high-pressure supply line at the GBC exit.
The GBC frame is retained in place with two bolts located under the front of the
GBC. Remove these bolts and nuts, and place in a safe location.
Pull the GBC assembly rearward on the rail 18 inches.
NOTE: The GBC should not be pulled back more than 18 inches because the
wheels will disengage from the rail. If the wheels should disengage from the
rail, lift the GBC back upon the rail after completing service.

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8.5.2.3 GBC RE-INSTALLATION
Lift the GBC back onto the rail and slide all the way into the enclosure.
Secure and tighten the two frame retaining bolts and nuts below the front of the
GBC.
Reconnect the high-pressure supply line at the GBC exit.
Reconnect the oil heater cable if necessary.
Recoil the electrical service loop (Figure 8.1b) and secure with new plastic cable
ties.
Reconnect the gas supply union using two wrenches.
Turn on the gas supply for the facility and perform a leak check on the gas supply
unions and all lines that were disconnected while servicing.
Reinstall the lower enclosure panel for the microturbine by replacing the four bolts
(two on each side). Be sure to re-seal with RTV.
Reinstall the rear panel of the enclosure with four screws.
Rear
Panel
Lower Enclosure
Panel and Bolts
FIGURE 8.1a ENCLOSURE REAR PANEL
Cable Tie
Oil Heater

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FIGURE 8.1b and 8.1c CABLE TIE AND OIL HEATER
8.5.2.4 GAS BOOST COMPRESSOR ADJUSTMENTS

The minimum crankcase pressure at which the GBC will allow fuel to flow should
be 72 psi. This value ensures the crankcase pressure is sufficient to maintain
proper oil flow and lubrication during periods of no fuel flow with the GBC still in
service. This value also ensures proper fuel flow during high load ramps and
shock loads experienced during island mode operation. Adjustments to the
minimum pressure valve should be completed as follows:
Turn off GBC, press the emergency stop and isolate electrical supply.
Remove any piping attached to the inlet pipe where it protrudes from the enclosure
(the GBC inlet MUST BE open to atmosphere).
Disconnect the GBC discharge hose attached to the fuel rack assembly. Leave
fully open to atmosphere.
Disconnect the tubing from the Minimum Pressure Valve and the 90° fitting.
In Test mode, start the GBC and allow it to stabilize.
Observe the gauge pressure on the GBC. If it is not 90 psi, adjust the pressure
servo adjusting screw located at the end of the inlet cover until 90 psi is attained.
Next, turn the minimum pressure valve adjusting screw counterclockwise until the
gage pressure drops to 72 psi.
Turn off GBC, press the emergency stop and isolate electrical supply.
Reassemble GBC piping and tubing.
Start unit and observe pressure on gauge (should be back to 90 psi). Adjust
accordingly to 80 - 90 psi.
Observe during unit operation and adjust pressure as needed (90 psi desired).

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8.5.2.5 GAS BOOST COMPRESSOR AIR FILTER
The GBC air filter should be replaced every 4,000 hours. The location of the air
filter is on the back of the GBC (Figure 8.2a).
Perform steps 1, 2, and 3 of section 8.5.2.2
Remove the GBC trim panel by carefully pulling it off.
Remove the air filter by sliding it to the left and down. Dispose the filter.
Clean any dust or dirt from the after-cooler and insert a new air filter.
Reinstall the GBC trim panel.
GBC Trim
Panel GBC Air
Filter
Oil Drain
Plug
FIGURE 8.2a GBC AIR FILTER AND OIL DRAIN

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8.5.2.6 GAS BOOST COMPRESSOR OIL AND FILTER
The Gas Boost Compressor oil and filter should be changed every 8,000 hours.
The oil filter is a screen type. To change the GBC oil and filter, follow the steps
below.
Take an oil sample keep the lab results as part of the permanent record of the unit.
Follow all steps in Section 8.5.2.2 for partially removing the GBC from the
enclosure.
The GBC oil should be warm, either from power supplied to the heater or from
recently operating the compressor.
Vent any pressure from compressor to a safe area using purge points.
Check that compressor gas-end pressure gauge reads zero.
Carefully unscrew oil filler plug to vent (Figure 8.2b).
Remove the plug and discard the bonded seal.
Remove the GBC trim panel (Figure 8.2a) by pulling it off to gain easier access to
the oil drain plug.
Place a shallow 5-liter container below the oil drain plug located on the rear of the
GBC (Figure 8.2a).
Carefully remove the drain plug and allow the oil to completely drain. Used oil
must be disposed of at an approved facility.
Remove the two socket head screws that retain the filter cover (Figure 8.2b).
Pry off the cover taking care not to damage the “O” ring groove. Discard the “O”
ring.
Remove the filter element and clean the oil filter cavity.
Install a new filter being certain that the center boss arrow is facing outward.
Fit new “O” ring to filter cover and reinstall the cover with screws. Torque screws
to 11 ft-lbs.
Reinstall the oil drain plug using new bonded seals. Torque the drain plug to 18 ft-
lbs.
Fill oil reservoir to overflow with the approved oil.
Reinstall oil filler plug by hand tightening. Do not torque yet.
Start the compressor in manual mode and run for 15 seconds only, then stop.
Remove oil filler plug again and top up oil level.
Refit filler plug using a new bonded seal. Torque to 18 ft-lbs.

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Oil Filler
Plug
Oil Screen
Filter cover
FIGURE 8.2b GBC OIL SCREEN AND FILLER PLUG
8.5.2.7 GBC STAINLESS MESH FILTER

Service kits will be required to provide all the filters for service replacement. The
stainless mesh filter is located inside the Lubricant Return Plug Assembly (Figure
8.3a). It can be serviced without having to remove the GBC oil, and without
having to partially remove the GBC from the enclosure. This assembly (CompAir
P/N 33077) should be disassembled and cleaned at 4,000 hours and replaced at
8,000 hours per the following procedure:
Open the left middle bay door of the unit enclosure.
Remove the lubricant return plug using a wrench to gain access to the filter
location. A small amount of oil may drain onto the GBC frame so be prepared to
wipe up with a rag.
Using a flat head screwdriver, unscrew the stainless mesh filter inside the lubricant
return plug assembly and remove. The stainless mesh filter is shown in Figure
8.3b.
Clean the filter with solvent and dry it before reinstalling.
Reinstall the filter element and torque to hand tight.
Replace the lubricant return plug.
Lubricant
Return Plug
Assembly

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FIGURE 8.3a RETURN PLUG ASSEMBLY
FIGURE 8.3b STAINLESS MESH FILTER
8.5.2.8 COALESCING FILTER

The other filter is a lubricant separator coalescing filter. To service the coalescing
filter, the separator cap (Figure 8.4a) must be disassembled and removed from the
GBC per the following procedure:
Disconnect the five hydraulic service lines at the separator cap (Figure 8.4b).
FIGURE 8.4a SEPERATOR CAP

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Hydraulic
Hydraulic Service
Service Lines
Lines
FIGURE 8.4b HYDRAULIC SERVICE LINES
Remove the GBC nameplate (if not removed already) and unscrew the 8 5-mm
socket head screws.
After removing the 8 screws, the separator cap can be lifted from the lubricant
chamber (Figures 8.4c and 8.4d). NOTE: GBC will have to be partially pulled back
on the rail to allow easier access in lifting off the separator cap. Follow the
procedure in section 8.5.2.2 for more information.
Gasket
FIGURE 8.4c and 8.4.d SEPERATOR CAP REMOVAL
Remove and discard the gasket (Figure 8.4c).

Unscrew the old coalescing filter element and discard.
Install the new filter element with new “O” ring and hand tighten (Figures 8.4e, 8.4f
and 8.4g).

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Coalescer
Filter
Element
FIGURE 8.4e and 8.4f COALESCING FILTER ELEMENT
“O” Ring
FIGURE 8.4g COALESCING FILTER ELEMENT “O” RING
Thoroughly clean the jointing surfaces of the separator cap and lubricant chamber
before fitting a new gasket.
Reinstall the separator cap onto the lubricant chamber by tightening the 8 screws
evenly to avoid distortion. Torque each screw to 15 ft-lbs.
Reconnect all five hydraulic lines.
Follow the steps in section 8.5.2.3 to reinstall the GBC in the microturbine
enclosure.
8.5.3 AIR INLET FILTERS
Note: Since the top mounted filters see similar airflow rates, replace both the
engine inlet filter and the enclosure air filter at the same time.

7/8” wrench

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8.5.3.2 ENGINE INLET AIR FILTER
The engine inlet air filter is the filter on top of the unit that is the aft of the two filters
(Figure 8.5). For removal of the filter:
Simply lift the filter out of the filter frame to remove it. To install a new filter,
position a new filter in the box.
For units that have facility ducting connected to the filter boxes on the unit remove
the filter access door from the facility ducting and reach into the duct to remove
and reinstall the filter.
To change the filter on a unit with the optional weatherproof top:
FIGURE 8.5 TOP FILTER BOXES
Remove the two bolts holding the weatherproof cover on the unit from the right
side of the unit (Figures 8.6, 8.7, and 8.8)
Tilt the cover up to allow access to the filters on top of the unit (Figure 8.9)
Remove the rear air filter
Position a new air filter in the rear air box
Lower the cover back down onto the system
Reinstall the two bolts holding the weatherproof cover on the unit from the right
side of the unit

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Removable
Bolt
Hinge Pin
FIGURE 8.6 WEATHERPROOF TOP (FRONT)
Weatherproof
Top
FIGURE 8.7 WEATHERPROOF TOP
Removable
Bolt Hinge Pin

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FIGURE 8.8 WEATHERPROOF TOP (REAR)
Weatherproof Top
Lifted to Obtain
access to Air
Filters
Engine Inlet
Air Filter
Enclosure
Cooling Air
Filter
FIGURE 8.9 WEATHERPROOF TOP (LIFTED)
8.5.3.3 ENCLOSURE COOLING AIR FILTER

The enclosure cooling air filter is the filter on top of the unit that is the forward of
the two filters (Figure 8.5). For removal of the filter:
Simply lift the filter out of the filter frame to remove it. To install a new filter,
position a new filter in the box.
For units that have facility ducting connected to the filter boxes on the unit remove
the filter access door from the facility ducting and reach into the duct to remove
and reinstall the filter.
To change the filter on a unit with the optional weatherproof top:

Remove the two bolts holding the weatherproof cover on the unit from the right
side of the unit (Figures 8.6, 8.7, and 8.8)
Tilt the cover up to allow access to the filters on top of the unit (Figure 8.9)
Remove the front air filter
Position a new air filter in the front air box
Lower the cover back down onto the system
Reinstall the two bolts holding the weatherproof cover on the unit from the right
side of the unit

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8.5.3.4 POWER ELECTRONICS COOLING AIR FILTER
The filter for the power electronics cooling air is located behind the front door of
the PE (Figure 8.10).
Open the front power electronics door of the unit.
Slide the filter up and out of the filter retainer assemble on the lower part of the
inside of the power electronics door.
Insert a new air filter in the filter retainer
Close and secure the front power electronics door
Power Electronics
Air Filter
FIGURE 8.10 POWER ELECTRONICS AIR FILTER
8.5.4 BUFFER ORIFICE AIR LINE PURGE/CLEAN

7/16” Open-end wrench
1/2” Open-end wrench
Contact Cleaner Spray or Carbon Cleaning Solvent
8.5.4.2 CLEANING PROCEDURE

The buffer orifice is installed as shown in Figure 7.11a and b. Proceed as follows
to remove and clean the buffer orifice and air line.

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Remove the clamshell duct by removing the cotter pins at the bottom of the
clamshell and un-buckling the J clamps on both sides.
Disconnect the air inlet sensor Molex connector.
Hold the brass connector in place using the 7/16" wrench. The 1/2" wrench is
used to loosen the nuts off of the fitting.
Loosen both brass nuts and remove the connector from the air tubes carefully,
without significantly bending the air tubes.
Spray the orifice with carburetor cleaner and let set for 20 seconds. Do the same
thing a few times and then blow out with compressed air. Verify that the orifice is
a minimum of .045 in diameter. This can be determined with a 0.045 inch pin
gage. Be sure there is adequate ventilation for the fumes of the cleaner. Do the
same to the two air tubes attached to the engine intake.
Reinstall the buffer orifice, taking care that the threads on the nuts don't get cross-
threaded or over tightened. Always verify that the arrow is pointing towards the
alternator, or towards the front of the TA100.
Hand tighten the nuts onto the connector and then tighten with a wrench.
FIGURE 8.11a AND 8.11b BUFFER ORIFICE REMOVAL
FIGURE 8.11c BUFFER ORIFICE
8.5.5 OIL DEMISTER FILTER ELEMENT

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None
8.5.5.2 REPLACEMENT PROCEDURE
The fully assembled Demister filter system is shown in Figure 8.12a. Proceed as
follows to replace the demister element.
Open the front right side enclosure door.

Remove wing nut that holds the filter element cover in place.
Remove the plastic washer and the rubber spacer. Keep track of all hardware. See
Figure 8.12b.
Remove demister filter element cover.
Remove demister filter element (Figure 8.13a and 8.13b).
Replace demister filter element.
Replace demister filter cover.
Replace hardware and wing nut on the top of the filter canister in the following
order: 1) rubber spacer, 2) plastic washer, and 3) wing nut.
Tighten until the white cover is overlapping the steel base. See Figure 8.12a.
Close and secure the enclosure door
FIGURE 8.12a DEMISTER FILTER ASSY
FIGURE 8.12b DEMISTER FILTER HARDWARE

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FIGURE 8.13a AND 8.13b DEMISTER FILTER ASSY
8.5.6 GAS FUEL FILTERS
CAUTION: Never remove any parts of the fuel system while the fuel train
is pressurized! A sudden escape of pressure may cause serious injuries.
Before carrying out any work on the filters, first depressurize the fuel train.

7/8" wrench (canister filter)
3/4" wrench (Y-type filter)
8.5.6.2 CANISTER TYPE INLINE FUEL FILTER

NOTE: This filter is not used in systems shipped after June 2006.

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Open the middle enclosure door on the left hand side of the unit.
Bleed off pressure in the fuel system and verify there is no fuel in the fuel lines.
Using a 7/8" wrench disconnect the fuel filter outlet from the inlet to the shut-off
valve (Figure 8.14)
Using a 7/8" wrench disconnect the fuel filter inlet from the flex line.
Install a new fuel filter canister using a 7/8" wrench to connect the inlet to the flex
line. Make sure the flow direction is indicating the flex line from the high pressure
feed is the inlet to the filter.
Using a 7/8" wrench connect the fuel filter outlet to the inlet of the shut-off valve.
Close and secure the enclosure door.
FIGURE 8.14 CANISTER TYPE INLINE FUEL FILTER
8.5.6.3 Y-TYPE INLINE FUEL FILTER
NOTE: This filter is not used in systems shipped after June 2006.

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Using a 3/4" wrench remove the filter cap from the filter as shown in Figure 8.15.
Replace filter element with filter.
Replace filter cap and tighten.
FIGURE 8.15a, 8.15b, and 8.15c FUEL FILTER AND ELEMENT

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8.5.6.4 COALESCER FUEL FILTER
Open the rear enclosure door on the left hand side.
Depressurize the filter housing. For automatic condensate drains turn the knurled
screw clockwise and wait until the pressure has escaped. Then remove the drain
line (refer to Figure 8.16).
Unscrew the filter bowl (left or counter clockwise) See Figure 8.16.
Unscrew filter element. See Figure 8.17a.
Insert new filter element and O-Rings. See Figure 8.17b.
Before assembly lightly grease the threads of the housing with Molykote or a
comparable lubricant.
Reconnect the filter bowl to the head and tighten until hand tight.
Unscrew filter bowl by 30°. This allows the filter bowl to be opened easily even
after an extended period of operation and frequent pressure changes.
Close the automatic drain by turning the knurled screw counterclockwise (when
viewed from the bottom of the filter). This will result in the valve being all the way
down on the fitting.
Check the housing for leaks.
FIGURE 8.16 COALESCER FUEL FILTER
Filter Bowl Filter Element
FIGURE 8.17a AND 8.17b COALESCER FUEL FILTER ASSY O rings
8.5.7 LIQUID FUEL FILTERS

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#2 Phillips head screwdriver (inline filter)
Strap wrench (spin-on filter)
8.5.7.2 INLINE 20-MICRON LIQUID FUEL FILTER

Beneath the filter area place an absorbent mat, rags or a drip pan to collect any
spilled fuel.
Using a #2 Philips head screwdriver, unscrew the hose clamps on both sides of
the filter (Figure 8.18).
Install new filter with directional arrow pointing toward the fuel pump. Tighten hose
clamps to secure filter, using caution not to compress filter ends.
Dispose of used filter in accordance with local regulations.
Prior to operation of the TA100 Liquid fueled system perform a fuel system priming
and pressure check per Section 6.6 above.
8.5.7.3 SPIN-ON 10-MICRON FUEL FILTER
Beneath the filter area place an absorbent mat, rags or a drip pan to collect any
spilled fuel.
Using a strap wrench (if necessary) remove the filter as shown in Figure 8.18.
Filter will be filled with fuel so use caution to prevent spillage.
Apply clean oil to gasket of new filter. DO NOT USE GREASE.
Install filter by screwing it onto the filter housing, making sure gasket is seated in
groove on filter.
Screw filter onto base until gasket makes contact.
Tighten ¾ turn.
When running the system, be sure to check for leaks.
Dispose of used filter in accordance with local regulations

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Pressure
gauge
Spin-on
Fuel Pump Filter
Bleed Valve
In-Line Fuel Fuel

Filter Pressure
Regulator
FIGURE 8.18 TA100 LIQUID FUEL SYSTEM COMPONENTS
8.5.8 LIQUID FUEL PUMP

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11/16" wrench
5/8” wrench
9/16” wrench (2)
½” wrench
Allen hex-wrench 9/64”
8.5.8.2 FUEL PUMP REPLACMENT

Open the middle enclosure door on the left hand side of the unit, and locate the
fuel pump (Figure 8.18 and Figure 8.19).
Disconnect the molex connector which provides the pump’s connection to the PE.
Beneath the pump area place an absorbent mat, rags or a drip pan to collect any
spilled fuel.
Disconnect the fuel fittings to the pump at both the inlet and the outlet. Be careful
to loosen the ferrule or tube clamp end of the tube fittings first, before attempting
to remove fitting from pump body. All fittings are re-useable.
Remove the bolts which secure the pump bracket to the enclosure frame, and
remove the pump and bracket as one. Save the mounting bolts for later use.
Remove the pump from the bracket.
Install the new pump onto the bracket being sure the orientation of the pump in the
bracket is correct.
Install the new pump and bracket assembly to the unit using the original mounting
holes and hardware.
Reconnect the fuel inlet and outlet fittings onto the pump by hand-tightening. Then
torque
Reconnect the molex electrical connection.
Clean up the work area.
Pump
discharge
Pump inlet
FIGURE 8.19 TA100 LIQUID FUEL PUMP

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8.5.9 LIQUID FUEL PRESSURE REGULATOR

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7/8" wrench
8.5.9.2 FUEL PRESSURE REGULATOR REPLACMENT

Open the middle enclosure door on the left hand side of the unit and locate the
fuel regulator (Figure 8.18 and Figure 8.20).
Beneath the regulator place an absorbent mat, rags or a drip pan to collect any
spilled fuel.
Using the 7/8” wrench, unscrew the regulator while securing the block to avoid
damaging the other fittings.
Install the new regulator using the wrench and tighten until snug.
Clean up the work area.
and pressure check per Section 6.6 above
FIGURE 8.20 TA100 LIQUID FUEL PRESSURE REGULATOR
8.5.10 GAS FUEL CONTROL VALVES

There are two fuel shut off valves and one fuel metering valve in the TA100. The
shutoff fuel valves are upstream of the metering valve and after the filtering
system. If the entire fuel valve rail is to be replaced follow the procedure below. If

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the separate valves are to be replaced individually, follow the procedures outlined
in the other portions of this section.

