Proceedings of ASME Turbo Expo 2008: Power for Land, Sea and Air

GT2008
June 9-13, 2008, Berlin, Germany

GT2008-50159

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PGT25+G4 GAS TURBINE DEVELOPMENT, VALIDATION AND OPERATING EXPERIENCE

Roger De Meo Michele D’Ercole Alessandro Russo

GE Infrastructure, Oil&Gas GE Infrastructure, Oil&Gas GE Infrastructure, Oil&Gas
Florence, Italy Florence, Italy Florence, Italy

Francesco Gamberi Francesco Gravame David Mucz

GE Infrastructure, Oil&Gas GE Infrastructure, Oil&Gas Alliance Pipeline
Florence, Italy Florence, Italy Calgary, Canada

ABSTRACT CSA – Contractual Service Agreement

DLE – Dry Low Emissions
The PGT25+G4 gas turbine, latest in GE Infrastructure DOE – Design of Experiment
Oil&Gas PGT25 two-shaft aeroderivative family, is a 34 MW- FEM – Finite Element Model
class gas turbine for mechanical drive and power generation FETT – First Engine To Test
applications and maintains the same efficiency and availability FMV – Fuel Metering Valves
of the previous PGT25+. FS – Full Speed
The PGT25+G4 was validated through an extensive test FSFL – Full Speed Full Load
program, which included some key test-rigs such as the full- FSNL – Full Speed No Load
scale LM2500+G4 Gas Generator test and other component GG – Gas Generator
tests, in advance of the First Engine to Test (FETT). GT – Gas Turbine
The FETT included an equivalent-to-production HP – High Pressure
configuration package (gas turbine, auxiliaries and control HPT – High Pressure Turbine
system), ran in a dedicated area in GE Oil&Gas Test Facilities HPC – High Pressure Compressor
to validate the machine for both mechanical drive and power HPGI – Hot Gas Path Inspection
generation applications. HSPT – High Speed Power Turbine
All critical-to-quality parameters of the HSPT (High Speed IGV – Inlet Guide Vanes
Power Turbine) were investigated, such as turbine gas path LSPT – Low Speed Power Turbine
components temperatures and stresses, PT performances and MCA – Modal Cyclic Analysis
PT operability when coupled with the LM2500+G4 Gas MI – Major Inspection
Generator. NPI – New Product Introduction
First production unit is currently in operation at Alliance O&M – Operation and Maintenance
Pipeline Canada Windfall 1 Compression Station. PCL – Pipeline Centrifugal Compressor
This paper describes the gas turbine main features, how the PLC – Programmable Logic Controller
test program was built and discusses FETT results. PT – Power Turbine
Moreover, gas turbine field operation experience and YFT – GE’s Secondary Flow Solver
lessons learned are presented. SAC - Single Annular Combustor
S1B – 1st stage Bucket (Power Turbine)
NOMENCLATURE S2B – 2nd stage Bucket (Power Turbine)
S1N – 1st stage Nozzle (Power Turbine)
ABS – American Bureau of Shipping S2N – 2nd stage Nozzle (Power Turbine)
CFD – Computational Fluid Dynamics T/C – Thermocouple

