LM2500 Maintenance & Troubleshooting [PDF]

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LM2500® Maintenance & Troubleshooting Fall 2006



This publication is for TRAINING PURPOSES ONLY. This information is accurate at the time of compilation: however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult the pertinent Maintenance Publication. © 2006 General Electric Company. All Rights Reserved. This material may not be copied or distributed in whole or in part, without prior permission of the copyright owner.



Agenda



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Agenda › › › › ›



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Hot shutdown troubleshooting Oil leaks troubleshooting Emissions troubleshooting Engine interface orientation DLE troubleshooting



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Hot Shutdown Troubleshooting



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Hot Shutdown Troubleshooting Several sites have experienced HPC blade tip-to-case rub damage due to restart following hot shutdowns › Rub events have resulted in trailing edge liberation of HPC mid-stages › Hot Shutdown – Any shutdown from T5.4 >1150ºF



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Hot Shutdown Troubleshooting Investigation identified following root causes › Package cooling anomalies resulting in uneven circumferential cooling of the case – Blade tip rubs on 360º – Case rubs – on one section or 360º



› Starting with HPC rotor in the bowed condition – Rubs occur on one sector of the rotor blades



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Hot Shutdown Troubleshooting Restart Procedure Fault is fully understood & restart can be safely initiated › Restart within 10 minutes after high pressure rotor speed decreases below 300 RPM › Do not restart for 4 hours if 10 minutes have elapsed › Consult latest revision of the O&M manual for detailed restart procedure Following protective functions require resolution before restart attempt is made



7



– Vibration alarm/shutdown, Fire system shutdown, Lube oil supply pressure low alarm/shutdown, Lube scavenge alarm/shutdown, Over speed alarm/shutdown, Lube filter pressure drop alarm/shutdown, Enclosure high combustible gas level shutdown, Lube scavenge pressure alarm, Chip detector alarm, Start system failure, Fail to crank indication, and Stall detection shutdown



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Oil Leaks Troubleshooting



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Oil Consumption Troubleshooting Guide › Specifically applicable to LM2500 PE › Portions are applicable to LM2500 GE › Can be used for LM2500+, recognizing: – Plus has single ejector for both GT and GG – GT C-sump pressurized from both ends – SB 185 & SB 186 decrease consumption



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A/B Sump and Forward Lube System Leakage Step 1 – Visual inspection › Piping joints, piping fractures, drain connections, frame/tube penetrations › Component leakage, CRF vent horn leakage, radial drive shaft area › VSV bushings, HPC split lines, bulletnose & inlet bellmouth › Bleed valve drains (DLE), hydraulic pump and servo-valve (LM2500+) Step 2 – BSI to determine oil wetting, locate start of wetting Step 3 – Clean engine › Clean externally, re-inspect hardware condition › Water wash and BSI to confirm cleanliness › Split B&C sump overboard drain, split forward lube/AGB pad drains Step 4 – Operate the engine › Perform external inspection at GG idle › Perform suction check on the A/B sump ejector › Increase power to base load and dwell for 1 hour, verify VSV‘s are tracking › Verify lube supply and scavenge pressures and temperatures are normal › Step down to idle, perform external inspection during 5 minute cool down 10



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A/B Sump and Forward Lube System Leakage continued Step 5 – Post run inspections › Perform external inspection as in step 1 › BSI as in step 2 › Check A sump cover under bulletnose, especially face seal o-ring › Drain AGB and determine if flooded › Inspect A/B sump pressurization ejector and related piping for internal blockage › Remove L&S pump supply and scavenge screens and inspect for blockage › Remove all scavenge piping to sump involved & inspect for blockage › Remove & inspect A/O separator piping all the way to (& including) flame arrestor Additional instrumentation and another run may be required to further define the source of oil leakage. 11