7/8" wrench
3/8" wrench
13/16" wrench
#3 Phillips-head screwdriver
7/16" wrench
UL Pipe dope
8.5.10.2 COMPLETE FUEL RAIL REPLACEMENT

If a complete fuel valve skid is supplied for maintenance follow the procedure
below to replace the entire assembly. To remove the fuel rail assembly:
Following proper procedures for bleeding the system ensure that there is no fuel in
the fuel lines.
Open the middle engine enclosure door on the left hand side of the unit. The
valve assembly is shown in Figure 8.21 (or Figure 8.22 for CE units).
Disconnect the electrical wires from the fuel valves by disconnecting the Molex
connectors from the wiring harness.
Using a 7/8" wrench disconnect the fuel filter outlet from the inlet to the first inline
shut-off valve.
Using a 7/8" wrench disconnect the metering valve outlet from the fuel train.
Using a 3/8" wrench remove the bracket bolts from the fuel shut off valves. The
fuel valves should now be free.
Remove the entire fuel valve rail from the system.
To install fuel shutoff valves:

Use the UL pipe dope as directed to seal the threads on the fittings for the fuel
lines. Use caution to prevent excess dope from being allowed to enter the fuel
lines.
Hand thread fittings into the fuel control valve.
Using a 13/16" wrench tighten fitting until snug. Tighten 1/4 turn past snug.
Locate the bracket bolts for the valves. See Figure 8.23.
Using a 3/8" wrench remove the bracket bolt.
Align the fuel assembly.
Insert bracket bolts through bracket and ground wire ring connector.
Hand-tighten bracket-bolt until snug.
Using a 3/8" wrench tighten bracket bolt 1/2 turn past snug.
Connect Molex connector to wiring harness.
Hand-thread fuel train connections.
Using a 13/16” wrench and a 7/8" wrench tighten the fuel inlet connection and the
fuel outlet connection.
Close and secure enclosure door.

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8.5.10.3 FUEL SHUT-OFF VALVES REPLACEMENT
There are redundant shut-off valves installed. The instructions below apply to both
valves. See Figure 8.21 for the orientation of the valves. If the unit is CE certified,
the shutoff valves will be an EN161 Class A rated fuel valve set as shown in
Figure 8.22.
Shutoff
Valves
FIGURE 8.21 FUEL SHUTOFF VALVES
CE Unit
Shutoff
FIGURE 8.22 CE UNIT FUEL SHUTOFF VALVES

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Follow proper procedures for bleeding the system to ensure that there is no fuel in
the fuel lines. To remove the fuel shutoff valves:
Following proper procedures for bleeding the system verify there is no fuel in the
fuel lines
valves are as shown in Figure 8.21 (or Figure 8.22 for CE units).
Disconnect electrical wires from the fuel shut-off valve Molex connector from
wiring harness.
valve.
Using a 7/8" wrench disconnect the shut-off valve outlet from the fuel control valve
inlet.
Using a 3/8" wrench remove the bracket bolt from the fuel shut off valve. Valve
should now be free.
Remove valve from the assembly.
If valve is to be removed for an extended period place dust caps over the open
connections on the fuel train.
Using a 13/16" wrench remove the inlet and outlet fittings from the fuel shut-off
valve.
Remove all Teflon tape from the fittings.

lines.
Locate the bracket-bolt. See Figure 8.23
Using a 3/8" wrench remove the bracket-bolt.
Align fuel shut-off valve within the fuel train.
Insert bracket-bolt through bracket and ground wire ring connector.
Hand-tighten bracket-bolt until snug.
Using a 3/8" wrench tighten bracket bolt 1/2 turn past snug.
Connect Molex connector to wiring harness.
Using a 13/16” wrench and a 7/8" wrench tighten the fuel inlet connection and the
fuel outlet connection.

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3/8” Bracket
Bolt
Valve Ground
wire and
attachment
FIGURE 8.23 FUEL SHUTOFF VALVE
8.5.10.4 FUEL METERING VALVE REPLACEMENT

The fuel-metering valve is downstream of the two fuel shutoff valves in the TA100
(Figure 8.24). To remove the fuel metering valve:
Following proper procedures for bleeding the system to verify there is no fuel in
the fuel lines.
Disconnect the electrical wires from the fuel control valve by disconnecting the
Molex connector from wiring harness (Figure 8.24)
Using a 7/8" wrench disconnect the fuel shut-off valve outlet from the inlet to the
fuel-metering valve (Figure 8.25).
Using a 7/8" wrench disconnect the metering valve outlet from the fuel train
(Figure 8.25).
Using a #3 Phillips-head screwdriver and a 7/16" wrench, remove the four
retaining screws from the valve (Figure 8.25). The valve should now be free.
Remove the valve from the assembly.
If the valve is to be removed for an extended period of time place dust caps over
the open connections on the fuel train.
Using a #2 Philips screwdriver disconnect the resistor from the bottom of the
bracket assembly (Figure 8.24)
NOTE: Resistor is soldered in line with the fuel control harness. It is recommenced
that it be replaced when the fuel control valve is replaced.
Using a 13/16" wrench remove the inlet and outlet fittings from the fuel-metering
valve.
Clean all fittings.

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To install a fuel metering valve:
lines.
Hand-thread fittings into the fuel-metering valve.
Insert retaining screws into the retention holes on the metering valve.
Align fuel control valve within the fuel train.
Hand-thread retention nuts onto retaining screws until snug.
Using a #3 screwdriver and a 7/16" wrench, tighten all retaining screws.
Connect the Molex connector to wiring harness.
Using an adjustable wrench and a 7/8" wrench tighten the fuel inlet connection
and the fuel outlet connection.
Shutoff Valve
Molex
Metering Valve
Molex Connector
Metering Valve
2nd Shutoff Valve
Power Resistor
FIGURE 8.24 FUEL METERING VALVE WIRING

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#3 Phillips Screws
7/8” Swagelock
7/8” Swagelock
Fitting
Fitting
FIGURE 8.25 FUEL METERING VALVE CONNECTIONS AND MOUNTING

8.5.11 LIQUID FUEL CONTROL VALVES
There are a total of 5 control valves in the liquid fueled TA100. One assembly
includes four fuel shut off valves. Another assembly is the fuel metering valve.
The shutoff fuel valves are downstream of the metering valve and after the filters
and pump. If the entire fuel valve rail is to be replaced follow the procedure in
8.5.11.2 below. If the separate valves are to be replaced individually, follow the
procedures outlined in the other portions of this section.

7/8" wrench
3/8" wrench
13/16" wrench
#3 Phillips-head screwdriver
7/16" wrench
UL Pipe dope
8.5.11.2 COMPLETE LIQUID FUEL RAIL REPLACEMENT

If a complete fuel rail is to be replaced follow the procedure below to replace the
entire assembly. To remove the fuel rail assembly:
the fuel lines.
valve assembly is shown in Figure 8.26.
Disconnect the electrical wires from the fuel valves by disconnecting the

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lines.
Locate the bracket bolts for the valves. See Figure 8.27.
Using a 3/8" wrench remove the bracket bolt.
8.5.11.3 LIQUID FUEL SHUT-OFF VALVES
Control Shutoff
Valve Valves
FIGURE 8.26 LIQUID FUEL VALVES
To remove the fuel shutoff valves:

the fuel lines.
valves are as shown in Figure 8.26 and 8.27.
Disconnect electrical wires from the fuel shut-off valve Molex connector from
wiring harness.
valve.
Remove all Teflon tape from the fittings.

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lines.
8.5.11.4 LIQUID FUEL METERING VALVE

The fuel metering valve is upstream of the fuel shutoff valves in the liquid fueled
TA100 (Figure 8.26 and 8.27).
To remove the fuel metering valve:

Following proper procedures for bleeding the system to verify there is no fuel in
the fuel lines.
valves are as shown in Figure 8.26 and 8.27.
Disconnect the electrical wires from the fuel control valve by disconnecting the
Molex connector from wiring harness
Using a 7/8" wrench disconnect the fuel shut-off valve outlet from the inlet to the
fuel-metering valve.
Clean all fittings.
To install a fuel metering valve:

lines.
Hand-thread fittings into the fuel-metering valve.
Connect the Molex connector to wiring harness.
Using an adjustable wrench and a 7/8" wrench tighten the fuel inlet connection
and the fuel outlet connection.

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Fuel Control
Valve
Main Fuel from

SOV3
Purge Fuel from

SOV2 and
Start Fuel from
SOV1
FIGURE 8.27 LIQUID FUEL VALVES CONNECTIONS (BACKSIDE)

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8.5.12 IGNITER
CAUTION: Igniter removal will involve detaching the igniter cable from the
igniter and removing the igniter. There are high voltages present during
operation in this system; personnel should not attempt to service this system
until the unit has been completely de-energized.

3/4" wrench
11/16" deep-well socket (or tool #T00280)
Torque wrench
Jet Lube 550 - Anti-Seize
0.032" safety wire

To remove the igniter cable:
Open the front left hand side enclosure door.
Remove the two safety wires connecting the combustor housing insulation (Figure
8.28).
Pull insulation back to expose the igniter (Figure 8.29).
Using a 3/4" wrench disconnect the igniter cable from the igniter.
To remove the igniter:

Using a flat head screwdriver fold down the edge of the retainer tab washer.
Using an 11/16" deep-well socket and wrench, remove the igniter from the
combustor housing.
Remove tab washer.
Place a dust cap in the combustor housing igniter hole to prevent FOD* from
entering the combustor.
NOTE: FOD - Foreign Object Damage - The term FOD is also used to refer to any
Foreign Object that could cause Damage.
To install an igniter:
Prepare igniter by coating the threads with Jet Lube 550 - Anti-Seize.
Place tab washer over igniter hole. Orient the tab washer so that the keyed tab fits
into the alignment hole (Figure 8.30). Never reuse tab washers.
Hand-thread the new igniter into the combustor housing.
Using an 11/16" deep well socket and torque wrench, tighten the igniter to 15.82 to
20.34 Nm (140 to 180 lb-in).

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To install an igniter cable:
Put a thin coating of anti-seize on the igniter cable.
Connect the igniter cable to the igniter. The cable should be hand tightened and
snug.
Ensure that the cable is not in any way touching the fuel manifold.
Fold insulation back into place. Fold the right side so the seam does not touch the
combustor housing.
Using 0.032" safety wire, re-secure the insulation. (See Figure 8.28)
0.032 Safety Wire
FIGURE 8.28 COMBUSTOR HOUSING INSULATION SAFETY WIRE
Right Side Combustor

housing insulation
Igniter and Igniter

Cable
Left Side Combustor

housing insulation
FIGURE 8.29 COMBUSTOR HOUSING INSULATION

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Igniter Cable
Igniter
Tab Washer in
Alignment Hole
FIGURE 8.30 IGNITER AND CABLE CONNECTOR

8.5.13 EGT THERMOCOUPLES

7/8” wrench
9/16" wrench

Open the front left side and right side doors.
Disconnect the thermocouple electrical connector on the head of the TC probe
(Figures 8.31 and 8.32).
Use a 9/16” wrench to remove the nut on the fitting holding the probe on the
recuperator.
Use the 7/8” wrench to remove the fitting from the recuperator.
Pull the thermocouple straight out of the recuperator fitting about four inches
Rotate the probe counterclockwise if on the left hand side or clockwise if on the
right hand side about 60 degrees.
Twist the probe towards the recuperator to slide the 90 degree bend of the TC
probe out of the fitting and remove the probe.
Insert the new probe with fitting into the recuperator.
Hand tighten the fitting on the recuperator
Use the 7/8” wrench to tighten the fitting on the recuperator.
Align the thermocouples by rotating the left probe clockwise to the stop and the
right probe counterclockwise to the stop.
Hand-tighten the nut on the fitting.
Use the 9/16” wrench to tighten the nut on the fitting.
Connect the TC electrical connector on the TC head connector.
Complete the above procedure to replace the opposite EGT probe
Close and secure all enclosure doors.

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EGT Thermocouple
FIGURE 8.31 LEFT SIDE EGT PROBE (SINGLE HEAD)
EGT Thermocouple
FIGURE 8.32 RIGHT SIDE EGT PROBE (DUAL HEAD)
8.5.14 OIL SYSTEM INSTRUMENTATION

9/16" wrench (oil temp sensor)
1” wrench (oil press switch)
11/16” wrench (oil heating element)

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8.5.14.2 OIL TEMPERATURE SENSOR
To replace the oil temperature sensor follow the procedure below.
Disconnect the electrical connection to the oil temperature sensor at the Molex
connector (Figure 8.33).
Use a 9/16” wrench to remove the temperature sensor from the fitting on the oil
line.
Insert a new temperature sensor into the fitting and hand-tighten.
Use a 9/16” wrench to tighten the temperature sensor into the fitting on the oil line.
Connect the electrical connection to the oil temperature sensor at the Molex
connector.
Oil
Temperature
Oil Pressure Switch
FIGURE 8.33 OIL SYSTEM INSTRUMENTATION

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8.5.14.3 OIL PRESSURE SWITCH
To replace the oil pressure switch follow the procedure below.
Disconnect the electrical connection to the oil temperature sensor by removing the
spade lug connectors on the top of the switch (Figure 8.33).
Use a 1” wrench to remove the pressure switch from the fitting on the oil line.
Insert a new pressure switch into the fitting and hand-tighten.
Use a 1” wrench to tighten the pressure switch sensor into the fitting on the oil line.
Connect the electrical connection to the oil pressure switch by attaching the spade
lug connectors on the top of the switch.
8.5.14.4 OIL HEATING ELEMENT

CAUTION: The engine oil heating element is activated when the temperature of the
oil inside the tank is below 59° F (15° C) upon startup. If at any point in time
the oil is below the low fill line on the tank, the oil heating element should be
replaced.
To replace the oil heating element follow the procedure below.

Drain all remaining oil from the tank before loosening the oil heater fitting.
Disconnect the electrical connection to the heater by separating the molex
connector.
Use an 11/16” wrench to remove the heater from the oil tank.
Insert a new heater into the oil tank and hand-tighten.
Use an 11/16” wrench to tighten the heater into the tank.
Connect the electrical connection to the heater by plugging in the molex
connector.
8.5.15 HRU SYSTEM INSTRUMENTATION

Before performing any maintenance on the HRU, complete the following to isolate
the system from the water system in the installation. Close the isolation valves or
shut down the pumps for the water system. Open the drain valves in the
installation to drain the water in the HRU. Open the air vent 2 turns
counterclockwise to allow the system to drain down fully. Wait until the water is
drained from the HRU. All the HRU maintenance items can be accessed by
opening the rear left hand side door.
CAUTION: Fluid in the system could be very hot.

9/16" wrench (water temp sensors)
1” wrench (water press switch)
2” Pipe wrench (water flow meter / flow switch)

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8.5.15.2 WATER PRESSURE SWITCH

Uncover the water pressure switch near the top of the water exit header pipe
(Figure 8.34).
Disconnect the electrical connection to the switch at the Molex connector.
Use a 1” wrench to remove the water pressure switch from the header pipe. Use
caution to not twist the header pipe during removal.
Wrap Teflon tape on the sensor threads.
Hand-tighten a new water pressure switch into the fitting on the water exit header
pipe.
Use a 1” wrench to tighten the pressure switch on the header pipe.
Connect the electrical line at the Molex connector
Secure any insulation around the header pipe that was removed.
HRU Exit Water

Temperature
HRU Water
Flowmeter
HRU Water
Pressure Switch
HRU Water Exit

Header Pipe
HRU Water Inlet
Header Pipe
FIGURE 8.34 HRU SYSTEM INSTRUMENTATION

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HRU Exit Inlet

Temperature
HRU Water Inlet

Header Pipe
FIGURE 8.35 HRU WATER INLET TEMPERATURE SENSOR
8.5.15.3 WATER TEMPERATURE SENSORS

Uncover the water temperature sensors. The inlet will be low on the water inlet
header pipe (Figure 8.35) and the exit will be on the top of the water exit header
pipe near the pressure switch (Figure 8.34).
Disconnect the electrical connections to the sensors.
Use a 9/16” wrench to remove the water temperature sensors from the header
pipes. Use caution to not twist the header pipe during removal.
Wrap Teflon tape on the sensor threads.
Hand-tighten new water temperature sensors into the fittings on the water header
pipes.
Use a 9/16” wrench to tighten the temperature sensors on the header pipes.
Connect the electrical connections back to the sensors.
Secure any insulation around the header pipes that was removed.

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8.5.15.4 WATER FLOWMETER / FLOW SWITCH
Uncover the water flowmeter / flow switch near the top of the water inlet header
pipe (Figure 8.34).
Disconnect the electrical connection to the switch at the Molex connector.
Use a 2” wrench to remove the water pressure switch from the header pipe. Use
caution to not twist the header pipe during removal.
Hand-tighten a new water flowmeter / flow switch into the fitting on the water inlet
header pipe.
Use a 2” wrench to tighten the flowmeter / flow switch on the header pipe.
Connect the electrical line at the Molex connector.
Secure any insulation around the header pipe that was removed.
8.5.15.5 GAS TEMPERATURE SENSORS

Loosen the insulation blanket around the water inlet temperature sensor (Figure
8.36). This sensor is on the duct that is between the recuperator and the HRU.
Loosen the insulation blanket around the water exit temperature sensor (Figure
8.37). This sensor is on the exhaust stack of the HRU that goes out the top of the
unit.
Disconnect the thermocouple electrical connectors on the head of the TC probes.
Use a 9/16” wrench to loosen the cap on the TC fitting.
Remove the TC from each location and install a new TC.
Use a 9/16” wrench to tighten the caps on the TC fittings.
Connect the thermocouple electrical connectors on the head of the TC probes.
Secure any insulation around the fitting and ducts and tighten with safety wire.
FIGURE 8.36 HRU GAS INLET TEMP SENSOR

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FIGURE 8.37 HRU GAS EXIT TEMP SENSOR
8.5.16 ENGINE INLET AIR TEMPERATURE SENSOR

9/16" wrench

Open the forward left hand side enclosure door.
Disconnect the electrical connection to the sensor at the Molex connector (Figure
8.38 shows view from right side door).
Use a 9/16” wrench to remove the engine inlet air temperature sensor from the
inlet duct.
Wrap Teflon tape on the new sensor threads.
Hand-tighten a new inlet temperature sensor into the fitting on the inlet duct.
Use a 9/16” wrench to tighten the sensor on the inlet duct fitting.
Connect the electrical line at the Molex connector.