1 Copyright © 2008 by ASME


Figure 1. PGT25+G4 Gas Turbine
INTRODUCTION
The PGT25+G4 gas turbine (Fig. 1) is derived from the
PGT25+ gas turbine, with a 10% premium of power, still
maintaining the same cycle efficiency and the same well-
proven technology.
The PGT25+G4 is a two-shaft machine consisting of a Gas
Generator and an HSPT. The LM2500+G4 gas generator is
designed and manufactured by GE Aviation in Evendale
(USA), while the 2-stages high-speed power turbine is designed
and manufactured by GE Oil&Gas in Florence (Italy).
GE Oil&Gas is also responsible for engine packaging,
control panel, fuel skid definition and engine installation.
The high-speed power turbine with a nominal speed of
6100 rpm was specifically conceived for the oil & gas market,
since it allows the direct coupling with a centrifugal
compressor, but can also be used proficiently as a generator
drive by means of a reduction gear.
An alternative power turbine configuration is also
available, consisting of a low-speed power turbine (LSPT - six
stages power turbine), designed and manufactured by GE
Aviation. The low-speed power turbine operates in the 3000-
3600 rpm range and can be directly connected to an electric
generator without the need of a gear. This gas turbine
configuration is named LM2500+G4.
"G4" stands for the fourth growth step, making this engine
the fourth generation of the LM2500 gas turbine family, which
goes back to the '70s. The LM2500 gas generator was derived
from the TF39 and CF6-6 aircraft engines, used on the
Lockheed C-5 military carrier and on the McDonnell Douglas
DC-10.
Four generations of gas generators were developed, with
the corresponding high-speed power turbines: in 1987 the
PGT25 (23 MW, 37% efficiency) entered into service, followed
by the PGT25+ (31 MW, 40% efficiency) in 1997 [1] [2] and
the PGT25+G4 (34 MW, 40% efficiency) in 2006 [3].
DESIGN CHANGES Vs. PGT25+
In order to meet new performance requirements, the
PGT25+ was partially redesigned.
Mass flow through the gas turbine was increased and firing
temperature limits modified to cope with the increased gas
turbine power output requirement.
Design modifications to the Gas Generator were
introduced to match both the HSPT and the LSPT:
- Re-staggered HPC stage 0 blisk (bladed disk) airfoils
- Revised VSV kinematics for more open travel
- Redesigned Inlet Guide Vanes
- Modified S2 Compressor blades
- Opened HPT 1st stage Nozzles throat area and improved
cooling, to allow higher airflow and avoid any related
potential aeromechanic issue.
- Also, the HPT 1st stage Bucket was rotated open to
improve rotor thrust balance, while 2nd stage Nozzles
material was changed to improve oxidation resistance.
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In order to allow, in the next future, to further reduce NOx
emissions from the currently 25ppm guaranteed to 15ppm, DLE
combustion system was optimized and leveraged on LM6000
DLE 15ppm technology:
- Cast combustor dome with optimized cooling introduced
- Premixers with new flow splits
SAC combustion system is substantially unchanged with
respect to the PGT25+ one.
For the HSPT, some minor changes were applied as well:
- Opened 1st stage Nozzles throat area by +3% to increase
flow function
- Changed 1st stage Buckets material from IN738 to
GTD111DS to improve creep life and optimized fillets
(retrofittable to existing PGT25+)
but gaspath remained unchanged as well as overall HPST
architecture in order to maintain the maximum commonality
with the existing PGT25+.
TEST PLAN
The validation of each new GE gas turbine product is
conducted in accordance to a series of steps aimed at reducing
entry-into-service risks as much as possible.
Typically, starting from the conceptual design phase,
validation requirements are defined and test plans are generated
by the various engineering teams on the basis of novelty of the
product or components, mission, life requirements and lessons
learned from previous development testing or field experience.
During the detail design phase, various component tests and
module tests are conducted to abate risks and to reach the FETT
validation with high confidence level.
Finally, for the FETT, the Program Engineer assembles all
the test requirements and conducts reviews with core
engineering teams.
Detailing the sequence of test points that will be performed
as part of the engine characterization is essential information in
order to guarantee successful execution of the test sequence by
the engine hardware, software and the test cell. Deliverables
for each step / test point shall be completely defined.
For the PGT25+G4 FETT, a two-step test plan was
defined. First, the full validation of the LM2500+G4 gas
generator with DLE combustor in GE Aviation facilities, to
include 1200 special instruments to get:
- Compressor aero/aeromechanics testing and IGV schedule
definition;
- Full combustor mapping and control system test;
2 Copyright © 2008 by ASME
- Secondary flows, pipes, temps, pressures, etc;
- Operability / Stall margin testing;
- Gas generator clearances;
- Overall engine performances validation, including testing
to simulate the HSPT flow function;
Secondly, the validation of the LM2500+G4 gas generator
coupled with the HSPT in GE Oil&Gas Massa facilities.
A wide range of operating situations were set up for this
campaign to cover conditions for both mechanical drive and
generator drive applications. The test matrix included a step-by-
step approach from pre-start phase to mechanical off-design
tests, to minimize machine impact risks and satisfy validation
priorities:
1. Pre-Start
2. Start to Crank
3. Start to FSNL
4. DLE tuning
5. Start to FSFL
Furthermore, for each test objective:
- Aeromechanics
- Thermo-mechanical assessment
- GT Performances (base load and off design)
- Operability and control
- Noise and Emissions characterization
- Auxiliary systems (gas skid, lube oil system)
the relevant system owner developed a detailed test validation
plan and relevant decision trees.
Particular attention was given to fully understand engine
overall performance, by comparing measurements and results
of the G4 gas generator testing in Evendale and the previous
validation testing performed in 1997 for the original PGT25+
HSPT.
To verify operability and GT performance, the plan
included various runs from 40% up to 110% of PT speed (the
operating range is 50-105%) with and without load [4].
More than 170 steady state data points were acquired, to
get an accurate GT performance model (cycle deck).
In order to protect the special instrumentation (i.e. strain
gages and thermocouples), engine aeromechanical behavior and
thermo-mechanical assessments were performed during the
initial engine runs.
Last part of the validation plan included:
- Engine validation for generator drive applications, testing
load steps (up to ±10 MW starting from all load levels),
full load and partial load rejections
- Endurance cycles to acquire additional data to confirm
analytical parts life
- Engine dirty layout and inspection (engine teardown,
visual inspection and dimensional inspection of all the
components, non-destructive inspection of gaspath
hardware)
TEST STAND DESCRIPTION
After defining the FETT testing goals, the test stand
configuration was analyzed and the following main needs were
identified:
- Inlet Air mass flow measurement
- Inlet and exhaust pressure drop measurement
- Possibility to run the GT at baseload conditions for the
whole HSPT speed operating range (50% - 105% HSPT
speed)
An existing “production” test bed, normally used to test at
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load the PGT25 and GE10 engines family, was selected and
several modifications were introduced to satisfy the above
needs.
Fig. 2 shows the test bed layout before the modifications: a
covered/uncovered modular solution with an electric generator
on load resistors (or in parallel to the grid) in the middle of the
facility which allows the testing of one gas turbine at one side
while another gas turbine is prepared for testing at the other
side of the generator.
Figure 2. Test Bed Layout
Leveraging existing structures/facilities, the following
modifications were performed:
1. Instrumented pipes upstream of the inlet plenum to
measure compressor inlet mass flow
In order to install measuring pipes (1m diameter each) for
the inlet air mass flow measurement above the existing testing
facility covering structure, structural modifications were needed
to withstand the additional load (approx 50% more).
The whole test bed structure was hence analyzed and
additional reinforcements installed (Figs. 3 and 4).
2. New gearbox to allow maximum power operation without
torque restrictions and generator extra cooling
The prototype validation plan included the requirements to:
- Cover the whole engine operating speed range (50% -
105% PT speed) at max GT power output
- Evaluate the buckets vibratory response at high load on the
whole speed operating range
These requirements originated from the need of verifying
back to back the former PGT25+ performance and confirm the
buckets dynamic response (which are maintaining the same
aero-profile and shank definition of the original ones).
3 Copyright © 2008 by ASME
 Two different test bed arrangements were considered: In Fig. 6 the load capability of the selected solution is
1) The possibility to use two reduction gear sets: this would shown.
have lead to unit shut down, load couplings disassembly, gear
replacement, train re-alignment and couplings installation.
Hence, this would have meant higher test bed downtime and as
shown in Fig. 5, no complete speed coverage at baseload.