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Engine Inlet Air

Temperature
FIGURE 8.38 ENGINE AIR INLET TEMPERATURE SENSOR
8.5.17 FUEL INJECTORS/ FUEL MANIFOLD

The natural gas fuel is fed to the fuel manifold through a tee located on the
underside of the combustor housing. (See Figure 8.39) The fuel manifold is made
up of two pieces, the left and the right fuel manifold. Each manifold has six (6)
injector holders for a total of twelve (12).
NOTE: The fuel injectors on the underside of the combustor have a tendency to fall
out when the fuel manifold is removed. To prevent this use a small amount of
anti-seize to hold the injector in place. Be very careful to not get any anti-
seize in the injector orifice.

9/16” wrench
5/8” wrench
7/8” wrench

201 MG100 Rev C
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NOTE: Collect and tag all injectors. Injectors must be replaced in the same injector
receiver upon re-installation. For reference, the top most injector on the left
hand manifold will be 12; going counter clockwise the next injector will be 11,
and so on.
To remove the fuel injectors and fuel manifold:

Starting with the top injector of the left hand side fuel manifold and moving in a
counterclockwise direction, completely loosen the injector receiver nuts using a
9/16” wrench (Figure 8.40).
Disconnect left hand fuel manifold from the fuel inlet tee. Collect the injectors
noting the exact location of each.
Starting at the bottom of the right hand fuel manifold, disconnect from the fuel inlet
tee.
Continuing counter clockwise disconnect the right hand fuel manifold. Collect the
injectors noting the exact location of each.
To install the fuel injectors and fuel manifold with the combustion liner installed:
Insert injectors into the injector receiver holes on the right hand side of the
combustor. (Figures 8.40, 8.41, and 8.42)
Install the right hand fuel manifold, starting with the top most injector receiver and
moving in a clockwise direction.
Hand-tighten all injector receiver nuts into place.
Using a 5/8” wrench connect right hand fuel manifold to the fuel inlet tee.
Insert injectors into the injector receiver holes on the left hand side of the
combustor.
Install the left hand fuel manifold starting from the bottom and moving in a
clockwise direction towards the top.
Hand-tighten the injector receiver nuts into place.
Using a 5/8” wrench connect the left hand fuel manifold to the fuel inlet tee.
Using a 9/16” “crow’s foot” wrench and a torque wrench, tighten the injector
receiver nuts to 7.91 to 10.17 Nm (70 to 90 lb-in) of torque.

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5/8” Wrench
7/8” Wrench
FIGURE 8.39 FUEL MANIFOLD INLET TEE
9/16” Wrench
FIGURE 8.40 FUEL INJECTOR RECEIVERS, COMBUSTOR BOLTS, & IGNITER
Combustor
Retainer Bolt
(7/8” Wrench)
Tab Washer and

Key hole
Fuel Injector
Receiver with
Injector inside
FIGURE 8.41 FUEL INJECTOR RECEIVER AND COMBUSTOR RETAINER BOLT

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FIGURE 8.42a AND 8.42b FUEL INJECTOR BEING PLACED IN RECEIVER
8.5.18 COMBUSTION LINER

The combustion liner is a critical part of the microturbine engine. It is located in the
combustor housing, where it is held in place by three (3) combustion liner retainer
bolts. The engine igniter is inserted into the combustor housing. The fuel injectors
also enter the combustion liner, when installed. Because of this the igniter and
injectors must be removed before the combustion liner can be removed. When
installing a combustion liner, the alignment is highly dependent on the injectors
and combustion liner retainer bolts.

9/16” wrench
5/8” wrench
7/8” wrench
5/8” Socket
Combustion liner spreader
Rubber mallet
Torque wrench
Borescope
FIGURE 8.43 COMBUSTION LINER

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8.5.18.2 INSPECTION
Borescope Specifications
Borescope probe must be smaller than 0.345”diameter. (6 to 7 mm is acceptable).
Borescope probe must be flexible.
Depth of Field of Lens should be 60 mm to infinity, with Field of View of at least 50
degrees.
Borescope should have provision for taking digital pictures.
Borescope Procedure:
Be sure engine is off and cool enough to prevent injury to personnel and damage
to the borescope.
Remove Igniter cab, Igniter and Igniter tab washer using tools and procedures as
outlined in Section 8.5.5.
Prepare borescope and insert probe through Igniter hole.
Photograph or notate condition of Liner. Look for damage to the tips of the Primary
Tubes. Also, look for holes and cracks, or other damage, such as distortion of the
Liner walls near the Turbine Nozzle.
Send photos and data to Capstone for further evaluation.
8.5.18.3 REMOVAL
NOTE: If the liner is not going to be replaced immediately cover the combustor
housing with plastic wrap or another suitable covering.
With the engine, fuel manifold and injectors removed:

Disconnect the igniter cable from the igniter using a 3/4” wrench.
Disconnect the fuel line from the fuel manifold tee (Figure 8.39).
Using a flat head screwdriver fold down the dog-ear of the tab washer on the
igniter. Using an 11/16” open-end wrench, remove the igniter.
Using a flat head screwdriver fold down the dog-ear of the tab washer on each of
the three (3) combustor retainer bolts. Using a 5/8” open-end wrench, remove
each combustion liner retainer bolt.
The combustor liner can now be removed from the combustor housing (Figure
8.44).
Store all parts in a safe location until the liner is reinstalled.
8.5.18.4 INSTALLATION
NOTE: The outer edge of the combustion liner shrinks after operating within the
microturbine. This makes alignment on re-installation difficult. A special tool
( #T00135) has been developed to re-align the outer dimension of the liner
so it can be reinstalled in the microturbine. The tool is not required for
installing new liners. Figures 8.40 and 8.41 show this tool and how it is used.
Figure 8.45 shows the area of the tool, indicated in red, which should fit
snugly into the combustion liner.

205 MG100 Rev C
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To reinstall the combustion liner in the combustor housing with the engine
removed:
Insert the combustor liner into the combustor housing (Figure 8.44).
Align the liner so that the igniter hole is at the top, and the combustion liner
retainer bolt holes align to their respective holes.
Lightly coat the threads of the combustor retainer bolts with anti-seize.
Hand-thread the three (3) combustion liner retainer bolts, with tab washers, into
combustor housing. The combustion liner may have to be manipulated to get the
bolts to line up properly. Do not tighten the bolts.
Make sure that the tab washer’s key is properly inserted into the keyhole (Figure
8.47).
When bolts and liner are aligned properly, torque the combustor retainer bolts to
15.82 to 20.34 Nm (140 to 180 lb-in).
Reinstall injectors and fuel manifold as described in Section 8.5.17.
FIGURE 8.44 COMBUSTOR HOUSING WITH LINER
Combustor Liner
Combustor Liner
Expander Tool
(Tool #T00135)

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FIGURE 8.45 COMBUSTOR LINER AND EXPANDER TOOL
Combustor Liner
Expander Tool
Combustor Liner
FIGURE 8.46 COMBUSTOR LINER EXPANDER TOOL USE

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Combustor Liner
Retainer Bolt
Tab Washer &

Hole
Injector Receiver
FIGURE 8.47 TAB WASHER
8.5.19 ENGINE TIMING

The following procedure provides a method to replace the encoder card and
retiming the engine.

Clamp on amp meter
Phillips-head screwdriver
Reference mark
on Encoder Card
Reference mark
for encoder card screw
Bearing retainer Encoder Card

cover mounting
FIGURE 8.48a ENCODER CARD

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8.5.19.2 TIMING PROCEDURE
Remove the aluminum cover that protects the card.
Disconnect the communication harness connected to encoder card.
It is very important to make reference marks on the encoder card and on the
bearing retainer cover as this ensures the timing of the engine will not change after
replacement. Mark the encoder card as shown above at a point close to any of the
three encoder card mounting screws, and also place a mark on the bearing
retainer cover to identify the screw you have chosen (Figure 8.48a).
Remove old marked encoder card and place next to new encoder card and mark
at the exact same location on the card.
Install new encoder card with mark aligned with your reference screw.
Reconnect communication harness.
Measurement
on Phase 1
FIGURE 8.48b CHECKING ENGINE TIMING
1. During starting, the current to drive the TA100 engine is a high frequency pulse
current, and the frequency is about 8 kHz.
2. To check that the timing of the engine is appropriate, connect an AC current
clamp meter on the first alternator output cable as shown in Figure 8.48b. A
clamp meter should be used which can measure an 8 kHz pulse current signal
accurately.
3. At the HMI, select “Crank Mode”, then select “start.”
4. Once the rpm reaches 16300 the current at the clamp meter should read in the
range of 16-20 amps.

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5. When timing the engine, an accurate current reading is not the target. The target
is to find the encoder card position where the drive current is minimized at 16300.
This is where the board should be set.
6. Loosen the encoder card screws and rotate card incrementally clockwise or
counter clockwise until the drive current is minimized. Tighten the card at this
position.
7. Ensure all screws are tightened.
8. Set the system back to “Normal Mode” on the HMI for regular operation.
8.5.20 ENGINE / OIL TANK

The engine/oil tank can be removed as an assembly. It is mounted by two (2)
support legs which are secured by two 3/8-16 SHCS and two ½-13 hex bolts.
Twenty-four (24) 10-32 SHCS mount the engine assembly to the combustor
housing.

Engine removal will be completed with the use of both standard tools and a couple
of tools that are specialty tools used to facilitate removal of the engine / oil tank
assembly.
SPECIALTIY TOOLS
T00271 Pliers-Hose Clamp (2 required)
T00272 Engine Removal Tool
T00274 Engine/Combustor Housing Separator (2 required)
STANDARD TOOLS
3/4” Socket
3/4" Wrench
9/16” Socket
5/16” Hex Bit Socket
5/32” Hex Bit Socket
3/8” Drive Ratchet
ENGINE REMOVAL TOOL

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The engine removal lift tool (PN #T00272) is an assembly that provides support for
the engine / oil tank as it is unbolted from the rest of the assembly and it provides
the capability to swing the whole assembly clear of the unit to allow it to be placed
on a pallet or dolly for transportation. Figure 8.49 and 8.50 show the tool.
FIGURE 8.49 ENGINE REMOVAL LIFT
FIGURE 8.50 ENGINE REMOVAL LIFT IN USE

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ENGINE/COMBUSTOR HOUSING SEPARATOR TOOL

The engine removal alignment / separation tool ( PN # T00274) provide alignment
and the capability to separate the engine from the combustor housing in a
controlled fashion. Figure 8.51 shows the tool. Two of these will be required for
this process.
FIGURE 8.51 ENGINE/COMBUSTOR HOUSING SEPARATOR
8.5.20.2 REMOVAL
Open both front enclosure doors.
Disconnect the molex connector to the T2 probe on the front of the clamshell duct
(Figure 8.52a)
Unclamp the two fasteners on the front and back of the engine inlet plenum
clamshell covers (Figure 8.52a/c). Swing apart the two halves, swivel the entire
assembly around the engine axis and remove the hinge pin at the bottom of the
clamshell assembly. The two sides of the clamshell duct can then be removed
from the system for either side of the engine.

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Front Engine
Inlet Clamshell
Engine Inlet
Temperature
probe (T2)
FIGURE 8.52a and 8.52b ENGINE INLET CLAMSHELL FRONT FASTENER

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Rear Clamshell
Fastener
FIGURE 8.52C ENGINE INLET CLAMSHELL REAR FASTENER
FIGURE 8.52D ENGINE INLET CLAMSHELL REMOVED FROM SYSTEM

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Cover Engine Intake (Figure 8.53)
FIGURE 8.53 COVER ENGINE INTAKE
Clamp off oil supply and return lines using T00271 clamping pliers (Figure 8.54).
Tool T00271
FIGURE 8.54 CLAMPING PLIERS IN USE
Disconnect hoses from fittings on oil tank.

Release tension from turnbuckles.
Remove engine support leg bolts (Figure 8.55).
NOTE: Mount the Engine Removal Tool with ½-13 hex bolts.

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Engine Support
Bolts
FIGURE 8.55 ENGINE SUPPORT LEGS BEING REMOVED
Install Engine Removal Tool base (Figure 8.56).
Engine Removal
Tool Base
FIGURE 8.56 INSTALLATION OF ENGINE REMOVAL TOOL BASE
Bolt thru from the bottom with existing ½” hex bolts, using nuts as stops to allow
for length of bolt.
Install hoist onto carriage dovetail mount (Figure 8.57).
Attach engine hoist to engine case using supplied ½” hex bolt (Figure 8.58).

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Engine Hoist
Engine Hoist
Dovetail Mount
FIGURE 8.57 ASSEMBLING ENGINE HOIST TO DOVETAIL MOUNT
Turn hoist handle clockwise to apply slight tension to engine assembly.
Engine Hoist
Attachment to
Engine Case
FIGURE 8.58 ATTACHING HOIST TO ENGINE ASSEMBLY
Remove three (3) 10-32 SHCS bolts holding engine to combustor housing at 12, 5,
and 8 o’clock positions (forward looking aft) and install three screws in their place
(PN 302009) to hold the diffuser on the engineer assembly.
Remove the rest of the twenty-four (24) 10-32 SHCS bolts.
Install engine / combustor housing separating tools T00274 (2 required).
Alternate left to right tightening tool jackscrews to separate engine from combustor
housing. Hoist not shown in Figure 8.59 for visibility.

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Combustor
Housing
Engine Intake
24 10-32
T00274 Tools SHCS bolts
Jack
Screws
FIGURE 8.59 ENGINE / COMBUSTOR HOUSING SEPARATING TOOLS
Carefully swivel the engine assembly away from the combustor housing. Use
caution to prevent hard contact of the nozzle with the combustor housing (Figure
8.60).
Combustor
Housing
Turbine
Nozzle
FIGURE 8.60 ENGINE DISENGAGED FROM HOUSING

Once engine is disengaged from housing, slide the hoist and engine assembly to
the side of the enclosure using your hands to stabilize (Figure 8.61).

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FIGURE 8.61 ENGINE SLIDING TO SIDE OF ENCLOSURE
After the engine is totally outside of enclosure, stabilize and guide the assembly
while carefully releasing the hoist brake to lower it to a transport platform or safe
location (Figure 8.62).
FIGURE 8.62 ENGINE OUT OF ENLOSURE AND READY FOR LOWERING

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8.5.20.3 INSTALLATION
Position engine on floor or pallet and attach hoist to top of engine case.
Turn hoist handle clockwise to lift engine until centerline is even with housing
centerline.
Slide hoist and engine into enclosure until concentric with combustor housing.
Again taking care not contact turbine nozzle with combustor housing. See Figure
8.60.
Swing engine into combustor housing carefully seating turbine nozzle into
combustor housing. It will stop with approximately 1/6” gap between the engine
flange and the combustor housing flange.
Install two of the 10-32 SHCS, one on each side of the diffuser retention bolt at the
12 o’clock position and 3 of the 10-32 SHCS at each of the 3, 6, and 9 O’ Clock
positions. Tighten these 11 bolts circular pattern until fully seated.
At this time it is possible to remove the engine hoist if so desired.
Remove the special diffuser retention bolt (PN 302009) at the 12 O’clock position
and replace it with another standard 10-32 SHCS bolt.
Remove the other two (2) diffuser retention bolts (PN 302009) at the 5 and 8
o’clock positions and then install the remaining twelve (12) 10-32 SHCS bolts
holding the engine to the combustor housing. Tighten the entire set of bolts in a
circular pattern until fully seated.
In a star pattern (torquing 3 bolts at each point of the star), tighten all bolts to 6.21
to 6.78 Nm (55 to 60 lb-in).
Remove the engine hoist if not already removed.
Connect all oil lines and remove clamping pliers.
Install engine support turnbuckles (Figure 8.55). Tighten turnbuckles until snug
and then rotate one more turn tighter.
Install intake plenums.
8.5.21 BATTERIES
The TA100 system uses internal power of 24 VDC that is provided by two 12 VDC
lead-acid batteries tied in series. The batteries are located in the bottom of the
Power electronics package on the front of the unit (Figure 8.63). See Section 5.16
for battery sizing and models.
NOTE: Before servicing the batteries review all safety precautions in Section 2
Safety information. Servicing of batteries should be performed or supervised
by personnel knowledgeable of batteries and the correct precautions. Keep
unauthorized personnel away from batteries. When replacing batteries,
always change the complete set of batteries, and replace only with the type
specified in Section 5.16. Lead-acid batteries destined for disposal are
considered a RCRA-regulated hazardous waste due to their lead content (US
EPA Hazardous Waste Number D008).

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WARNING - The electrolyte in the lead acid batteries is a strong

oxidizing agent and can cause severe skin burns or irritation upon contact. If
acid contacts eyes, it can cause severe damage and/or blindness. Contact
lenses and smoking should be prohibited in areas where lead-acid batteries
are stored or handled. Do not open or mutilate the batteries. Released
electrolyte is harmful to the skin and eyes and is toxic.
CAUTION - Do not dispose of batteries in a fire. The battery is capable

of exploding.
CAUTION - A battery presents a risk of very high short-circuit current.

The following precautions are to be observed when working on batteries:
Remove rings, watches or other jewelry.
Use tools with insulated handles.
Do not place tools or other metal objects across the top of the batteries.
Two batteries should be placed into the battery storage area in the bottom of the
PE and connected as described below. The batteries are wired in series.
Shutdown and deactivate system per the normal shutdown procedures in Section
7.
Open the front door of the PE.
Install two 12VDC type batteries as shown in Figure 8.63
Connect the yellow lead to the negative terminal of the left hand battery.
Connect jumper from the positive terminal of the left hand battery to the negative
terminal of the right hand battery.
Before final connection of the batteries, an external charger can be connected to
the batteries to fully charge them before the unit is started. Leave the front door
open to make sure it is obvious the batteries are still being charged.
Connect the red lead to the positive terminal of the right hand battery.
Close the PE door making sure there is no interference with the battery cables.

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FIGURE 8.63 LOCATION OF BATTERIES

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FIGURE 8.1A ENCLOSURE REAR PANEL ................................................................. 158
FIGURE 8.1B AND 8.1C CABLE TIE AND OIL HEATER ............................................... 159
FIGURE 8.2A GBC AIR FILTER AND OIL DRAIN ........................................................ 160
FIGURE 8.2B GBC OIL SCREEN AND FILLER PLUG................................................. 162
FIGURE 8.3A RETURN PLUG ASSEMBLY ................................................................. 163
FIGURE 8.3B STAINLESS MESH FILTER .................................................................. 163
FIGURE 8.4A SEPERATOR CAP ................................................................................ 163
FIGURE 8.4B HYDRAULIC SERVICE LINES .............................................................. 164
FIGURE 8.4C AND 8.4.D SEPERATOR CAP REMOVAL .............................................. 164
FIGURE 8.4E AND 8.4F COALESCING FILTER ELEMENT .......................................... 165
FIGURE 8.4G COALESCING FILTER ELEMENT “O” RING ........................................ 165
FIGURE 8.5 TOP FILTER BOXES............................................................................... 166
FIGURE 8.6 WEATHERPROOF TOP (FRONT) .......................................................... 167
FIGURE 8.7 WEATHERPROOF TOP ......................................................................... 167
FIGURE 8.8 WEATHERPROOF TOP (REAR) ............................................................ 168
FIGURE 8.9 WEATHERPROOF TOP (LIFTED) .......................................................... 168
FIGURE 8.10 POWER ELECTRONICS AIR FILTER................................................... 169
FIGURE 8.11A AND 8.11B BUFFER ORIFICE REMOVAL .......................................... 170
FIGURE 8.11C BUFFER ORIFICE .............................................................................. 170
FIGURE 8.12A DEMISTER FILTER ASSY .................................................................. 171
FIGURE 8.12B DEMISTER FILTER HARDWARE ....................................................... 171
FIGURE 8.13A AND 8.13B DEMISTER FILTER ASSY ................................................ 172
FIGURE 8.14 CANISTER TYPE INLINE FUEL FILTER............................................... 173
FIGURE 8.15A, 8.15B, AND 8.15C FUEL FILTER AND ELEMENT ................................ 174
FIGURE 8.16 COALESCER FUEL FILTER ................................................................. 175
FIGURE 8.17A AND 8.17B COALESCER FUEL FILTER ASSY ................................... 175
FIGURE 8.18 TA100 LIQUID FUEL SYSTEM COMPONENTS ................................... 178
FIGURE 8.19 TA100 LIQUID FUEL PUMP .................................................................. 179
FIGURE 8.20 TA100 LIQUID FUEL PRESSURE REGULATOR ................................. 181
FIGURE 8.21 FUEL SHUTOFF VALVES ..................................................................... 183
FIGURE 8.22 CE UNIT FUEL SHUTOFF VALVES ...................................................... 183
FIGURE 8.23 FUEL SHUTOFF VALVE ....................................................................... 185
FIGURE 8.24 FUEL METERING VALVE WIRING ....................................................... 186
FIGURE 8.25 FUEL METERING VALVE CONNECTIONS AND MOUNTING ............. 187
FIGURE 8.26 LIQUID FUEL VALVES.......................................................................... 188
FIGURE 8.27 LIQUID FUEL VALVES CONNECTIONS (BACKSIDE) ......................... 190
FIGURE 8.28 COMBUSTOR HOUSING INSULATION SAFETY WIRE ...................... 192
FIGURE 8.29 COMBUSTOR HOUSING INSULATION ............................................... 192
FIGURE 8.30 IGNITER AND CABLE CONNECTOR ................................................... 193
FIGURE 8.31 LEFT SIDE EGT PROBE (SINGLE HEAD) ............................................ 194
FIGURE 8.32 RIGHT SIDE EGT PROBE (DUAL HEAD) ............................................. 194
FIGURE 8.33 OIL SYSTEM INSTRUMENTATION ...................................................... 195
FIGURE 8.34 HRU SYSTEM INSTRUMENTATION .................................................... 197
FIGURE 8.35 HRU WATER INLET TEMPERATURE SENSOR .................................. 198
FIGURE 8.36 HRU GAS INLET TEMP SENSOR......................................................... 199

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FIGURE 8.37 HRU GAS EXIT TEMP SENSOR ........................................................... 200
FIGURE 8.38 ENGINE AIR INLET TEMPERATURE SENSOR ................................... 201
FIGURE 8.39 FUEL MANIFOLD INLET TEE ............................................................... 203
FIGURE 8.40 FUEL INJECTOR RECEIVERS, COMBUSTOR BOLTS, & IGNITER .... 203
FIGURE 8.41 FUEL INJECTOR RECEIVER AND COMBUSTOR RETAINER BOLT .. 203
FIGURE 8.42A AND 8.42B FUEL INJECTOR BEING PLACED IN RECEIVER ............ 204
FIGURE 8.43 COMBUSTION LINER........................................................................... 204
FIGURE 8.44 COMBUSTOR HOUSING WITH LINER ................................................ 206
FIGURE 8.45 COMBUSTOR LINER AND EXPANDER TOOL .................................... 207
FIGURE 8.46 COMBUSTOR LINER EXPANDER TOOL USE .................................... 207
FIGURE 8.47 TAB WASHER ....................................................................................... 208
FIGURE 8.48A ENCODER CARD ............................................................................... 208
FIGURE 8.48B CHECKING ENGINE TIMING.............................................................. 209
FIGURE 8.49 ENGINE REMOVAL LIFT ...................................................................... 211
FIGURE 8.50 ENGINE REMOVAL LIFT IN USE.......................................................... 211
FIGURE 8.51 ENGINE/COMBUSTOR HOUSING SEPARATOR ................................ 212
FIGURE 8.52A AND 8.52B ENGINE INLET CLAMSHELL FRONT FASTENER ............ 213
FIGURE 8.52C ENGINE INLET CLAMSHELL REAR FASTENER .............................. 214
FIGURE 8.52D ENGINE INLET CLAMSHELL REMOVED FROM SYSTEM ............... 214
FIGURE 8.53 COVER ENGINE INTAKE ..................................................................... 215
FIGURE 8.54 CLAMPING PLIERS IN USE ................................................................. 215
FIGURE 8.55 ENGINE SUPPORT LEGS BEING REMOVED ..................................... 216
FIGURE 8.56 INSTALLATION OF ENGINE REMOVAL TOOL BASE ......................... 216
FIGURE 8.57 ASSEMBLING ENGINE HOIST TO DOVETAIL MOUNT ....................... 217
FIGURE 8.58 ATTACHING HOIST TO ENGINE ASSEMBLY ..................................... 217
FIGURE 8.59 ENGINE / COMBUSTOR HOUSING SEPARATING TOOLS ................ 218
FIGURE 8.60 ENGINE DISENGAGED FROM HOUSING ........................................... 218
FIGURE 8.61 ENGINE SLIDING TO SIDE OF ENCLOSURE ...................................... 219
FIGURE 8.62 ENGINE OUT OF ENLOSURE AND READY FOR LOWERING ............ 219
FIGURE 8.63 LOCATION OF BATTERIES ................................................................. 222

TABLE 8.1A TA100 GASEOUS FUELED PERIODIC MAINTENANCE SCHEDULE –
GRID TIE APPLICATIONS ................................................................................... 148
TABLE 8.1B TA100 GASEOUS FUELED PERIODIC MAINTENANCE SCHEDULE –
ISLAND MODE APPLICATIONS .......................................................................... 149
TABLE 8.2 TA100 LIQUID FUELED PERIODIC MAINTENANCE SCHEDULE ........... 150

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SECTION 8 GLOSSARY
Term Definition
DC Direct current
I/O Input/Output
KW Kilowatt

Synchronizing
END OF SECTION

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9 DIAGNOSTICS
The TA100 has embedded diagnostics and failure detection features in the control
system. The faults generated during failure allow the user to trace the root cause
of the failure on the system. The diagnostic tree in Section 9.4 has information to
allow high-level diagnostics to be performed on the system. When the diagnostics
become too involved for onsite evaluation, contact the Capstone Service
Department for assistance in resolving the situation.
9.1 DOCUMENTATION OF DIAGNOSTICS
Upon investigation of any issue requiring Capstone support, the inspecting
technician should fill out and deliver an Initial Failure Report (Form #39)
electronically to Capstone. This form should provide enough detail to allow
engineering to assist the operator in understanding and correcting any abnormal
operation, fault, or failure of the system.
9.2 DATA TRENDING ANALYSIS
Observing certain data over time on the TA100 system will provide insight into
required maintenance and service required. There are two pieces of data that can
provide significant insights into the continued health and output capability of the
system.
Oil temperature
Rated and referred Engine Exhaust Gas Temperature (EGTRATED).
The data for trending both of these items should be taken at a consistent operation
point to effectively trend the operation of the system (i.e. at 80 kW output after fully
stabilizing for 20 minutes). The system should be at a stable operating condition
for the same period of time before taking the data.
9.2.1 OIL INLET TEMPERATURE

Engine oil inlet temperature can be read directly off the HMI or read over
MODBUS (refer to Tables 9.1-9.4 for address). This value should stay in the 158°
F-167° F (70° C to 75° C) level during operation at load. If the oil temperature
increases gradually over time that is usually an indication of the air filters clogging.
If there is a sudden change in this level, it could be an indication of a system
malfunction and the system should be inspected for signs of obvious damage or
problems.
9.2.2 RATED REFERRED EGT
Engine Exhaust Gas Temperature that is both referred to standard day as well as
extrapolated to full load can be calculated from inlet temperature, load, EGT, and
ambient pressure. These parameters can be read directly off the HMI or read over
MODBUS (refer to Section 9.7 for addresses). This calculated parameter should
be tracked versus time to see any trends to a higher level. If this occurs gradually,
there is most likely air filter clogging. If there is a sudden shift in level, the system

226 MG100 Rev C
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should be inspected to verify no physical changes in the inlet airflow system have
changed or no leaks have appeared.
NOTE: Variations +or – 77° F (25° C) are normal, any variances outside this range are
abnormal and need to explored.
9.2.2.1 System Measurements:
T2 (engine inlet air temperature in° F)

EGT1 (Engine exhaust gas temperature #1 in° F)
EGT2 (Engine exhaust gas temperature #2 in° F)
PWE (System electrical output power in kW)
P2 (inlet or ambient pressure in PSIA)
9.2.2.2 Calculations:
Theta2 = ((T2 +459.67)/519.67)

Theta2125 = (Theta2) ^ 1.25
DEL = P2 / 14.696
T5AVG = EGTAVG + 459.67
T5R2125 = ((T5AVG)/THETA2125) - 459.67
PWER2 = PWE/ (SQRT(Theta2) * DEL)
EGTRated =T5R2125 - (0.011293*(PWER2^2) + (3.918523*PWER2) + 608.6) + 1145
9.3 FAULT CODE LISTING
The fault codes described below are defined as to the description of the reason for
the fault generation. Please refer to Section 9.4 for the diagnostic tree to
evaluate root cause for the fault. To read registers, use MODBUS Function
0x02. Each address stands for a bit.
9.3.1 ENGINE CONTROL EMERGENCY SHUTDOWN TRIP FAULT CODES

When a fault occurs that generates these fault codes, the unit will trip with an
Emergency shutdown. The difference between normal and emergency shutdown
is explained in the operation section.
Modbus Error Limit

Address Code Name Description field Limit
1001 101 E-Stop Emergency Stop
1002 102 Overspeed Engine Overspeed SP001 73,500
1003 103 Over Temp EGT Over Temperature SP015 665° C
1005 105 Batt Volt LL Battery Voltage Low Low SP025 20 VDC
Speed Sen
1006 106 FL Speed Sensor Failure
1009 109 Oil SW Low oil pressure hdwr 45 psi
Combustion blowout during normal -500°
1012 112 Blowout running conditions SP031 C/sec

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Modbus Error Limit
Flameout -15°
1013 113 EGT Flameout (EGT) during start-up SP030 C/sec
SP229 1.2 sec
Chemical acceleration rate is too low
1014 114 Low Energy during start SP026 200%
16300
1015 115 Purge FL Purge speed not held for required time SP034 rpm
SP201 18 sec
10000
1016 116 IGN FL Ignite speed not held for required time SP013 rpm
SP228 1.5 sec
Failure to obtain self sustain speed 35000
1017 117 Sustain FL during start in required time SP035 rpm
SP213 120 sec
Unable to transition to steady state 2000 rpm
1018 118 Rolling FL speed in required time from start SP036 below SS
SP214 200 sec
Unable to reach idle speed in required 68000
1019 119 Idle FL total start time SP038 rpm
SP215 200 sec
64500
1020 120 Speed LL Speed Low Low Limit SP003 rpm
1021 121 Safety FL Fault detected by gas safety board
1022 122 CPU FL Watch Dog, Dual Port Memory IC fault
Gas Press Gas boost compressor fuel inlet
1023 123 SW pressure low hdwr 20 mbar
1024 124 HR Sys FL Heat Exchanger System failure
Water Temperature High Failure Yellow
High HSP11 90° C
Water Temperature High Failure Red
High High 95° C HSP12
65 Lpm
Water Flow Low HSP17 (10 GPM)
Water Pressure too high hdwr 145 PSI
TABLE 9.1 EMERGENCY SHUTDOWN FAULT CODES
9.3.2 ENGINE CONTROL NORMAL SHUTDOWN FAULT CODES

The turbine system control fault codes in Table 9.2 will trigger a normal shutdown
of the system.

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Modbus Error Limit
EGT Spread Difference between EGT#1 and EGT#2
1101 201 HH is too high. SP019 100° C
Communication between inverter and
1103 203 IC Comm Fail engine controller failed
1104 204 Oil I Temp HH Engine Oil inlet temperature high high SP007 90° C
MCU Comm Master Control Unit communication
1105 205 FL failure
Oil inlet temperature Permit Fail. This
indicates the oil warming cycle timed
Oil I Temp out and could not achieve oil temp in
1106 206 LLP time required. SP008 15° C
SP200 1200 sec
1107 207 Encl Temp HH Enclosure temperature High High SP021 100° C
Oil inlet temperature Low Low. This
1112 212 Oil I Temp LL level usually indicates probe failure. SP005 -35° C
TABLE 9.2 NORMAL SHUTDOWN FAULT CODES
9.3.3 INVERTER CONTROL SHUTDOWN FAULT CODES

The inverter system fault codes in Table 9.3 will result in a normal shut down.
Modbus Error Limit

624V
(480 V
1301 401 OVR Over Voltage S25 system)
520V
(400 V
S25 system)
240V
(480 V
1302 402 UVR Under Voltage S26 system)
200V
(400 V
S26 system)
1303 403 OFR Over Frequency S30 1 Hz
1304 404 UFR Under Frequency S31 1 Hz
1305 405 Iso Detect Act Isolation Detect Active (grid loss) S36 0.3 sec
1306 406 Iso Detect Pas Isolation Detect Passive (grid loss) S38 0.5 sec

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Modbus Error Limit
0.5% of
DC component Current high - only for the rated
1307 407 DC Cur Detect Utility mode S33 current
S34 0.3 sec
1308 408 Phase Error Utility phase error
20% of
rated
1309 409 Voltage Error Inconsistant Voltage S14 voltage
1310 410 Phase Rot Fail Utility phase error
115% of
Output over current - only for utility the rated
1311 411 Out OCR mode S02 current
0.5 sec
150% of
the rated
current
Output current too high - only for island for 5
1312 412 Overload mode seconds
1313 413 Inv Module Flt IGBT driver module fault
Inverter temperature high-as measured
1314 414 Inv Temp Flt at the heat sink S103 90° C
1315 415 INV Cur HH Inverter Current High High 500A
S Inv Module
1316 416 Flt Start inverter module fault
1317 417 Sub Inv C HH Start inverter current High High 60A
Power boost failure - detected by IGBT
1318 418 Main Bst Fail driver 90° C
1319 419 Bst Temp Fail Boost Temperature high at heat sink
1321 421 DC Link V HH DC Link Voltage High High S21 950 VDC
S22 0.5 sec
740 VDC
(480V
1322 422 DC Link V LL DC Link Voltage Low Low S19 system)
625 VDC
(408V
S19 system)
CT Sensor Current Transducer Failure detected by
1323 423 Fail inverter controller
(Potential) Voltage Sensor failure
1324 424 PT Sensor Fail detected by inverter controller
1325 425 Inv CPU Fail Inverter Controller CPU Failure
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TA100 MASTER GUIDE
Modbus Error Limit
1326 426 Inv Mem Fail Inverter Memory Test Failure
External input failure – HRU or Safety
1328 428 Outside Fault board
1329 429 Starter Cur HH Start inverter current high high S51 40 amps
1330 430 Spin Dir Fail Starter rotation direction incorrect
1331 431 Starter Fail Hall effect sensor position incorrect
1332 432 INV Sys Fault Line voltage not present
Voltage from other unit not present -
Stand alone / utility start
Voltage mode before generate utility
detected
S Boost Sys Start Booster cannot maintain 90 VDC
1334 434 Fltl nominal 90 VDC
DC Buss voltage Low Low - output from
1335 435 DC BUS V LL rectifier after alternator S23 550V
S24 0.5 sec
S Boost Temp Start Boost module over temperature -
1336 436 Flt heat sink temperature 90° C
AC current leakage - difference
1337 437 Leak Current between output and return current 60mA
TABLE 9.3 INVERTER CONTROL FAULT CODES
9.3.4 SYSTEM ALARM FAULT CODES

The fault codes in Table 9.4 will be generated when the system is operating
outside of desired parameters but not exceeding shutdown limits. The unit will
continue to operate in an alarm state until the fault is cleared or levels increase
and generate a fault shutdown code.
Modbus Error Limit

Start permission Failure – something is
alarmed and not allowing start, possibly Start
1201 301 Start Perm FL due to: lockout
Oil Temp Low SP004 10° C
Battery voltage low SP024 20 VDC
T2 high - Air inlet to engine too high 50° C
1203 303 Encl Temp H Enclosure temperature high SP020 90° C
Difference between EGT#1 and EGT#2
1204 304 EGT Spread H is too high. SP018 90° C
1205 305 Batt Volt L Battery voltage low SP024 21 VDC
1206 306 EGT H EGT high SP014 650° C

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Modbus Error Limit
1207 307 Oil I Temp H Oil inlet temperature high. SP006 80° C
Utility voltage failure - no utility voltage
1209 309 Util Volt FL in Grid-tie mode
72,000
1213 313 Speed H Engine Speed High SP000 rpm
65,000
1214 314 Speed L Engine Speed low SP002 rpm
1215 315 Oil I Temp L Oil inlet temperature low SP004 15° C
1216 316 EEPROM FL Checksum Incorrect
1320 420 Battery Low Battery voltage low SP024 21 VDC
TABLE 9.4 SYSTEM ALARM CODES

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9.3.5 HRU ERROR STATUS CODES
This error status code can be found on the “Operation Page--> HRU -->. When
ALARM occurs the unit will continue to run and will not trip the unit or change the
operation status of the unit. When a TRIP occurs the unit will perform a normal or
emergency shutdown and cannot be started until the problem is fixed and the fault
cleared.
HRU2
Error Status Name Description Action
20000000 Water temp HH T-WHREI>90° C Trip
40000000 Water flow LL Water Flow<5l/min Trip
02000000 Exhaust air temp HH T8>800° C Trip
01000000 Difference of T8 & T9 HH T8-T9>300° C Trip
00200000 Water temp H T-WHREI>80° C Alarm
00010000 Exhaust air temp H T8>700° C Alarm
00000040 Water pressure HH Pressure SW Open Trip
00000020 Water flow LL Water Flow SW Open Trip
00000010 Communication Fail Trip
00000004 EEPROM Error Trip
00000003 CPU & Real time OS Error Trip
00000002 CPU Error Trip
00000001 Real time OS Error Trip
TABLE 9.5 HRU FAULT CODES
9.3.6 CONTROLLER “LOOP IN CONTROL” (LIC)

The Loop In Control (LIC) is used as a guide to determine what segment of the
control logic is in operation to provide a better understanding of what process and
control mode is active at the exact time. Table 9.6 provides the detailed listing of
the LIC definitions.
Loop In
Control Loop Title Loop Description
(LIC) #
This loop is to complete safety
and pre checks on the system
1 Pre Start Loop
prior to energizing anything in the
system.
This loop is controlling the system
to spin the turbine as a motor to
2 Start Purge Loop push air through the system and
“purge” fuel vapors out of the
system prior to starting.