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Figure 6. Load Capability of final configuration

FETT TEST ARTICLE DESCRIPTION

PGT25+ G4 FETT gas turbine was assembled by using the

Figure 3. FEM plot of modified supporting structure same prototype DLE gas generator previously tested in
Evendale facility, assembled with a fully instrumented HSPT
module.
The flange-to-flange engine was packaged on a standard
baseplate, with the following upgrades:
− A redesigned exhaust plenum (with a slightly bigger
exhaust area, suitable for both on-shore and off-shore
applications and derived from the GE10 and MS5002E
exhaust plenums)
− A new fuel gas valves arrangement (with five Fuel
Metering Valves) and related piping inside the engine
basement
Commissioning activities included:
− GT alignment with already installed gear box and
generator
Figure 4. FETT Test Stand after modifications − Connection to existing test bench oil skid
− Engine instrumentation hook-ups to MK-VI control panel
50.000 − Special instrumentation hook-ups for dedicated acquisition
45.000
system.
40.000
INSTRUMENTATION
35.000
Power MW

Gen max output with gear #1 and

30.000
v/f=const
Gen max output with gear #2 and
To fully understand HSPT behavior, the FETT was
v/f=const
Maximum power turbine output
instrumented with:
25.000
Gen max output with gear #1 and
− Total Static Channels: 880
20.000 v/f=opt
Gen max output with gear #2 and
− Total Dynamic Channels: 57
v/f=opt
15.000
40.0 50.0 60.0 70.0 80.0
Power turbine speed %
90.0 100.0 110.0
In order to evaluate the engine performance, the shaft
power output and the gas fuel flow, which are critical for the
Figure 5. Two-gear set Configuration performance validation of the engine, were measured carefully,
to reach the highest possible accuracy.
2) The possibility to install a new single gear-set torque- The shaft power output was provided by:
overrated to cover the whole operating range with no speed − A torque-meter, for a direct reading
mapping interruption due to torque limitation, together with − A wattmeter for the electric generator power output which,
providing additional air cooling to the generator to allow its taking into account gear and generator losses, gives an
operation at low operating speeds. indirect double check (engine heat balance).

This last arrangement was finally selected, with the Two calibrated orifices were installed in series on the fuel
installation of a modified generator cooler and two additional 4” feed line in order to measure fuel gas flow.
fans and the connection of the generator to load resistors.

4 Copyright © 2008 by ASME

 Finally, dedicated performance instrumentation (Table 1) Special PGT25+G4 LM2500+G4 PGT25+ FETT
was designed in order to meet the following requirements: Instrumentation FETT GG TEST (1997)
1. Replicate and/or complete where possible the
instrumentation used in the LM2500+G4 FETT in
Evendale Inlet airflow 4 orifice pipes 4 rakes x 5 PT 4 4 orifice pipes
rakes x 5 TT
2. Replicate and/or complete the instrumentation used in the 16 PS at the
PGT25+ FETT in 1997 inlet bellmouth
3. Collect additional data not previously available Compressor inlet 4 TT, - 4 TT,
flange 4 PT, 4 PS
The first requirement was achieved by installing orifice 4 PS
pipes for the inlet airflow measurement, and replicating the Compressor inlet 4 rakes x 5 PT 4 4 rakes x 5 PT 4 -
annulus rakes x 5 TT rakes x 5 TT
total temperature and pressure rakes at the gas generator exit. 9 PS 9 PS
The measure of the inlet airflow in particular validated the

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Compressor 1 rakes x 5 PT 1 3 rakes x 5 PT 3 -
inlet bellmouth characterization used by GE Aviation (see Fig. discharge rakes x 5 TT rakes x 5 TT
7), providing a direct measurement of this parameter.
Gas Generator Exit 1 rakes x 5 PT 1 rakes x 5 PT -
4 rakes x 5 TT 4 rakes x 5 TT

LPT nozzle 1 2 rakes x 5 TT - 3 rakes x 6 TT

leading edge 3 rakes x 5 PT 3 PS
2 PS inner side
2 PS outer side
LPT nozzle 1 2 PS inner side - 2 PS outer side
trailing edge 2 PS outer side
LPT nozzle 2 2 PS inner side - -
leading edge 2 PS outer side
LPT nozzle 2 2 PS inner side - -
trailing edge 2 PS outer side

Exhaust Diffuser 3 rakes x 5 PT 3 - 6 PS inner side

Figure 7. TP rake at GG inlet bellmouth inlet rakes x 5 TT 6 PS outer side
6 PS inner side
The installation of total temperature and total pressure 6 PS outer side
rakes at the gas generator exit (T48 plane) has allowed to Exhaust Diffuser 5 rakes x 5 TT - -
determine the conditions at the power turbine inlet and the exit
losses occurring in the transition case as well. Exhaust flange 27 PT/ TT grid, - 12 PS
12 PS
Furthermore, in addition to replicate 1997 instrumentation
Legend:
to get a direct back-to-back comparison, for a more detailed PS: Static Pressure PT: Total Pressure TT: Total Temperature
aerodynamic assessment, static pressure probes were placed
within the turbine stages. Finally, total pressure and
temperature rakes at the diffuser inlet (Fig. 8), have been used Table 1. Performance Instrumentation Table
for the first time on a GE Oil&Gas gas turbine leveraging past
experience by GE Aviation and GE Energy, allowing an For the aeromechanical and thermo-mechanical
accurate evaluation of the power turbine efficiency and of the assessment, the following special instrumentation was installed:
exhaust diffuser recovery performance. − Metal T/Cs on all HSPT statoric and rotoric components
− Gas T/Cs on Cases and outer cavities
− S/Gs on HSPT buckets and Outer Transition ducts
The rotating channels on HSPT were acquired through a
dedicated telemetry, installed inside the spacer of the load
coupling (Fig. 9).