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Loop In
Control Loop Title Loop Description
(LIC) #
This loop is the control portion
that fires the igniter and provides
3 Start Lightoff Loop
fuel to the combustor to light off
the turbine.
This loop is the portion of the
turbine start that requires
4 Start Electrical Accel Loop
electrical assist prior to turbine
self sustain.
This loop is the portion of the
turbine start where the
acceleration is controlled by the
5 Start Chemical Accel Loop chemical energy from combustion
and the fuel valve is modulated to
adjust the fuel delivery rate to the
combustor.
This loop is provided as an option
6 Sub Synchronous Warmup Loop to provide a warm-up period prior
to achieving full speed No Load.
This loop is used to push the
7 Start Roll-in Accel Loop speed into the steady state control
loop for speed control.
This loop controls the speed to a
constant level no matter what load
8 NG Steady State Loop
is placed upon the unit by
adjusting the fuel flow rate.
This loop has increased gains to
provide quicker response to
9 Onload Loop
instantaneous on-loads that cause
the speed to droop.
This loop has increased gains to
provide quicker response to
10 Offload Loop
instantaneous offloads that cause
the speed to increase.
This loop shuts down the power
11 Normal Shutdown Loop generation and then shuts down
the turbine in a controlled manner.
This loop shuts down the power
12 Emergency Shutdown Loop generation and then shuts down
the turbine in an immediate mode.
TABLE 9.6 “LOOP IN CONTROL” DEFINITIONS

234 MG100 Rev C
TA100 MASTER GUIDE
9.4 DIAGNOSTIC PROCEDURES

A complete diagnostic tree is provided in this section. Table 9.7 is a tree of the
faults and Table 9.8 is a tree of alarms. If the problem cannot be resolved using
the tree, contact Capstone Service division via the contact information in Section
2.

235 MG100 Rev C
Error Shut Symptom /

Cause 1 Cause 2 Diagnosis Action Root Cause Corrective Action
Code down Fault Code
101 E-Stop
E-Stop Button Check E-Stop Disengage E-Stop
101.1
engaged button button
E-Stop signal Check remote E- Disable remote E-
101.2
requested remotely Stop Stop
X Emergency Stop
E-Stop generated
as a result of Assess fault Repair fault and
101.3
system shutdown condition clear E-Stop
fault.
102 Overspeed
This fault occurs if Download HSD and
Can occur on full
Engine Overspeed the engine speed analyze to verify
102.1 X instantaneous
> 73,500 rpm reaches conditions prior to
offload.
73500 rpm fault
103 Over Temp
EGT probe failure Inspect probe and Replace probe or
103.1
or wiring failure wiring repair wiring
Load too high for Check load levels Reduce loads or
rating or derate of against rating and add another unit to
unit derate curve system
Inlet losses from
Check for dirty
Too much load dirty air filters Replace dirty filter
combustion air
103.2 placed on unit in causes load with new filters
filter in system
Voltage mode carrying reduction
This fault occurs when Inlet temperature Check and verify
Provide cooler air
the EGT is greater than higher than initial inlet temperature
to inlet or reduce
X 665° C during operation design intent for not significantly
local heatup
or greater than 600° C application higher than desired
during startup. Contact Capstone
Lightoff table needs
103.3 for correct settings
adjustment
tables.
Verify latest rates Load latest
Ramp rate for utility
103.4 installed with schedules with
tie unit not correct
settings file correct ramp rates
Check fuel
Safety fault due to pressure or check Correct fuel
103.5 leaking valve or FCV for FOD pressure and/or
high gas pressure. causing valve to clean FCV
leak
105 Batt Volt LL
<21V during starting Batteries weak or Battery cables Check battery Tighten battery
105.1 X
OR dead loose. connections cables.

236 MG100 Rev C

<24.3V during With the unit in the Close output
Operation Batteries not OFF position: breaker and K5
charging during Check the battery during down-time to
operation or voltage on the allow for battery
downtime. display. Measure charging from bus
battery voltage bar.
Charge or replace
batteries. Assure
K5 breaker left on K5 left on without
Check position of that K5 is opened if
without connection connection to utility
K5 breaker no connection to
to utility to charge batteries
utility exists to
charge batteries
Batteries not Change batteries
changed during during
Batteries old Replace batteries recommended recommended
maintenance maintenance
intervals interval
Check connections
from
Repair connections
autotransformer to
from
Batteries not being battery charger
105.2 autotransformer to
charged properly board. Check
battery charger
output of battery
board
charger board pins
7 and 8.
Standard: Deep
cycle group 27, 105
Batteries not AH Insufficient
105.3 Replace batteries
CAPSTONE spec Offshore: AGM batteries
Group 31 105 Ah,
650 CCA
106 Speed Sen FL
Wiring/connections Reconnect cable or
Inspect cable and
106.1 from board to PE replace/repair
connector wiring
Engine speed not good wiring
Engine Speed Sensor sensor card not Hall effect board Clear fault and Replace board and
106.2 X
Failure communicating failed attempt restart re-time engine
with PE Check connections Reconnect cable or
106.3 IO on PE failed on TB9 to Inverter replace/repair
board wiring
109 Oil SW
Add oil to system
Low oil pressure Oil leak or Check oil level in until level is
109.1 X Oil tank level low
indication (below 45psi) consumption sight gauge between marks on
tank

237 MG100 Rev C

Filters dirty, FOD
Check buffer orifice getting into
Clean buffer orifice
for blockage or combustion air
and air lines. Install
incorrect inlet, orifice
orifice correctly.
installation installed
incorrectly.
Run pump in
Oil pressure switch diagnostic mode.
Replace oil
109.2 defective/mis- Install pressure
pressure switch
calibrated gauge and check
pressure
Run pump in
diagnostic mode. Switch should be
Wiring/connections
Check connected in the Replace/repair
109.3 to pressure switch
connector/cable for normally open connector or cable
bad/loose
loose pins, cuts, position
continuity
Run pump in
109.4 Oil pump failure Pump not running Replace oil pump
diagnostic mode
Run pump in
Oil Pump Driver diagnostic mode. Driver board not Replace Oil Pump
109.5
board failure Check output of working Driver board
driver board
112 Blowout
Download HSD and
analyze to verify
conditions prior to
EGT too high FOD in valve Correct fuel
fault. Observe
112.1 during elec causing leakage or pressure and/or
characteristic of
acceleration high fuel pressure clean FCV
EGT increase
during electrical
accel
See "Flameout EGT".
Not enough energy Clean and drain
Combustion blowout
to accelerate the coalescing filter on
during normal running FCV exposed to
X engine through Remove FCV and fuel supply. Clean
112.2 conditions liquid causing
chemical clean with alcohol fuel train of liquids.
sticking
acceleration Replace inline
-500° C/sec
coalescing filter
Repair/replace
Fuel supply Check facility fuel
112.3 facility fuel supply
insufficient supply
regulator
Check facility fuel
Clean or replace
supply. Remove
112.4 Fuel Contaminated fuel train. Repair
FCV and clean with
facility fuel skid
alcohol

238 MG100 Rev C

If the pressure is
not in this range,
Observe the GBC
adjust the pressure
discharge
by turning the
GBC output pressure. The
112.5 adjustment screw
insufficient pressure must be
inward to increase
85-90 psi
pressure and
during operation
outward to
decrease pressure
113 Flameout EGT
Download HSD and
analyze to verify
conditions prior to
EGT too high FOD in valve Correct fuel
fault. Observe
113.1 during elec causing leakage or pressure and/or
characteristic of
acceleration high fuel pressure clean FCV
EGT increase
during electrical
accel
Clean and drain
coalescing filter on
FCV exposed to
Remove FCV and fuel supply. Clean
113.2 liquid causing
clean with alcohol fuel train of liquids.
sticking
Flameout EGT during Replace inline
Not enough energy
start-up coalescing filter
to accelerate the
Repair/replace
X engine through Fuel supply Check facility fuel
113.3 EGT rate of decline is facility fuel supply
chemical insufficient supply
sustained at -15° C/sec regulator
acceleration
for 1.5 sec Check facility fuel
Clean or replace
supply. Remove
FCV and clean with
facility fuel skid
alcohol
If the pressure is
not in this range,
Observe the GBC
adjust the pressure
discharge
by turning the
inward to increase
85-90 psi
pressure and
during operation
outward to
decrease pressure
114 Low Energy

239 MG100 Rev C

Check
harness/wiring to
Fuel Control Valve
FCV. Measure
not opening
signal to FCV Repair or replace
sufficiently during
114.1 during startup. connections that
acceleration.
Should be 10V, drive FCV
Voltage/Current to
300mA @ 50%, 20V,
FCV insufficient
600mA @ 100%,
linear
Clean and drain
coalescing filter on
FCV exposed to Remove FCV and fuel supply. Clean
114.2
liquid clean with alcohol fuel train of liquids.
Replace inline
coalescing filter.
Repair/replace
Fuel supply Check facility fuel
114.3 facility fuel supply
insufficient supply
Chemical acceleration regulator
rate is too low during Not enough energy Check facility fuel
Clean or replace
X start-up to accelerate the supply. Remove
engine FCV and clean with
facility fuel skid.
200% alcohol
If the pressure is
not in this range,
Observe the GBC
adjust the pressure
discharge
by turning the
inward to increase
85-90 psi
pressure and
during operation
outward to
decrease pressure
Change setting in
HMI Maintenance
mode. In Engine
EGTDOT request
Settings, change
114.6 scalar should be
register SP092
increased
(EGTDOT RQ
SCALE) from 100 to
105
115 Purge FL
PE not providing Check battery
enough energy to voltage. Should be
115.1 Purge Speed not held Battery voltage low Replace batteries
get to or stay at 24-26V during
for required time
X purge speed starting
Check setpoints
16300 rpm for 18 sec Engine setpoints Setpoints corrupted Reload Capstone
115.2 against Capstone
incorrect or changed settings file
file. Extract

240 MG100 Rev C

settings to
compare
116 IGN FL (Safety Fault)
Fuel supply to
Check facility fuel Correct facility fuel
system limited or
supply supply
off
Check GBC in
diagnostic mode.
Check GBC has
GBC not providing Adjust pressure
GBC not providing power. Check GBC
fuel regulator. Change
fuel flow for output pressure
pressure or flow separator filter.
at or above 85 psi
even with fuel
valves open.
This fault occurs when Leaks discovered
the EGT has not risen Check for leaks on
>20°C with GBC operating high pressure
after ignition stage Fuel leak after GBC Repair leaks
manually and fuel output of
(10,000 rpm). No fuel getting to valves closed GBC or gas
116.1 X
combustor detector tripping
This fault will appear as Check in diagnostic
"Safety Fault" if Safety mode. Check for
system is operating opening of fuel
properly. shutoff valve by
audible indication
Repair / replace
Fuel shutoff valve and/or diagnostic
wiring harness or
failure opening. Check
Shutoff valve
wiring/connections
to Safety Board.
Check current in
the range of
500mA.
Remove FCV and
Moisture or Make sure heat
clean with alcohol,
sediments in FCV strips are powered
flush valve of any
causing valve seat and FCV is
sediments, attempt
to stick insulated
a restart

241 MG100 Rev C

Check in diagnostic
mode. Check for
opening of fuel
control valve by
audible indication
and/or diagnostic Repair / replace
Fuel metering valve
opening. Check wiring harness or
failure
wiring/connections FCV
to EC board.
Check voltage and
current in range (0V
to 20V, 100mA to
600 mA)
Check igniter in
diagnostic mode.
Listen for audible
Igniter failed indication of Replace Igniter
sparking. Check
116.2 No spark at igniter igniter tip for
corrosion. Check
cable connection.
Check harness
Exciter box not connection to PE /
Replace Exciter box
functioning EC board.
Replace igniter
Failed igniter cable
cable
Check alternator
wires for correct
Alternator wires
hookup and
misconnected Connect alternator
remove engine inlet
causing engine to wires correctly
No airflow in to verify rotation of
116.3 spin backwards
combustor engine in CCW
direction
Check combustion Change filters more
Inlet blocked or
air inlet, replace regularly dependent
extremely dirty filter
filter upon environment
Liner Deformed due
to improper Borescope liner or
116.4 Liner Failure installation without pull back engine to Replace liner
use of liner inspect
spreader tool
117 Sustain FL

242 MG100 Rev C

Download HSD and

analyze to verify
117.1 PE not providing
Failure to obtain self conditions prior to
enough energy to
sustain speed during fault.
X get to self sustain Low batteries
start in required time
in combination with Check battery
(35000 rpm in 120 sec)
fuel burn energy voltage. Should be Discharged Charge or replace
117.2
24-26V during batteries batteries
starting
118 Rolling FL
Download HSD and
analyze to verify
conditions prior to
fault.
Measure signal to
Insufficient gas
118.1 FCV to verify
flow
appropriate.
Unable to transition to See "Flameout
Not enough energy
steady state speed in EGT" and "Low
to accelerate the
X required time from start Energy" for further
engine to steady
(2000 rpm below Steady diagnosis.
state
State for 200 sec) Change setting in
HMI Maintenance
mode. In Engine
EGTDOT request
Settings, change
register SP092
increased
(EGTDOT RQ
SCALE) from 100 to
105
119 Idle FL
Download HSD and
analyze to verify
conditions prior to
fault.
Unable to reach idle Not enough energy
Measure signal to
speed in required total to accelerate the Insufficient gas
119.1 X FCV to verify
start time engine to steady flow
appropriate.
(68000 rpm in 200 sec) state
See "Flameout
EGT" and "Low
Energy" for further
diagnosis.

243 MG100 Rev C

Change setting in
HMI Maintenance
mode. In Engine
EGTDOT request
Settings, change
register SP092
increased
(EGTDOT RQ
SCALE) from 100 to
105
120 Speed LL
Facility fuel supply Facility fuel supply Check facility fuel Correct facility fuel
120.1
interrupted interrupted supply supply
Download HSD and
analyze to verify
conditions prior to
fault. PE request to Repair / replace
FCV at or close to FCV or wiring
FCV or wiring 100%. Check connections
120.2 FCV tripping closed
failure connections on
interconnect
diagram
Clear fault and Clear fault and
attempt restart attempt restart
Download HSD and
analyze to verify
conditions prior to
Speed Low Low Limit - fault. PE request to
Loss of fuel after Repair / replace
X FCV at or close to
steady state operation Shutoff valve or SOV or wiring
120.3 SOV tripping closed 100%. Check
< 64,500 rpm wiring failure connections on
interconnect
diagram
Clear fault and Clear fault and
attempt restart attempt restart
Check power
GBC power connections from Repair power
interrupted PE to power box to connections to GBC
120.4 GBC failure
GBC
GBC output Refer to GBC Refer to GBC
insufficient manual manual
Check pump temp
during
Fuel pump failure
startup/operation.
120.5 (Liquid system High temp cutout
Provide more
only)
cooling airflow for
pump.

244 MG100 Rev C

121 Safety FL
First determine
Then analyze the Then do the
when the safety
conditions present: following:
faults occurs:
Check power
connection from
EC board (CNe2) to
Safety board Safety board (CN7).
Reload software for
communication Also check gas
Safety Board.
issue detector safety
loop connections
on interconnection
diagram.
Check gas detector
for audible or
visual indication of
When unit is turned
121.1 tripping. Connect
Fault detected by Gas on
Safety Monitor Tool
Safety Board to verify.
Open the back two Repair gas leaks.
Safety board needs DC Gas detector doors on each side Gas detected inside
power supply from tripping of the enclosure enclosure Tighten the B-Nuts
X
engine control board. and manually start on Fuel Manifold
If Gas Detector is the GBC. Using
shorted, safety board leak detect
detects DC solution, spray the
supply error. inlet and discharge
piping to check for
leaks.
Connect Safety
Minimum purge
Monitor Tool to
speed is not
verify fault.
achieved or
Check the following
maximum purge
settings: Engine setpoints Reload proper
speed is being
Between Engine SP201 = 18 incorrect or engine setpoints for
exceeded
121.2 Purge and Ignite seconds corrupted your application
Stage Minimum purge SP228 = 1.5
time at minimum seconds
purge speed is not SP034 = 16300 rpm
achieved. SP013 = 10000 rpm
Ignite speed Check if FCV Wiring connections Reconnect or repair
outside of limits request is being not making contact connection

245 MG100 Rev C

given to PE. Speed or connector
not being read unplugged. If
accurately to Safety Inverter control
board. Check the board or Safety
connection board was recently
Time to reach ignite between Encoder replaced, check all
speed is exceeded Card, Junction connections again.
Board 1, Inverter
Control Board and
Safety Board. See
document ES1113
for further details.
EGT probe failure
EGT rise before Replace probe or
or wiring failure.
ignition command repair wiring as
Inspect probe and
is observed. necessary
wiring.
At Ignition Stage.
This fault occurs No spark at Igniter See 116 IGN FL
121.3 when the EGT has
not risen >20°C
after ignition stage No fuel flow into
See 116 IGN FL
combustor
Connect Safety
Monitor Tool to
During Electrical
Fuel pressure too verify fault. Check Correct fuel
Acceleration (after
121.4 high or FCV fuel pressure or pressure and/or
ignition but less
leaking. check FCV for FOD clean FCV
than 35,000 rpm)
causing valve to
leak
Speed drops lower
During Chemical
than 3000 rpm
Acceleration
below the peak Combustor
121.5 (greater than 35,000 Attempt restart
level achieved flameout
rpm and less than
during this portion
68,000 rpm)
of the start
Gas detector
See 121.1 above
tripping
Connect Safety
Monitor Tool.
During Running Check all
Safety Loop
121.6 Mode (at 68,000 connections to
broken. Open
rpm) Safety Board and Wiring failure Repair wiring
circuit in the safety
safety system
loop wiring
according to
Interconnection
diagram.