Figure 8. TP & TT rakes at the exhaust frame struts

Figure 9. Telemetry carrier inside PT coupling spacer

5 Copyright © 2008 by ASME

TEST RESULTS
Performance
The test bed flexible configuration (electric generator
connected to load resistors to waste the energy produced)
allowed a wide range of operating conditions to be tested. In
particular the following load and PT speed conditions have
been realized:
- Load from 0% to 100%,
- PT speed from 40% to 110%.
The intent of this extensive test plan was to validate the gas
turbine performance not only on the nominal operating point
(i.e. FSFL), but also in the whole mechanical drive application
range.
Combining the different load and speed values to be
experienced, a matrix of 68 different steady state operating
points was originated. Some of these points were repeated more
than once, in order to assess also for repeatability and for
ambient temperature influence, for a total of more than 170
steady state readings.
As a result of these tests, the engine demonstrated to meet
or exceed the performance objective, which was to provide
10% of power increase over the PGT25+.
Output Pow er vs Ambient Tem perature
O u tp u t Po w er, kW
PGT25+G4 Expected Quoting
PGT25+G4 FETT Results
PGT25+ Quoting
-10 0 10 20
Ambient Temperature, °C
Figure 10. Maximum output power at 100% PT speed
(corrected to sea level, zero inlet / exhaust pressure losses)
Figure 10 shows the shaft output power measured on the
prototype at FSFL, compared to the PGT25+G4 expected
quoting performance and to the PGT25+ present quoting
performance.
The output power values have been corrected to sea level
ambient pressure (101.3 kPa) and to zero inlet and exhaust
pressure losses, for homogeneity of comparison. The FETT
demonstrated to meet the minimum target power with adequate
margins, providing about 35 MW at ISO ambient temperature
(15°C).
Similarly, Figure 11 represents the measured engine heat
rate: also in this case the target performance is met with
adequate margins.
Heat Rate vs Am bient Tem perature
PGT25+G4 Expected Quoting
PGT25+G4 FETT Results
H eat R ate, kJ/kW h
PGT25+ Quoting
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-10 0 10 20 30 40
Ambient Tem perature, °C
Figure 11. Heat rate at FSFL (corrected to sea level, zero
inlet / exhaust pressure losses)
The data collected during the 68 test matrix points
execution and verification of the correct behavior of the gas
turbine in all the operating conditions, allowed a detailed
assessment of the PT efficiency at off-design conditions. This
task is very important for the mechanical drive application,
since in this case most of the time the engine is expected to run
at partial speed / partial load, and it is necessary to give
accurate performance predictions not less than at FSFL.
100% Corrected Speed
PT Isentropic Efficiency
30 40
1 2 3 4 5
Expansion Ratio
Figure 12. Power Turbine efficiency at different expansion
ratios and 100% of corrected speed
Fig. 12 is a sample of the results for this effort, showing
the isentropic efficiency of the power turbine versus the
expansion ratio at 100% of corrected speed. The scattered
points represent the measured data, while the solid line is the
expected efficiency curve. As it can be observed, at high loads
(high expansion ratio) the expected and the actual efficiencies
are very close, while at part load conditions the map is less
accurate. Using such information it has been possible to obtain
a power turbine map matching the data, which has been
implemented in the aero-thermal cycle model for reliable
predictions of the gas turbine performance at off design
conditions.
6 Copyright © 2008 by ASME
Operability Loa d Reje ction Te s t
32 12
30 S tart&End Load 11.25
One of the objectives of the test campaign was to 28
Load Re jec ted
Ove rfrequency
10.5
demonstrate the possibility to use this engine for generator 26 9.75

drive applications as well. 24

22
9
8.25
The dynamic response in terms of frequency variation after 20 7.5

Overfrequency,%
sudden load steps and full load rejections needed to be 18 6.75

Load MW
investigated comprehensively. 16 6

The connection of the electric generator to the resistors 14

12
5.25
4.5
rather than to the national grid was very useful, because it 10 3.75
allowed to add or remove single resistors or group of resistors, 8 3

simulating sudden load variations typical of island mode 6 2.25

4 1.5
operations.

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2 0.75
On total, 25 load acceptances and 15 load rejections 0 0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
(including one from full load) sequences were conducted, all Tes t Run #
successfully sustained by the engine, with frequency variations
within specified acceptable limits. Figure 14. Load rejection Runs

Load Acceptance Tes t

32 8 112% 120%
30 S tart&End Load 7.5
Load Accepted
110% 100%
28 7 PT Speed
Underfrequency
26 6.5 108% Power 80%

PT Speed %

Power %
24 6
106% 60%
22 5.5
104% 40%
Unde rfre quenc y,%

20 5
18 4.5
Loa d MW

102% 20%
16 4
14 3.5 100% 0%
12 3
98% -20%
10 2.5 0 10 20 30 40 50
8 2
Time (sec)
6 1.5
4 1
2 0.5 Figure 15. Dynamic response of the PT speed after full load
0
0 2 4 6 8 10 12 14 16 18 20 22 24
0
26 rejection
Tes t Run #
Thermo-mechanical Assessment – Casings
Figure 13. Load acceptance Runs
In order to optimize HSPT casings cooling flows and
Figures 13 and 14 summarize the results of these tests. improve overall engine efficiency without affecting parts
These figures contain a lot of information that need a detailed oxidation and durability, a Design of Experiments (DOE) was
description for a better understanding: conducted (Fig. 16) by using different orifices on cooling pipes
- The yellow bars represent the start and the end power to define a correlation (transfer function) among cooling flows,
in MW (obviously the starting power is the lowest in cavities air temperature, casings metal temperature and ambient
the acceptance step, and vice versa in the other case); conditions. After the test, collected data were used to tune both
- The blue points represent the total power variation in secondary flows and FEM models by matching all temperatures
MW during each step (which is the absolute difference and pressures; in this way models predictability was maximized
between the initial power and the landing power); and parts life requirements in terms of creep, fatigue and
- The red points represent the corresponding maximum oxidation successfully verified.
frequency variation expressed in % (which can be read
on the right axes of the plot).
Figure 15 shows the dynamic response of the PT speed
after the full load rejection. The peak speed (111%) is well
within the maximum over-speed limit of the power turbine,
which is 115%; after about 11 seconds the frequency is again
below 105% of the nominal value.

Figure 16. HSPT Casings model

7 Copyright © 2008 by ASME

Thermo-mechanical Assessment - Gaspath Components Buckets modal responses fully matched expectations; no
resonances were observed in the operative speed ranges plus
Regarding buckets and nozzles thermal-mechanical design margins (PT 2nd stage bucket Campbell diagram is
assessment, a particular attention was dedicated to HSPT 1st shown in Fig. 18) and measured dynamic stresses have been
stage buckets and nozzles (which are the only modified found within the Goodman diagrams limits.
components in the gaspath): a continuous monitoring of metal Deviations between calculated and measured frequencies
temperatures at different loads and rotor speeds was conducted were within expectations.
to collect steady state and transient data to use in the post-test
data matching phase.
Comparing the test data with the predicted values, a very
good match was obtained, and life requirements were fully
satisfied.
Also, PGT25+G4 results were compared to the PGT25+

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ones: while S2N and S2B, unchanged with respect to the
PGT25+, showed no limitations related to the slight increase of
flow function and firing temperature, S1N and S1B have shown
higher thermal capability and improved mechanical behavior.