246 MG100 Rev C

122 CPU FL
When CPU restarts Disturbance into Check ground Repair ground
Watch Dog, Dual Port
122.1 X from watchdog signal wiring on customer wiring as
Memory IC Fault
timer. ground of the PE. site. necessary.
123 Gas Press SW
Gas pressure switch is Jumper on CON5 is Check jumper on
123.1 X Wiring failure Repair wiring
not used in this system loose or removed CON5, pins 17-18
124 HR Sys FL
Heat Recovery Unit
System Failure
See list of HRU Error
Codes
Fault has been
124.1 00000000
cleared
Board lost HRU
124.2 00000001 Real time OS Error Reload HRU Code Reload HRU Code
Code
Board lost HRU
124.3 00000002 CPU Error Reload HRU Code Reload HRU Code
Code
Board lost HRU
124.4 00000004 EEPROM Error Reload HRU Code Reload HRU Code
Code
Board lost HRU
124.5 00000010 Communication Fail Reload HRU Code Reload HRU Code
Code
Secure connections
Check flow switch
to flow switch
Water flow switch connections on
Repair connections and/or PE
open both switch side
124.6 00000020 Water Flow LL connector. Replace
X and PE side
switch if necessary.
Facility flow Check facility flow Facility flow rate Repair facility flow
insufficient rate insufficient rate
Secure connections
Check pressure
to pressure switch
Pressure switch switch connections
Repair connections and/or PE
open on both switch side
connector. Replace
and PE side
switch if necessary.
1. Facility valve
closed or not fully
00000040
open
124.7
2. FOD in water
Water Pressure HH Blockage in water
supply system
Facility pressure system or boiler
3. Site installation
insufficient causing high temp
problems
and pressure
4. Sediment
buildup
5. Facility water
pump failure

247 MG100 Rev C

Initial water
pressure at facility
side too high
Change settings
Setting changed
Difference of T8 & Check setpoint back to
124.8 01000000 Difference > 300° C accidentally or
T9 HH HSP09 and HSP10 HSP09 = 200° C
corrupted
HSP10 = 300° C
Instantaneous
overshoot during Attempt restart
shutdown
02000000 Check wiring per
interconnection
124.9 Electrical cable / diagram. Check
Exhaust air temp HH Output temp reads
T8 Exhaust > 800° C Faulty temperature connector or output temp with
correctly with Replace thermistor
measurement temperature sensor known input
known input
failure resistance or
replacement
thermistor
Water Flow < 45 Check facility flow Facility flow rate Repair facility flow
124.10 04000000 Water Flow LL
GPM rate insufficient rate
1. Facility valve
closed or not fully
open
2. FOD in water
supply system
Water flow Blockage in water
3. Site installation
reduction / system or boiler
problems
stoppage 4. Sediment
buildup
5. Facility water
pump failure
20000000 Water Leaks Find water leaks Correct leaks
124.11 High water Facility bypass Facility bypass
Water Temp HH
> 95° C temperature inlet valve failure valve leakage
Instantaneous
overshoot during Attempt restart
failure
High inlet exhaust Check output temp
temperature with known input Output temp reads
Failure of exhaust
resistance or correctly with Replace thermistor
inlet temp sensor
replacement known input
thermistor
Check wiring per
No power or control
Actuator failure interconnection
input to actuator
diagram

248 MG100 Rev C

Two or more of the
above error codes
are active. Error
124.12 Any other error code See above
codes combine to
form new error
code.
201 EGT Spread HH
Check integrity of
TC. Measure output
of TC with TC Replace with new
Damaged or worn
emulator or try TC
another TC in its
place
Reference IOM
EGT Reinstall TC per
Not installed manual procedure
201.1 Thermocouples not installation
correctly for proper
reading properly guidelines
installation
Not connected Check wiring Repair wiring
Repair harness
Swap connections
EC board or Safety connection on EC
Difference between from EGT 1 to EGT
board not reading or Safety board, or
X EGT1 and EGT2 is > 2. Check if either is
correctly replace either board
100° C reading incorrectly
as necessary
If delta EGT is high Liner not being
as well as low load, inspected or
201.2 Liner Failure borescope liner to replaced at Replace liner
determine if recommended
damage exists intervals
Replace coalescing
Pull injectors and filter. Assure fuel
Fuel injectors Contamination in
201.3 clean each with source is clean and
clogged fuel supply
alcohol dry per Capstone
specifications
Unburned fuel in Atomized fuel not Contact Capstone
201.4 combustor (Liquid possible to be to make control
unit only) drained by SOV4. modification.
203 IC Comm Fail
Reload software
Check software
Software corrupted and settings file if
203.1 versions, including
Communication Failure or incompatible not up to date or
Inverter code
X between inverter and corrupted
engine controller No synchronization Fiber cables Replace fiber
Check fiber
203.2 Paralleling issue between multiple damaged or cables and/or install
connections
units in parallel installed incorrectly correctly

249 MG100 Rev C

Check facility
No Start Permit communications
203.3
Signal wiring for start
permit lockout
Check Modbus wait
Modbus Wait time
203.4 time in HMI
not set properly
Maintenance mode
This fault will
Follow procedure
sometimes appear
MR1009 to See 413 Inv Module See 413 Inv Module
203.5 after Inv Module Flt IGBT Failure
determine if IGBT Flt Flt
or other Inverter
failure exists.
related faults
204 Oil I Temp HH
Check output temp
with known input Output temp reads
Replace oil temp
Thermistor bad resistance or correctly with
Oil temp thermistor
replacement known input
204.1 measurement
thermistor
system failure
Check for shorted
Thermistor cable Cable/harness Repair or replace
or open
failure shorted or open harness/cable
harness/wiring
Check filters, Dirty environment Change filters more
Clogged filter replace if dirty or or filters never regularly dependent
clogged changed upon environment
Check enclosure
Enclosure top Shutdown system
top rear exhaust to
Reduced cooling exhaust ducted until site reworks
204.2 verify separation
flow with bottom rear ducting to separate
Engine oil inlet from bottom rear
exhaust exhausts
temperature high high exhaust
X
limit Enclosure top Check enclosure Remove restriction
90° C (194° F) exhaust partially top rear exhaust or have site resize
blocked for clear path ducting
Check thermostat
204.3 Oil thermostat bad on side of tank with Thermostat bad Replace thermostat
known source
Check fan
operation while
running and Replace or repair
Cables/connectors
voltage at cables/connectors
to HEX fan bad
Oil HEX fan not connector on fan, as necessary
204.4
running then PE output
connector
Check if fan has
Oil HEX fan failed power but not Replace oil HEX fan
spinning

250 MG100 Rev C

PE not supplying Check connections
Replace fuse and/or
power to oil HEX from PE and F10
repair wiring
fan (10A fuse)
Check to verify oil
Oil pump not pump is providing Oil pump not
204.5 providing high Oil pump failing oil flow by building required Replace oil pump
enough flow installing in-line pressure
gauge
205 MCU Comm FL
Check that unit is
This is related to in Full remote
Repair facility or
the communication mode on all units.
Master Control Unit MCU Modbus or
205.1 X between the facility Also check Modbus
communication failure remote
(or MCU) and the connections and
connections.
MT's. power supply on
MCU.
206 Oil I Temp LLP
Check power from
autotransformer in
Permit fail. This Repair wiring or
No power to oil auxiliary power
206.1 Engine oil inlet indicates the oil replace fuse as
heater box. Check wiring
temperature low low warming cycle necessary
and fuse Fp2 (3A),
X permit timeout timed out and could
replace if blown
15° C (59° F) for 20 not achieve oil
minutes temp in time Attempt restart Wait until oil is
required. Extreme cold again or cycle within acceptable
206.2
temperatures pump in diagnostic starting
mode to heat oil temperature
207 Encl Temp HH
Check filters, Dirty environment Change filters more
Enclosure cooling
207.1 replace if dirty or or filters never regularly dependent
inlet filter clogged
clogged changed upon environment
Check power from
autotransformer in
Repair wiring or
Cooling fan not auxiliary power
207.2 Enclosure temperature No power to fan replace fuse as
turning on box. Check wiring
X high high limit necessary
and fuse Fp1 (10A),
100° C (212° F) replace if blown
Inspect
engine/recuperator/
Engine air/exhaust HRU for leaks and
207.3 Repair leaks
leaks in enclosure observation on
insulation of hot
leaks
212 Oil I Temp LL

251 MG100 Rev C

Check power from
autotransformer in
Repair wiring or
No power to oil auxiliary power
212.1 replace fuse as
heater box. Check wiring
necessary
and fuse Fp2 (3A),
Engine oil inlet replace if blown
temperature low low Check output temp
X limit. This fault usually with known input
Replace oil temp
212.2 indicates probe failure. Probe failure resistance or
thermistor
-35° C (-31° F) replacement
thermistor
Attempt restart Wait until oil is
Extreme cold again or cycle within acceptable
212.3
temperatures pump in diagnostic starting
mode to heat oil temperature
401 OVR
Over Voltage
Facility or Grid Download HSD and
401.1 X 576V (480V System)
voltage too high analyze conditions
520V (400V System)
402 UVR
Under Voltage
Facility or Grid Download HSD and
402.1 X 240V (480V System)
voltage too low analyze conditions
200V (400V System)
403 OFR
Grid or genset Check sine wave of
403.1 quality is bad for voltage at grid or
connection to PE. genset when OFR
Over Frequency PE100 measures occurs.
X Suddenly inductive
1Hz time between 0V OFR sometimes
load was connected
403.2 and 0V of sine wave occurs by noisy
by contactor or
voltage as sine wave of
breaker.
frequency. voltage.
404 UFR
Grid or genset Check sine wave of
404.1 quality is bad for voltage at grid or
connection to PE. genset when OFR
Under Frequency PE100 measures occurs.
X Suddenly inductive
1Hz time between 0V OFR sometimes
load was connected
404.2 and 0V of sine wave occurs by noisy
by contactor or
voltage as sine wave of
breaker.
frequency. voltage.

252 MG100 Rev C

405 Iso Detect Act
Isolation Detect Active

Download HSD and
405.1 X (grid loss)
analyze
0.3 sec
406 Iso Detect Pas
Isolation Detect
Download HSD and
406.1 X Passive (grid loss)
analyze
0.5 sec
407 DC Cur Detect

Utility voltage might
be 10% higher than
voltage of rated
output. Higher
utility voltage
makes a flat figure
on a top of sine
Download HSD and
wave.
analyze. Check
(Because PE needs Grid or genset
407.1 sine wave of
DC Component Output enough DC voltage quality is bad.
voltage at grid or
Current High - only for from inside PE to
genset.
Utility mode make high voltage
sine wave.)
When output current Then inverter
has DC component. control board
X This detection is recognizes the flat
needed to protect figure as DC
customer's facility component.
equipment Inverter control
board of PE100
0.5% of the rated calculates feedback
current for 0.3 sec operation with
using
analog circuit.
Inverter control Download HSD and
407.2
board analyze.
If the circuit (or
CPU) generates DC
component,
output current
might be having DC
component.
408 Phase Error

253 MG100 Rev C

Facility wiring Download HSD and Correct facility
408.1 X Utility phase error
incorrect analyze wiring
409 Voltage Error
Inconsistent Voltage
Download HSD and
409.1 X 20% of the rated
analyze
voltage
410 Phase Rot Fail
Facility wiring Download HSD and Correct facility
410.1 X Utility phase error
incorrect analyze wiring
411 Out OCR
Output Over Current -

Only for Utility Mode Motor inrush
Load demand too Download HSD and
411.1 X exceeding current
high analyze
115% of the rated limitation
current for 0.5 seconds
412 Overload

254 MG100 Rev C

Output Current too high

- only for Island Mode
Signal from CT goes to

A/D (analog to digital)
converter.
Then digital data goes
to CPU. Motor inrush
Load demand too Download HSD and
412.1 X Next, this data goes exceeding current
high analyze
through filter (average) limitation
of software.
Finally this data is used
as monitoring, overload
and OCR.
150% of the rated

current for 5 seconds
413 Inv Module Flt

Inverter
Download HSD and
413.1 communication
analyze
failure
Insufficient
IGBT Driver Module
X Perform IGBT grounding per
Fault Correct facility
status check to manual or
413.2 IGBT failure grounding and/or
determine if standalone
connection issues.
damage exists installation without
neutral connection.
415 Inv Curr HH
Inverter Current High Fiber cable has
Download HSD and
High Limit loose connection,
analyze. Check Fiber cables Replace fiber
415.1 or the cable is de-
cable and all damaged cables.
Measured by a CPU in rated due to
connections
the inverter which takes damage.
input from the CT on 2 MTG's out of When the fault
X
the microturbine synchronization High inductive or happens, is there
output. A very fast capacitive load any load switch
Correct facility
415.2 comparator measures switching on-off on/off action?
issue
this signal from the CT from an external Collect HSD and
and if the level exceeds breaker Start/Stop Data,
500A, a 'High' signal is right after fault

255 MG100 Rev C

sent to the CPU that occurs.
this level has been
exceeded, even if for a
very short period of
time (ms). Not collected
by HSD.
Try installing a
This detection is useful current limiting
for detecting short- resistor to limit the
circuit in output of PE. inrush when
closing this
> 500A breaker, it will limit
the initial current
from the load and
If the facility
after a short
High inductive or breaker for the MTG
starting period, this
capacitive load is being closed
resistor must be
415.3 switching on-off after the inverter is
bypassed.
from an external in generation mode,
Start the
breaker inrush may exceed
microturbine in
500A.
Gen Manual mode.
Then close the
facility breaker to
allow the load to
settle out. Then
switch the
microturbine into
generate mode.
Facility Over-
Check facility Correct facility
415.4 voltage relay
interconnection issue
shorted to GND
Are both units
running with latest
hardware and
software? INV
board, EC board
Hardware and Hardware and
and voltage Install latest
415.5 software software
detection board software versions
compatibility issue. compatibility issue.
must be good and
compatible. Collect
HSD and Start/Stop
Data, right after
fault occurs.
417 Sub Inv C HH
Start Inverter Current Assure all battery
Tighten battery
417.1 X High High Limit Loose battery cable connections are
cable
tight

256 MG100 Rev C

Occurs during battery The current is
start boost phase measured by a
Check connection
current transducer
CN7 on Inverter Loose connection Repair connection
> 60A in the start inverter
board.
Loose connection and fed to the
417.2 This is detected by a on Inverter board or inverter board.
high speed comparator Hall encoder card. DCBLM Curr HH is Check connections
so it's very fast and also when the to hall encoder
can't be seen in the boost current of the card. Re-time or
HSD. start inverter is too replace board if
high necessary.
Remove engine
Engine is drawing
Turbine not rotating inlet and attempt to
417.3 too much current
freely. rotate rotor by
on the startup.
impeller blades.
417.4 Exciter shorted out Replace exciter box
421 DC Link V HH
Unit not properly
Download HSD and
421.1 configured for
analyze.
utility start.
Incompatible Update software
421.2 DC Link Voltage High
software versions code
High
X Voltage after Boost, Can occur during

before Start Inverter parallel island
> 950 VDC mode, when Download HSD and
421.3
for > 0.5 sec attempting to start analyze.
via utility mode
from other unit.
422 DC Link V LL
DC Link Voltage Low Unit not properly S57 is not set to Check S57.
422.1 X Low configured for utility start when Change to 1 for Setting corrupted
utility start. utility is present. utility start. 0 for

257 MG100 Rev C

Voltage after Boost, battery start
before Start Inverter
< 740 VDC (480V
Incompatible Update software
422.2 system)
software versions code
< 625 VDC (400V
Can occur during
system)
parallel island
for > 0.5 sec
mode, when Download HSD and
422.3
attempting to start analyze.
via utility mode
from other unit.
424 PT Sensor Fail
Voltage (Potential)
Download HSD and
424.1 X Sensor failure detected
analyze
by Inverter Controller
425 Inv CPU Fail

Can happen with
disturbance into
signal ground of
Download HSD and
the board. Also if
analyze.
CPU fail is when technician's laptop
Inverter Controller CPU Disconnect
425.1 X CPU restarts from is connected to EC
failure external laptop
watchdog timer. board and there is
from AC adapter
an AC power
and attempt restart.
supply connected
to computer. This
can induce noise.
428 Outside Fault
Any fault that
occurs which is
"outside" of the PE.
Usually follows
This may include Diagnose the fault
External Input failure - another fault which
428.1 X the Safety system that appears with
Outside of Inverter occurs outside of
or HRU system the Outside Fault.
the PE.
since they utilize
independent
processors.
429 Starter Cur HH
Start Inverter current
Download HSD and
429.1 X High High Limit
analyze
> 40A
431 Starter Fail

258 MG100 Rev C

The hall effect
sensor is critical in
that the exact
position of it is
used to produce a
current created by
Download HSD and
the rotation of the
analyze. Check the
alternator
sensor board and
431.1 (magnetic field). If
the cable, make
this board’s
sure cable or board
position is modified
is not damaged.
even slightly, the
speed of the engine
cannot be
Hall effect sensor accurately
X
position incorrect measured and this
fault will appear.
The board is held
into place by 3
screws. If any of
these screws are
loose, the board
may turn out of
Re-time the engine
431.2 position and that
using MR1019
may be the reason
for the 431 fault.
Do not modify the
position of the
board if the screws
are tight.
435 DC Bus V LL
DC Bus Voltage Low
Low Voltage output
Download HSD and
435.1 X from rectifier after
analyze
alternator
< 550V for 0.5 sec
437 Leak Current
Phase imbalance at
Download HSD and
437.1 output detected by
analyze
AC current leakage - internal ZCT
difference between Repair system
X output and return Check system grounding per
437.2 Grounding Noise
current grounding Capstone IOM
> 60 mA manual.
Short between GND Check output
437.2 Correct wiring
and any phase cables at TB7

259 MG100 Rev C

Check facility
Correct wiring
wiring connections
DCBLM
Phase order of the
Engine speed encoder alternator cables is Check alternator
No engine rotation Correct wiring
card failure. not connected wiring to PE
correctly
PE100 checks the
Check wiring
ordering of 3 speed Phase order of the
between encoder
signals (from 'level signal wires
card and TB9.
from L to H') between PE100 and
Reference Correct wiring
the speed hall
Capstone
**Power line. sensor board is not
interconnection
TB1-1,2,3 (Ua,Va,Wa) connected
diagrams.
correctly.
**Signal line. Make sure screws
(sensor board)-(TB9- Retime encoder
Timing of engine is which hold card in
2,3,4)-(JB1-2,3,4) card according to
not correct place for timing are
MR1019 procedure
tight.
DCBLM 2
Remove engine
inlet and attempt to If rotor rotates
No engine rotation
Engine speed encoder rotate rotor by freely, replace card.
card failure. impeller blades.
Poor connection
PE100 checks the between..
ordering of 3 speed Using a multimeter,
(sensor board)- If connections are
signals (from 'level check for
(TB9-1,2,3,4,5)- correct, replace
from L to H') continuity between
(JB1-1,2,3,4,5,CN2)- card.
all points.
(Inverter control
**Power line. board-CN1).
TB1-1,2,3 (Ua,Va,Wa) Using a multimeter,
Power source of
check for
**Signal line. signal from inverter If connections are
continuity between
(sensor board)-(TB9- control board is not correct and power
all points. Also
2,3,4)-(JB1-2,3,4) available. is present, replace
check for +15V
(There is no 15V in card.
between pins 1 and
JB1-1,5)
5.
TABLE 9.7 FAULT DIAGNOSTIC TREE

260 MG100 Rev C

301 Start Perm FL
Oil Temp Low < 10° See 206/212 Oil I
301.1
C (50° F) Temp LL
301.2 Battery voltage low See 105 Batt Volt LL
Start Permission System not Check output temp
Start Failure - something is permitted to start with known input Output temp reads
Replace oil temp
Lockout alarmed and not due to one or more resistance or correctly with
thermistor
allowing a start faulty conditions T2 Temp High replacement known input
301.3
50° C (122° F) thermistor
Inlet air temp Turbine inlet air
exceeded for limitation is 50° C
turbine. (120° F)
303 Encl Temp H
Enclosure temperature
See 207 Encl Temp
303.1 high alarm
HH
> 90° C (194° F)
304 EGT Spread H
Difference between
See 201 EGT
304.1 EGT1 and EGT2 is >
Spread HH
90 °C
305 Batt Volt L
Battery voltage low
305.1 alarm See 105 Batt Volt LL
< 21 VDC
306 EGT H
Exhaust gas
temperature high
306.1 See 103 Overtemp
alarm
> 655° C (1211° F)
307 Oil I Temp H
Oil inlet temperature
See 204 Oil I Temp
307.1 high alarm
HH
80° C (176° F)
309 Util Volt FL
Utility voltage failure -
See 409 Voltage
309.1 no utility voltage in
Error
Grid-tie mode
313 Speed H
Engine speed high
313.1 alarm See 102 Overspeed
> 72,000 rpm
314 Speed L

261 MG100 Rev C

Engine speed low
314.1 alarm See 120 Speed LL
< 65,000 rpm
315 Oil I Temp L
Oil inlet temperature
See 206/212 Oil I
315.1 low alarm
Temp LL
< 15° C (59° F)
316 EEPROM FL
316.1 Checksum incorrect
420 Battery Low
Battery voltage low
420.1 alarm See 105 Batt Volt LL
< 21 VDC
TABLE 9.8 ALARM DIAGNOSTIC TREE
9.5 DIAGNOSTIC REFERENCE MATERIALS

This section contains schematics of the control connections for the TA100 to assist in the diagnostics of issues.
These schematics provide the details of the connections from the system controller to the instrumentation and
controls.