Thermo-mechanical Assessment – Wheels

HSPT wheels (Fig.17), spacer and shaft have been verified

as well. No major difference with respect to HSPT components
was expected in terms of overall thermal conditions. As a
matter of fact, same PGT25+ rotating components were used on
the G4 and overall cold and hot gaps were maintained. Just a
slight increase in inner cavities air temperatures, hence in rotors
metal temperatures was recorded, but within material allowable
and without any gradient change with respect to baseline
configuration.
Test data confirmed analytical model predictions [5]
allowing to keep unchanged the current rotor maintenance Figure 18. HSPT S2B Campbell diagram
philosophy.
Thermo-mechanical Assessment - Endurance Testing

Leveraging aircraft engines and ABS requirements, a

typical endurance testing cycle was defined and endurance
testing performed, by repeating accelerated cycle conditions for
both power generation (see Fig 19) as well as mechanical drive
engine application.
In this way, it was possible to get hardware accelerated life
data at final FETT teardown.

HSPT power gen

11,000
20 min
10,000
Figure 17. Rotor FEM model 9,000 10 min
5 min 5 min
10 min

8,000 1 min 7900 RPM synch idle 1 min

Aeromechanics 7,000
5 min
7500 RPM GG idle
5 min
6,000

In the design phase, the PT buckets have been analyzed by 5,000

1 min

use of 3D Finite Element Models and modal cyclic analyses 4,000

5 min

(MCAs) carried out.

3,000 4 min to GG idle

2,000 2 min
On the basis of the MCA results, airfoils to be 1,000
motoring
@2400
instrumented and exact strain gages’ locations on each airfoil 0
0

were selected. Furthermore ping tests to investigate blade-to- Time (seconds)

blade variability were conducted. Figure 19. Power Generation Endurance Cycle
During FETT test, the whole operating speed range has
been investigated for mechanical drive and generator drive
applications. FETT TEARDOWN
More than 100 PT speed sweeps were executed at various
loads covering all operating and off-design conditions. The FETT teardown included the borescope inspection of
the gas turbine and the visual inspection of all the HSPT

8 Copyright © 2008 by ASME

components, in-situ gaps/ clearances measurements, FPI
inspections on all PT rotors’ buckets and nozzles.
Goals for the teardown were:
− Verify and fix potential design problems originated from
the engine operation
− Compare the teardown results with those coming from the
PGT25+ field experience
Engineering representatives, Service representatives and
development team experts from Florence and Evendale have
attended the engine disassembly and its inspection.
No showstoppers were highlighted, confirming the quality of
the original PGT25+ design.
INSTALLATION AND OPERATING EXPERIENCE
Alliance Pipeline Limited Windfall station in Alberta,
based on three PGT25+ units (2 of them operational at all
times) and driving three PCL-802 compressors, is one of the 14
compressing stations of the Alliance Pipeline system which
transports high-energy, rich natural gas from northeastern
British Columbia and northwestern Alberta through
Saskatchewan, North Dakota, Minnesota, and Iowa to its
terminus in Illinois. Windfall Station compressor trains were
originally installed in year 2000.
The Canadian portion of the system is constituted of 338
km of 1067 mm and 1222 km of 914 mm diameter steel pipe
and 7 mainline compressor stations of about 23 to 29 MW each,
spaced about 193 km apart, while the United States portion of
the system is constituted of 1426 km of 914 mm diameter steel
pipe and 7 compressor stations of about 23 MW each.
Each unit (Fig. 20) at Windfall station has a dedicated gas
cooler at PCL delivery, allowing the unit to reach the required
delivery pressure in closed loop mode before entering in
production and boosting the gas downstream into the pipeline.
Scope of the upgrade project included:
- New G4 Gas Generator (Fig. 21) and HSPT modules
- New Control System (including new fuel skid and
valves), to substitute the existing MarkV Control
System and the three gas control valves skid
- New Torque Meter (and replaced standard coupling)
- Booster Compressor Bundle Change
- Addition of a second (redundant) station PLC
Figure 20. Windfall Station footprint
The first commercial PGT25+G4 has been installed at
Windfall as an upgrade of an existing PGT25+ gas turbine [6].
The control panel was arranged in split architecture, an
ATLAS controller for the core engine portion, and a PLC to
take care of the sequencing and protection control and it was
designed to keep the same footprint of previous control panel.
Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT2008/43178/529/4573506/529_1.pdf by Robert Gordon University user on 24 August 2023
Figure 21. Alliance PGT25+G4 Gas Generator
The existing 3-FMV fuel gas skid was replaced by a 5-
FMV gas metering system, with on board drivers. In order to
minimize the risks derived from the different fuel gas skid, GE
and the gas skid supplier concurrently engineered and tested the
system on a 6-stages LM2500+G4 in Houston.
A torque-meter, assembled on the new coupling, was
installed to allow continuous power measurement. Due to the
new auxiliaries, the entire package was CSA re-certified.
The Inlet System (filters chamber and existing PGT25+
Inlet Plenum) was analytically verified in terms of enhanced
mass flow, pressure drops and flow distortions in resulting
suitable for the new engine, as well as the exhaust plenum.
Installation of the new gas turbine commenced on June 4th
and the compression unit entered commercial operation July 6th.
The unit was tested on September 11, 2007, to validate
guaranteed engine performance. At the time of the test, the
engine had accumulated approximately 1535 hours. The engine
was ran at the maximum gas generator exhaust temperature
limit, producing 29639 kW of shaft power at 14.4 deg C.
Output Pow er vs Am bient Tem perature
Output Power, kW
PGT25+G4 Expected Quoting
PGT25+G4 FETT Results
PGT25+ Quoting
Alliance Unit
-10 0 10 20 30 40
Am bient Tem perature, °C
Figure 22. Alliance PGT25+G4 ISO-corrected power
9 Copyright © 2008 by ASME
 been incorporated into the gas turbine commissioning and
Heat Rate vs Am bient Tem perature
O&M manuals.
The first commercial PGT25+G4 gas turbine entered
commercial operation for Alliance Pipeline on July 6th, 2007.
PGT25+G4 Expected Quoting
PGT25+G4 FETT Results Up to February 2008, the unit has accumulated more than 4000
operating hours and no showstoppers were observed.
Heat Rate, kJ/kWh