262 MG100 Rev C
FIGURE 9.1 TA100 CONTROL CONNECTIONS SCHEMATIC (non-CE)

263 MG100 Rev C
FIGURE 9.2 TA100 CONTROL CONNECTIONS SCHEMATIC (CE)

264 MG100 Rev C
FIGURE 9.3 TA100 CONTROL CONNECTIONS SCHEMATIC (LIQUID FUELED)

265 MG100 Rev C
9.6 GAS SAFETY SYSTEM

This section is intended to characterize the operation of the Gas Safety system in
the TA100 system with Densan Power Electronics. Figure 9.4 below is a depiction
of the safety control board. Figure 9.5 is a fault tree to be used for diagnosis of a
safety system fault on the TA100.
FIGURE 9.4 SAFETY CONTROL BOARD BLOCK DIAGRAM

266 MG100 Rev C
FIGURE 9.5 SAFETY CONTROL BOARD FAULT TREE
9.6.1 Safety Control Board Faults

267 MG100 Rev C
All of these faults, when encountered will generate a Safety Fault. In all cases, the
shutoff valves (SOV) will close when this level is exceeded or out of range.
Gas leak detection in enclosure. See below for further information.

EGT over temperature detection
Engine over speed detection
EGT, CJC (Cold Junction Temperature) out of range detection
ADC reference voltage incorrect detection
Difference of CPU’s safety output detection
Difference of safety output detection between CPU1 and CPU2
Heart-Beat cross check between CPU1 and CPU2
Memory error detection
EEPROM error detection
CPU error detection
Comparison between the value of CPU1 and CPU2. See below for further
information.
Illegal LIC (Loop in Control) detection from Engine Control Board
Gas safety monitoring System (GSMS). See below for further information.
Over voltage / Under voltage detection
Communication Timeout
Speed Sensor error detection
ROM error detection
9.6.1.1 Gas leak detection in enclosure

A dual sensor gas detector is placed in the enclosure as the primary detection
device for this fault and will shutdown the system if gas levels are detected in
either the upper or lower compartment. The use of a Gas Safety Monitoring
System (GSMS) will also mitigate the possibility of the system putting fuel gas into
the engine when a blowout has been detected.
The entire enclosure compartment is force ventilated by two separate ventilation

fans to preclude buildup of gas under normal circumstances. The engine control
logic used by Capstone in this system is designed to prevent engine combustor
blowout with the use of adaptive control logic to prevent the combustor from
blowing out when it is in areas of marginal stability during operation.
9.6.1.2 Comparison between the value of CPU1 and CPU2

The gas valve will shut off when an unusual state is carried out. Analog values
and timer values in the two CPU are compared to each other through the
communication port, and if the differences exceed certain limits, it will enter into
Lockout mode. Communication and comparison processes will be executed once
or more per second. The values for comparison are:
Engine Speed

268 MG100 Rev C
CJC (Cold Junction Temperature)

Reference Voltage
Purge Timer
Ignite Speed Timer
EGT3
GSMS Loop
LIC (Loop in Control)
9.6.2 Gas Safety Monitoring System (GSMS)

The Gas Safety Monitoring System (GSMS) is safety control logic designed to
provide system safety control before and during operation of the system. It has
input fault information from the Engine and CHP control system as well as system
faults logic. Figure 9.6 illustrates the basic logic assumed in the GSMS. The
following sections describe what logic is used by the system to demand a system
shutdown during each control logic section during operation of the unit. Any
shutdown faults detected by other means will always generate a shutdown
command. The GSMS system has a completely isolated electronic control to
provide redundant detection of faults. Redundant speed signal and exhaust gas
temperature signals are provided to the GSMS system as shown in Figure 9.7.
See Table 9.9 for the various parameters that can cause faults and the limits for
those parameters.
Speed Speed
increases drops to Alternator Transition to
to purge ignite Fuel Valve Ignition spin energy synchronous
speed speed opens Detected drops to Zero speed
Idle Ignite Electrical Chemical Running
state Purge Speed Ignition accelerate accelerate mode
Any S/D Any S/D faults Any S/D faults Any S/D faults Any S/D faults Any S/D faults Any S/D faults
faults detected detected detected detected detected detected
detected OR OR OR OR OR OR
Minimum Ignite speed EGTDOT < 10 EGTDOT < - 15 NG < Ngpeak – NG < NG
Purge speed outside limits DegC /sec for 9 DegC /sec 3000 synchronous –
not achieved OR seconds For 1.5 sec 8000 Rpm
OR EGT rise AND
Max Purge before ignition EGTDOT < - 15
speed exceeded command DegC /sec for 2
OR OR seconds
Minimum Purge Exceed time limit
time not achieved
System
put in wait
state till
Manual
reset
System
Start
Permission
state OK
FIGURE 9.6 GSMS LOGIC FLOW DIAGRAM

269 MG100 Rev C
TB9
CN1 CN2 CN1 CN21 CN9
+15V 1 +15V +15V S2+
1 1 1 1 1 1
S1 2 S1 S1 Inverter S2-
2
Speed 2 2 2 2 2
S2 3 S2 JB1 S2 Control S3+ Safety
3 3 3 3
Encoder S3 4 S3
3
S3
3
Board S3- Board
4 4 4 4 4
Card 0V 5 0V 0V
4
5 5 5 5 5 5 1 2 3
SHLD 6 SHLD CN4
6 6
CON2
RED + 7
EGT#3
BLK - 8
(For GSMS) SHD 9
FIGURE 9.7 GSMS SENSOR INPUT DIAGRAM

270 MG100 Rev C
9.6.2.1 Purge loop shutdown demand detect logic

A shutdown command will be generated if any of the following conditions are
encountered:
Minimum purge speed is not achieved
Maximum purge speed is exceeded
Minimum purge time at minimum purge speed is not achieved
9.6.2.2 Ignite speed loop shutdown demand detect logic
encountered:
Ignite speed outside of limits
Time to reach ignite speed is exceeded
EGT rise before ignition command is observed
9.6.2.3 Ignite loop shutdown demand detect logic
encountered:
EGT does not rise 10° C above the initial ignite loop EGT after 9 seconds. Nine
seconds is allowed since the fuel valve is ramped during this segment to find the
break point of the fuel valve.
9.6.2.4 Electrical accelerate loop shutdown demand detect logic
A shutdown command will be generated if the following condition is encountered:
The EGT rate of change (EGTDOT) is sustained below –15° C/sec for more than
1.5 seconds. This timer prevents false detects from noise. This would detect
flameout of the combustor by physical drop of turbine exhaust gas temperature.
9.6.2.5 Chemical accelerate loop shutdown demand detect logic
A shutdown command will be generated if the following condition is encountered:
Speed (NG) drops lower than 3000 rpm below the peak level achieved during this
portion of the start. This would detect flameout of the combustor by detection of
rotor deceleration.
9.6.2.6 Run loop shutdown demand detect logic
A shutdown command will be generated if both the following conditions are
encountered:
Speed (NG) is lower than 8000 rpm below synchronous speed. This would be
indicative of either an onload or combustor blowout if detected by itself.
EGT rate of change (EGTDOT) is lower than -15° C/sec for more than 2 seconds.
This persistence prevents detect from noise.
The combination of both the EGT rate of decrease and the speed drop would
indicate a combustor blowout condition is existent. The Capstone engine control
logic has special blowout prevention logic during operation periods when the
system is marginal in combustion stability.

271 MG100 Rev C
TABLE 9.9 GAS SAFETY LIMIT PARAMETERS
9.6.3 Gas Safety System Start Permission

The following rules will be applied to determine start permission state of the
system. The CHP system will be included in this permissive selection.
9.6.3.1 Enclosure Temperature
Temperature in the enclosure must be below the yellow limit temperature specified
in the control system before starting.
9.6.3.2 Gas Detector
No start permission will be granted if there is an indicated fault from the gas
detector system.
9.6.3.3 HRU system (from optional CHP control)
The CHP control is separate from the System controller and the GSMS. The CHP
control will send a fault signal to the system controller to prevent the system from
allowing permission to start. This shall be a single fault signal (from the 4 below)
and will prevent the system from either starting or running. If the system is
running, a fault signal from the CHP control will require a shut down of the system.
9.6.3.3.1 Water Temperature Fault (from optional CHP control)
Water temperature must be above the freezing point of the liquid. This is assumed worst
case of no anti-freeze mixture. Also, fluid temperature must be below the level of
boiling.
TWHRI1 >= Fluid freezing point temperature (0° C / 32° F Nominal)

272 MG100 Rev C
TWHRE1 <= Fluid evaporating temperature (100° C / 212° F Nominal)

9.6.3.3.2 Water Pressure Fault (from optional CHP control)
Water pressure in the boiler system must not be above the limit pressure level. The
pressure switch in the water outlet pipe from the optional HRU will detect this.
PWHRE1 <= 999.7 kPa (145 psig)

9.6.3.3.3 Water Flow Fault (from optional CHP control)
Water flow meter must be confirmed to be within a reasonable range of flow. (TA100
CHP optional configuration)
FTWHRI >= 38 Liters/minute (10 GPM)

FTWHRI <= 322 Liters/minute (85 GPM)
Flow switch will confirm if there is too low or no flow in the water system.
9.6.3.3.4 Bypass Damper Fault (from optional CHP control)
Bypass damper must be in full bypass mode for startup.

273 MG100 Rev C

FIGURE 9.1 TA100 CONTROL CONNECTIONS SCHEMATIC (NON-CE) ................... 263
FIGURE 9.2 TA100 CONTROL CONNECTIONS SCHEMATIC (CE) .......................... 264
FIGURE 9.3 TA100 CONTROL CONNECTIONS SCHEMATIC (LIQUID FUELED) .... 265
FIGURE 9.4 SAFETY CONTROL BOARD BLOCK DIAGRAM .................................... 266
FIGURE 9.5 SAFETY CONTROL BOARD FAULT TREE ............................................ 267
FIGURE 9.6 GSMS LOGIC FLOW DIAGRAM ............................................................. 269
FIGURE 9.7 GSMS SENSOR INPUT DIAGRAM ......................................................... 270

TABLE 9.1 EMERGENCY SHUTDOWN FAULT CODES ............................................ 228
TABLE 9.2 NORMAL SHUTDOWN FAULT CODES.................................................... 229
TABLE 9.3 INVERTER CONTROL FAULT CODES .................................................... 231
TABLE 9.4 SYSTEM ALARM CODES ......................................................................... 232
TABLE 9.5 HRU FAULT CODES ................................................................................. 233
TABLE 9.6 “LOOP IN CONTROL” DEFINITIONS ........................................................ 234
TABLE 9.7 FAULT DIAGNOSTIC TREE...................................................................... 260
TABLE 9.8 ALARM DIAGNOSTIC TREE..................................................................... 262
TABLE 9.9 GAS SAFETY LIMIT PARAMETERS ......................................................... 272

274 MG100 Rev C
SECTION 9 GLOSSARY
Term Definition
DC Direct current
I/O Input/Output
KW Kilowatt

Synchronizing

275 MG100 Rev C
10 FACILITY CONTROL INTEGRATION

There are several types of facility integrations that require communication and
control from the facility control system. These integrations are:
Remote monitoring requirement (single unit or arrays of units)
Mode switching requirement
Multiple unit array island mode operation
Array scheduling requirement
Facility load following requirement
This section will review the communications and interconnections required to

integrate the unit(s) into a facility to enable the units to function in unison with the
facility control system to meet the requirements of the integration.
10.1 REMOTE MONITORING AND CONTROL
The user can access the TA100 to monitor operation data and status or provide
control commands via an RS485 connection. MODBUS protocol is used for
communication. Detailed hardware and software interface information for the
MODBUS communication is in Section 5.15 Communications Connections and
Section 7.5 System Communications.
The BMS and all TA100 units need to be connected to the same MODBUS cable,
a three conductor cable with the forth conductor as shield. The TA100 MODBUS
shield connection for each unit, TB9-pin10, should not be connected together via
the cable shielding conductor.
The BMS system can also communicate with each TA100 via the hardwire
connections described in Section 5.15.
10.2 POWER OUTPUT MODE SWITCHING
Dual mode operation of the TA100 microturbine systems provides the capability to
run both in utility-tie mode and voltage stand-alone mode. With commands
generated by a Building Management System (BMS), one unit or an array of units
has the capability to transfer from utility-tie mode to stand-alone mode during a
power failure or when isolated from the grid. This transfer of generating mode can
be completed in less than 15 seconds. After the utility power returns, the units can
be commanded to transfer back to utility-tie mode and start generation in current
mode. The BMS will have to be programmed to:
Send a command to the isolation switch(es) to isolate the TA100 units from the
utility service
Provide a signal to switch off all loads
Switch TA100 units into stand-alone voltage mode
Command the TA100 units to generate power in island mode
Provide commands to enable customer loads to be sequenced on
After the utility power returns, the BMS will have to determine if the utility is stable.
Once the utility is found to be stable, the BMS will:

276 MG100 Rev C
Stop TA100 generation

Provide a signal to connect all the customer load to the utility again
Switch the TA100 units to utility-tie current mode
Command the TA100 units to generate
10.2.1 FACILITY HARDWARE CONNECTIONS

The typical wiring for both a single unit installation (Figure 10.1) and a multiple unit
installation (Figure 10.2) are shown below. There are four BMS controlled relays
in the system.
Utility
Utility Signal: Utility Fail; Utility back; Pre-close warning

Protective
Master
Relay KP
Control Unit
Optional Power Transducer for
Load Following
PT
K1 400/480V Power Bus
ModBus Line
(RS485)
MCU
MCU Neutral KN
Breaker
MCU
K2
TA100
Unit
UPS
GBC
EXT POWER
CONNECT
Normal Load
ISOLATED
LOAD
N/L-1 N/L-n
FIGURE 10.1 SINGLE TA100 UNIT WITH DUAL MODE SWITCHING

277 MG100 Rev C
Utility
Utility Signal: Utility Fail; Utility back; Pre-close warning

Protective
Relay KP Master
Control Unit
Optional Power Transducer for ModBus Line
Load Following (RS485)
PT Optical Fiber
K1 400/480V Power Bus
Sync. Signal
MCU
MCU
Neutral
MCU Neutral KN
KN
Breaker
Breaker
K2 MCU UPS
TA100 TA100
Unit #1 Unit #N
EXT POWER GBC GBC

CONNECT
Normal Load
ISOLATED
LOAD
N/L-1 N/L-n
FIGURE 10.2 MULTIPLE TA100 UNITS WITH DUAL MODE SWITCHING
1. Utility protective relay KP. This relay is usually a utility provider required device to
protect the grid from the microturbine system back-feeding power to the utility
after a utility power failure. This relay is used to inform the BMS whether utility
power is normal or failed via a relay dry-contact output.
2. Isolation Relay K1. This relay is controlled by the BMS. It opens upon a utility
failure, and closes after the BMS is ready to connect all the TA100 units back to
the utility. If the BMS will be commanding the enabling of the protective relay, K1
can be eliminated.
3. Emergency Load Relay K2. This relay controls the load closure of the system
against the bus for the emergency load system. This load must be controlled by
the BMS to not overload the units with full step loads.
4. TA100 Neutral Relay KN. KN switches off the TA100 neutral lines in utility-tie
mode. The neutral line must be connected for the units to run in stand-alone
mode. This relay closes or opens the neutral line connection based upon
operating mode. (Note: Maximum neutral current is 200A for TA100 MT. KN
could be a 70A 3-phase relay with 3-phase shorting together or a 3-phase 200A
relay to handle 3 units together. The relay control coil should be powered by
external power supply.)
There will be a short interruption in power generation during the TA100 mode
transfer. This will be less than 15 seconds during the transition from utility-tie to
voltage stand-alone and less than 1 second during the transition from voltage
stand-alone back to utility-tie. During such a power gap, an external power supply
is necessary if the TA100 systems have optional internal Gas Boost Compressors
(GBC). NOTE: If the desire is to complete a non-shutdown transfer to the other

278 MG100 Rev C
mode for all the units in a multiple unit installation, the external power must be
sized large enough to support the GBC’s for all the units and that supply will have
to be wired to each unit’s external power input connection. If the facility mode
transition can allow all but one unit to shutdown and restart, then at least one
TA100 unit in the array is required to have external power connected to the
external power connection on the TA100. This one unit will mode switch without
shutting down and then the remaining units in the array can use the power from
this unit to provide GBC and start power to bring them back online.
10.2.2 REQUIRED BMS COMMANDS FOR MODE SWITCHING

Upon a utility power failure, the BMS should be programmed to perform the
operations below in the time sequence shown. This will allow the TA100
system(s) to switch from utility mode into voltage island mode. There will be up to
15 seconds of power interruption (depending upon the number of units in the
array).
TIME (sec) EVENT
-1.00 System in utility-tie mode
0.00 Utility Failure, protective relay KP "OFF"
0.01 BMS receives utility fail signal from KP
BMS and TA100 units detect utility fault. TA100(s) stop generation but
0.02 turbine continues to run at no load.
Wait for BMS defined N seconds, to make sure this is not a brief utility
0.02 + N fault.
BMS send signal to turn off all load.
K1 set to “OFF”, K2 set to "OFF". TA100 units isolated from load.
Neutral Relay of every unit KN set to “ON”.
0.02 to 0.50+N All units receive utility failure information from BMS.
All units receive "STOP GENERATION" command from BMS.
0.60 + N All units stop generation, engines will keep running.
1.00 + N BMS polls all units to confirm all units stopped generation.
1.50 + N BMS sends "CHANGE MODE" command to every unit.
BMS polls all units to confirm all units switched to VOLTAGE ISLAND
2.00 + N mode.
BMS sends "GENERATION" command to unit#1.
BMS sends "GENERATION" command to unit#2. And every 0.5 second
2.5 to 11 +N interval, BMS turns on one additional unit. If one unit failed continue.
11.5+N BMS sends "GENERATION" command to unit#20.
13.00+N BMS polls every unit to make sure voltage and current are normal.
BMS sets K2 to "ON".
13.50+N Mode switch successful.
TABLE 10.1 TRANSITION FROM UTILITY TIE TO STAND ALONE

279 MG100 Rev C
When the system is running in voltage island mode, and the utility returns, system
will switch into utility-tie mode automatically according following operation logic.
TIME (sec) EVENT