PGT25+ Quoting
Alliance Unit

REFERENCES

[1] Wadia, A.R., Wolf, D.P., Haaser, F.G. (2002).

“Aerodynamic Design and Testing of an Axial Flow
Compressor with Pressure Ratio of 23.3:1 for the LM2500+
-10 0 10 20 30 40
Engine,” ASME Transactions, Journal of Turbomachinery,

Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT2008/43178/529/4573506/529_1.pdf by Robert Gordon University user on 24 August 2023

Am bient Tem perature, °C
Volume 124, July 2002, pp 331-340
[2] Badeer, G.H., “GE Aeroderivative Gas Turbines-
Design and Operating Features”, GER 3695E.
Figure 23. Alliance PGT25+G4 ISO-corrected heat rate [3] Badeer, G.H. (2005), “GE’s LM2500+G4
Aeroderivative Gas Turbine for Marine and Industrial
This includes losses from site elevation, all auxiliaries' Applications”, GER4250.
extractions and the inlet/exhaust ducting losses. Correcting [4] Chellini et al. (2007). “Validation Test for PGT25+G4
back the measured performance to ISO conditions, the Gas Turbine”, CompressorTechTwo, April 2007
maximum output power and heat rate resulted respectively in [5] Montomoli, F. et al. (2006). “Interaction of Wheelspace
34140 kW and 8808 kJ/kWh, which exceeds the guaranteed Coolant and main Flow in a new Aeroderivative LPT“, ASME
values. Turbo Expo 2006, Barcelona, Spain, ASME GT2006-90877
These data show a slight drop from the initial performance [6] Walsh, J. (2007). “PGT25+G4 Commissioning
collection, which is due to the normal axial compressor fouling. Experience”, GE Energy’s 2007 Aero Users Conference
These losses can be easily recovered with on-line and off-line
water washing.
Figure 22 and 23 show power and heat rate of the Alliance
unit in comparison to the prototype data, and demonstrate their
consistency. In accordance to a specific maintenance plan
developed for the fleet leader, borescope inspections were
performed at 2000 and 4000 fired hours showing very good
conditions of gas turbine flange-to-flange hardware (Fig. 24
shows the HSPT S1B trailing edges).

Figure 24. PGT25+G4 HSPT S1B trailing edges

CONCLUSIONS

The PGT25+G4 FETT testing and operation demonstrated

the expected engine dependability and maturity.
The engine was tested, disassembled and inspected to
detect any deficiency and fix it before entry into service.
Numerous off-design conditions were tested as well.
The FETT validation led the way for the unit installation
and commissioning, while lessons learned from the site have

10 Copyright © 2008 by ASME