-1.00 System in voltage/island mode. KP and K1 both are in "OFF" position.
When the protective relay KP is in “ON” position that indicates "Utility
0.00 Return". K1 is held in “OFF” position.
Normal Load will be powered up immediately.
T_DLY is the utility required waiting time before the microturbines can go
online after utility returns. BMS sends "STOP Generation" command to all
T_DLY TA100 units.
GBC will be powered by external power during transfer.
BMS polls all units to confirm all units stopped generation. The internal
contactor of every unit opens. The turbines continue to run at No load
T_DLY+1.0 condition.
BMS switches Neutral Relay KN of 3P4W units to "OFF"."
T_DLY + 2.0 BMS transfers Load to Utility. K1 "ON", K2 stays in "ON” position.
Emergency load has 2 seconds power gap during the transition. UPS for
GBC bypassed again after K1 is set to "ON".
T_DLY+3.0 BMS polls all units to confirm utility is very stable.
T_DLY+4.0 BMS sends "MODE CHANGE to UTILITY" to unit #1.
T_DLY+ 4.5 BMS sends "MODE CHANGE to UTILITY" to unit #2.
BMS keeps sending "MODE CHANGE to UTILITY" command to one unit
T_DLY+(5~22) every 0.5 second. (The maximum is 22 seconds for 20 units.)
T_DLY+(5~22) BMS may go into load following mode or constant power command or max
+1 power with the unit(s) running EGT following control.
TABLE 10.2 TRANSITION FROM STAND ALONE TO UTILITY TIE
NOTE: T_DLY allows the system to be programmed according to local installation

requirements to allow the system to delay generating power back on the grid
after the grid is recognized as returned. This delay should be programmed
into the BMS system.
10.3 UNIT ARRAY ISLAND MODE PARALLELING

The installation of Capstone supplied sync boards into the BMS will allow island
mode paralleling of up to 20 TA100 units. There will be two (2) fiber optic cables
run to each unit from the sync boards in the integrated BMS. This will provide the
most robust level of communication so that no unit will directly impacts the other
units if it is offline. The BMS will have to integrate the paralleling sync boards that
allow the fiber optic cables to connect the units to a common sync point. Each
board will parallel 5 units and these boards can be tied together so that up to 20
units can be paralleled in an array and operate in island mode.
10.3.1 MULTIPLE ARRAYS TIED IN PARALLLEL

280 MG100 Rev C
Figure 10.6 shows two arrays of TA100 systems that are operating in arrays.
These two arrays may be connected to load busses that are switched together and
the entire set of systems may operate as a single array or two independent arrays.
Tying the two controlling BMS systems together by linking their synchronization
boards provides this capability. This will allow for shutdown of systems for
maintenance while carrying near full loads and will also allow for higher loads on
one service to be carried by adding the other array to the system. The switch (S1)
may be opened at any time as long as the loads on the bus do not exceed the
capability of the TA100 systems operating on that bus. The facility is required to
monitor the voltage waveform of both sides of the S1 contactor. The facility is only
allowed to close the contactor (S1) if the waveforms are consistent between the
two busses. The reason for monitoring is to prevent the facility from closing the
contactor if that communication has a problem and the waveforms being out of
phase. This could damage the TA100 systems. If the two BMS systems are
connected with the required cable (Capstone P/N: 804374, Harness-Sync Board
Communication.) and there is no problem with this communication, the waveforms
will be the same. Note: The site needs to provide length information for cable
804374 in the specific installation and special order this cable from Capstone.
If one or more units are operating and generating in one array and the other array
is connected on the load bus, when units in the non-generating array are started,
they will not generate for 60 seconds. This is a safety feature for paralleling mode
on the same load bus.
The maximum fiber optical cable length from the BMS system to each TA100 is 50
meters. All cables from the BMS or SCADA system need to be installed inside
water resistant conduit.
MCU#1 MCU#2
Array #1 Array#1 Array#1 Array#1 Array#1 Array #2 Array#2 Array#2 Array#2 Array#2
MT#1 MT#2 MT#3 MT#4 MT#5 MT#1 MT#2 MT#3 MT#4 MT#5
K1 K2 K3 K4 K5 K6 K7 K8 K9 K10
S1
LOAD 1 LOAD 2
Fiber optic cables pair

Output Power Cables
FIGURE 10.3 MULTIPLE TA100 ARRAYS WITH LOAD BUS CONNECTION

281 MG100 Rev C
10.4 UNIT ARRAY SCHEDULING

The site BMS can be programmed to communicate commands to the array of units
at the site to effectively manage the power output of the array to improve the
efficiency of the operation or reduce downtime of units. This section will provide a
discussion of the various types of scheduling that are commonly used with the
TA100 systems.
10.4.1 ELECTRIC SCHEDULE SCREEN

To schedule the TA100 systems for electrical demand requires either a known
demand schedule for the facility or a slow change in the demand over a 24 hour
period. Electrical scheduling differs from Load Following in that the scheduling
function is used to maximize the efficiency of array of operating units. The
schedule must take into account the reserve necessary for the correct number of
units online and the load transients expected during operation. The simplest form
of this scheduling is to shut down units until the running reserve power is enough
to cover any load transients that could occur during operation. The other thing to
consider while using this scheduling is the power derate of the TA100 due to
higher inlet temperatures.
10.4.2 THERMAL SCHEDULE SCREEN
To schedule the TA100 systems based upon a thermal schedule (using units with
the optional HRU) the schedule typically uses a similar algorithm to electrical
scheduling except taking into account the facility thermal demand over time. This
scheduling will have to be tied to the electrical scheduling since higher output
electrical power will be required to produce higher levels of thermal output energy.
10.4.3 DAILY SCHEDULE

The daily scheduling algorithm is very simple. It simple repeats a standard
schedule for 24 hours again and again. This type scheduling works fine for 7 day
a week operations that require load variation during the period of operation.
10.4.4 WEEKLY SCHEDULE
This type of scheduling is an advanced version of the daily schedule in that it
allows for 5 day weeks of facility operation or any variation of week scheduling.
10.5 FACILITY LOAD FOLLOWING
Optional load following functionality is necessary if the utility company does not
allow power to be generated onto the grid from the microturbine. If the power
transducer (Capstone PN 800786) and associated current transducers are used,
the BMS can monitor the power flow between the utility network and facility and
automatically adjust the TA100 power output to prevent flow of power from the
facility back onto the utility network. For balanced 3-phase customer loads, one
current sensor must be installed at the connection point between the utility network
and customer facility. For unbalanced 3-phase loads, three current sensors are
needed. The size of the current sensor is site specific, and needs to be selected
according to the maximum power flow from the utility. (Contact Capstone

282 MG100 Rev C
engineering for the specification and vendor information regarding compatible

current sensors) For safety, the kit (PN 800876) includes a fused isolation box
that is required to be installed between the current sensors and the BMS. This
allows the service technician to isolate the utility lines from the BMS for service or
maintenance. The BMS can adjust the commanded output of the TA100 over
Modbus to adjust for the actual facility load and prevent export of power to the grid
with this system.

283 MG100 Rev C

FIGURE 10.1 SINGLE TA100 UNIT WITH DUAL MODE SWITCHING........................ 277
FIGURE 10.2 MULTIPLE TA100 UNITS WITH DUAL MODE SWITCHING ................. 278
FIGURE 10.3 MULTIPLE TA100 ARRAYS WITH LOAD BUS CONNECTION ............ 281

TABLE 10.1 TRANSITION FROM UTILITY TIE TO STAND ALONE ........................... 279
TABLE 10.2 TRANSITION FROM STAND ALONE TO UTILITY TIE ........................... 280

284 MG100 Rev C
11 ILLUSTRATED PARTS BREAK DOWN

11.1 ENGINE / OIL TANK ASSEMBLY
Part
Item Number Qty Description
1 800508 1 ASSY-OIL TANK-WELDED
2 800819 1 ASSY-ENGINE
3 150049 1 PUMP-LUBE
4 316011 1 PIN-SPRING STEEL-3/32 DIA X 1/2
5 306058 2 O-RING-.739ID X .070CS-AS568-018
FERRULE-WIRE-14 AWG-INSULATED-
6 128038 3 BLUE
7 150005 1 FILTER-OIL-3 MICRON
8 800474 1 MANIFOLD-OIL FILTER-PIPING
9 120026 1 SWITCH-PRESSURE-ACTIVATES @ 45
285 MG100 Rev C
PSI-OIL
10 326004 1 THERMOSTAT-110 DEG.
HEATER-IMMERSION-OIL-3/8 NPT-500W-
11 800753 1 230V
12 152010 1 HOLDER-FLAT CABLE TIE-1" x 1"-NYLON
13 210205 1 UNION-1/4 TUBE X 1/4 TUBE-SS
FITTING-MALE CONNECTOR-1/2 TUBE
14 210185 3 TO 3/4-16UNF
15 210032 4 CONNECTOR-HOSE END-PUSH ON
16 302016 6 SHCS-1/4-28-2B-ZINC PLATED
WASHER-1/4-VIBRATION RESISTANT
17 312013 12 LOCK
18 480003 2 HOSE-AEROQUIP-1/2 IN ID
19 136049 6 CONNECTOR-LUG-1/4" RING-6 AWG
20 132014 1 HEAT SHRINK TUBING-3/8"-KYNAR
21 132015 1 SPIRAL WRAP-3/8"-TEFLON
22 306065 1 O-RING-10.984 ID-.139 CS-VIT-75 DURO
23 144002 1 NAMEPLATE-MOBIL SHC 824
24 302009 3 SHCS-1/4-20 X 3/8
25 302032 4 SHCS-1/4-20 X 2-1/4 - ALLOY STEEL
26 209033 1 VALVE-OIL TEMP CONTROL-165-180 DEG
27 480296 1 MANIFOLD-OIL FILTER BYPASS-PIPING
28 210082 1 PLUG-PIPE-HEX HEAD-1/4NPT-BR
ELBOW-1/2T x 3/4-16-MALE-POSITIONAL-
29 210289 2 SS
THERMISTOR-1/4 MNPT-PROBE-0.8"
30 124027 1 LONG-SS
31 712007 1 NAME PLATE-OIL LEVEL
HEAT SHRINK TUBING-1/2"-ADHSV
32 132029 1 LINED-BLK
33 132016 1 HEAT SHRINK TUBING- 3/4 IN
DUCT-INTERFACE-DIFFUSER-
34 701157 1 COMBUSTOR
TABLE 11.1 PARTS LIST FOR ENGINE ASSEMBLY P/N 800820

286 MG100 Rev C
11.2 COMBUSTOR HOUSING
Part
Item Number QTY Description
1 800454 1 WELDMENT- COMBUSTOR-ANNULAR-NG
2 800876 1 ASSY-LINER-COMBUSTOR-NG
3 312030 4 WASHER-TAB-RETAINER
4 700994 3 BOLT-COMBUSTOR RETAINER
5 480493 1 IGNITOR HAST-X TIP
6 700927 12 INJECTOR-3 HOLE-GASEOUS
7 800414 1 ASSY-FUEL MANIFOLD-ANNULAR-NG
TABLE 11.2 PARTS LIST FOR COMBUSTOR HOUSING ASSEMBLY P/N 800620

287 MG100 Rev C
11.3 FUEL MANIFOLD (GAS)
Part
ASSY-MANIFOLD-FUEL-RIGHT-ANN
1 800403 1
RECUP
ASSY-MANIFOLD-FUEL-LEFT-ANN
2 800404 1
RECUP
3 210230 1 TEE-1/2" TUBE-5/16" TUBE RUN-BT
TABLE 11.3 PARTS LIST FOR FUEL MANIFOLD (GAS) P/N 800414

288 MG100 Rev C
11.4 FUEL TRAIN (GAS)
Item Part QTY Description

289 MG100 Rev C
Number
1 480400 1 HOSE-SS-TEFLON-LINED-24L-CE
2 480543 1 HOSE-SS-TEFLON-1/2" TUBE X 1/2" MNPT-55L-CE
3 312011 6 WASHER-FLAT-1/4-SS-18-8
4 304017 4 BOLT-1/4-20 x 1/2-HEX HD-SS
5 312010 6 WASHER-SPLIT LOCK- 1/4-SS
6 209039 2 VALVE-SHUT-OFF-CNG-1/2NPT
7 602045 1 TUBE STOCK-304SS-1/2OD X .049W
8 210308 4 FITTING-1/2 TUBE-MALE CONNECTOR-CE-SS316
9 312053 4 WASHER-1.06 OD-.83 ID-.060 TH-COPPER
10 210271 2 ADAPTER-1/2" OD MALE-1/2" MNPT-SS
11 800841 1 ASSY-SERVOID CONTROL VALVE-45 SCFM
12 300020 4 SCREW-#10-32 X 1/2 PPH
13 312008 4 WASHER-#10-LOCK
14 804224 2 HARNESS-FUEL SHUT OFF GROUND-CE
15 804223 1 HARNESS-FUEL SHUT OFF POWER JUMPER-CE
HARNESS-FUEL SHUT OFF CONTROL POWER-
16 804222 1 CE
17 210187 1 FITTING-MALE CONNECTOR-1/2 TUBE TO 1/2NPT
18 312002 2 WASHER-LOCK-#4
19 300002 2 SCREW-PHP-#4-40 X 1/4,SST
20 150090 1 FILTER-FUEL COALESCING-MANUEL DRAIN
21 480618 1 BRACKET-FUEL FILTER
22 300068 2 SCREW-1/4-20 X 4"-PAN HEAD-PHILLIPS-SS18-8
23 308013 2 NUT-HEX 1/4-20 SS-18-8
24 480582 1 BRACKET-VALVE SUPPORT
25 113013 1 RELAY- PCB-SPDT-24VDC
26 312004 2 WASHER-SPLIT LOCK-#6-SS
27 312023 2 WASHER-FLAT-#6-SS
28 300007 2 SCREW-PAN HD-#6-32 X 1/4-PH
TABLE 11.4 PARTS LIST FOR FUEL TRAIN (GAS) P/N 800803

290 MG100 Rev C
11.5 OIL SYSTEM INTERCONNECT

291 MG100 Rev C
Part
DEMISTER-PRE FILTER-INTEGRAL
1 150083 1 BRACKET-ANGLED
2 210055 1 CONNECTOR-MALE-1/4T-1/4NPT-BR
CONNECTOR-HOSE END-PUSH ON-1/2T-8
3 210032 2 HOSE-SS
CONNECTOR-3/4-16 FLARE-3/4-14 NPTF-
4 210210 2 BR
5 210213 2 FITTING-1/2 BARB-3/4-16 FLARE-BR
6 313008 1 CLAMP-HOSE-SAE #8-7/16 TO 1 INCH
7 480003 3 HOSE-AEROQUIP-1/2 INCH ID
8 602090 1 TUBE STOCK-TEFLON-1/4 OD X .030W
9 304030 2 BOLT-1/4-20 X 3/4-HEX HEAD SS 316
10 312011 4 WASHER-FLAT-1/4-SS-18-8
11 308029 2 NUT-1/4-20-TOOTH WASHER-SS 18-8
TABLE 11.5 PARTS LIST FOR OIL SYSTEM INTERCONNECT P/N 800466

292 MG100 Rev C
11.5.1.1
11.6 OIL HEAT EXCHANGER ASSEMBLY
Part
1 800857 1 ASSY-EBM AXIAL FAN AND SHROUD
2 328005 1 HEAT-EXCHANGER
WASHER-#10 X 1/2 OD X .093 THICK
3 312033 8 RUBBER
4 312009 4 WASHER-FLAT- #10-SS-TYPE "A" PLAIN
5 312008 4 WASHER-#10-LOCK
6 300081 4 SCREW-10-24 X 1-HEX HEAD-SS18-8
7 113013 1 RELAY- PCB-SPDT-24VDC
8 300008 2 SCREW-PAN HD-#6-32 X 3/8-PH
9 128052 1 TERMINAL STRIP-6P-8-26 AWG-35A 600V-

293 MG100 Rev C
UL
10 300011 2 SCREW-6-32 X 3/4-PAN HEAD-SS18-8
HARNESS-FAN-OIL COOLING RELAY-
11 804086 1 POS/NEG
12 804088 1 HARNESS-FAN-OIL COOLING-CONTROL 2
13 804087 1 HARNESS-FAN-OIL COOLING-CONTROL 1
HEAT SHRINK TUBING-1/2"-ADHSV LINED-
14 132029 1 BLK
TABLE 11.6 PARTS LIST FOR OIL HEAT EXCHANGER ASSEMBLY P/N 800808

294 MG100 Rev C

TABLE 11.1 PARTS LIST FOR ENGINE ASSEMBLY P/N 800820 .............................. 286
TABLE 11.2 PARTS LIST FOR COMBUSTOR HOUSING ASSEMBLY P/N 800620 ... 287
TABLE 11.3 PARTS LIST FOR FUEL MANIFOLD (GAS) P/N 800414 ........................ 288
TABLE 11.4 PARTS LIST FOR FUEL TRAIN (GAS) P/N 800803 ................................ 290
TABLE 11.5 PARTS LIST FOR OIL SYSTEM INTERCONNECT P/N 800466 ............. 292
TABLE 11.6 PARTS LIST FOR OIL HEAT EXCHANGER ASSEMBLY P/N 800808 .... 294

295 MG100 Rev C

TA100 MG100 Master Guide Rev C+

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TA100 MG100 Master Guide Rev C+

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TA100 MASTER GUIDE 01/18/2011

Applicable Part Numbers: 910089, 910094, 910106, 910107, 910109, 910110,

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

Capstone values your feedback. Please email comments or suggestions for

2.3 IMPORTANT SAFETY INSTRUCTIONS

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

Capstone Turbine Corporation cannot possibly anticipate or conceive of each and

The TA100 should be installed, commissioned, and maintained by fully trained

2.4 SAFETY SYMBOLS

WARNING - ELECTRICAL HAZARD

WARNING - FIRE HAZARD

WARNING - GAS HAZARD

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

WARNING - BURN HAZARD

WARNING – CORROSIVE MATERIAL

OTHER SYMBOLS PROTECTIVE GROUNDING CIRCUIT

2.5 GENERAL PRECAUTIONS

2.6 LOCK OUT AND TAG OUT PROCEDURES

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

2.7 SHOCK PRECAUTIONS

Gas is extremely flammable and is explosive under certain conditions.

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

2.10 ROTATIONAL HAZARD PRECAUTIONS

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

3 TA100 SYSTEM GENERAL DESCRIPTION

Characteristic Base Product With Outdoor kit

3.2.2 UNIT ORIENTATION

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

FIGURE 3.1 TA100 LEFT SIDE VIEW

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

FIGURE 3.3 TA100 SYSTEM

3.3 TA100 MAJOR COMPONENTS

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

3.3.2 POWER ELECTRONICS

3.3.2.1 CONTROL SYSTEM

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

CHP MODE GRID ISLAND DAMPER CONTROL

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

3.3.4 GAS BOOST COMPRESSOR (Optional)

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

= SOFTWARE REGISTERED SENSORS

XXX (Type of Measurement)

Z (Instrumentation Numbering Index)

YYY (Type of System)

FIGURE 3.4 TA100 PID

3.4.2 TA100 LIQUID FUEL SYSTEM

FIGURE 3.5 TA100 LIQUID FUEL SYSTEM SCHEMATIC

3.4.3 TA100 MICROTURBINE OPERATION

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

The block diagram below illustrates how a recuperated microturbine works:

FIGURE 3.6 TA100 MICROTURBINE OPERATION

3.4.4 CONTROL SYSTEM

3.4.4.2 OPTIONAL HRU (CHP) CONTROL LOGIC SUMMARY

PROPRIETARY INFORMATION © 2011 Capstone Turbine Corporation

3.4.4.3 CONTROL SETTINGS