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C/D Sump and Aft Lube System Leakage Step 1 – Visual inspection › Piping joints, piping fractures, drain connections, frame/tube penetrations › Component leakage, TMF vent horn leakage Step 2 – Clean engine › Clean externally, re-inspect hardware condition Step 3 – Operate the engine › Perform external inspection at GG idle › Perform suction check on the C/D ejector › Increase power to base load and dwell for 1 hour, verify VSV ‘s are tracking › Verify lube supply and scavenge pressures and temperatures are normal › Step down to idle, perform external inspection during 5 minute cool down



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C/D Sump and Aft Lube System Leakage C/D Sump and Aft Lube System Leakage - continued Step 4 – Post run inspections › Perform external inspection as in step 1 › Inspect C/D sump pressurization ejector and related piping for internal blockage › Remove L&S pump C&D scavenge screens and inspect for blockage › Remove all scavenge piping to sump involved & inspect for blockage › Additional instrumentation and another run may be required to further define the source of oil leakage. 13



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HIGH OIL CONSUMPTION: > 4 Gallons/day ACTUAL LIMIT: 2 LBS/HR (6 Gallons/day Verify consumption High consumption?



NO



Continue Operation



YES Perform visual inspections as follows: 1. External engine 2. Package supply & scavenge system 3. Overboard drain system 4. Inlet & HPC through stage 6 5. Engine exhaust area and drain



External engine leaks?



YES



Go to A – External Oil Leaks



NO YES



Package supply/scavenge leaks?



Refer to package manual



NO Overboard drain system?



YES



Go to B – Overboard Leakage



NO Engine inlet or HPC stages with oil wetting?



YES



Go to C – A sump leakage



NO Exhaust duct wet or oil draining from exhaust duct? NO Go to E – A/O separator system T/S?



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YES



Go to D – D sump pressurization & vent system T/S



A.



External Engine Oil Leaks



Isolate engine leaks by wrapping suspect fittings Check after several hours of operation. Leaks Found?



YES



Correct and monitor oil consumption. Consumption OK? NO



NO



YES



Continue Operation



Check package oil supply and scavenge system per package manual. Leaks Found? NO Go to B – Overboard T/S



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YES



Correct and monitor consumption. Consumption OK? YES



Continue Operation



B.



OVERBOARD LEAKAGE T/S



Is B&C sump drain tubing connected to TGB drain tubing?



YES



Isolate B&C drain tubing from TGB overboard drain tubing



NO Check leakage from the following drains: 1. B & C sump drains: 7 CC/HR. 2. Transfer gearbox gang drain: 250 CC/HR. 3. Air/Oil separator drain: 15 CC/HR.



Is there leakage from A/O separator drain? NO Is B&C sump leakage out of limit?



YES YES



Go to E – A/O separator system T/S? Go to F – B&C sump pressurization and vent system T/S



NO Is TGB leakage out of limit?



NO



Go to C – A sump leakage



YES Disconnect lines from gang drain manifold to isolate faulty component. Is a steady stream of oil draining from one or more components? NO Go to C – A-sump leakage T/S?



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YES



Replace Faulty Component



C.



A-SUMP LEAKAGE T/S



Is oil seeping from the lower VSV lever arms or HPC split line?



YES



Comply with SB 075 – IGB end cap



NO NO BSI HPC stages 3-6. Wet with oil?



Go to D – D-Sump pressurization and vent system T/S?



YES Remove TGB/AGB drains. Does less than 1 gallon of oil drain?



YES



Check A/B ejector for suction and pressurization .. 4-6 PSIG. Is suction and pressure OK?



YES



NO Replace L&S pump with 6 element pump (GT)



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Replace L&S pump with 6 element pump – Monitor consumption



NO



Remove A-sump and AGB scavenge lines and check for obstructions in lines and screens



Are there obstructions?



NO



YES



NO



YES



Is a 6 element L&S pump Installed (GT)?



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Clear obstruction or replace ejector



Replace No. 3 A/O seal



Clear obstructions and monitor oil consumption



D.



D-SUMP PRESSURIZATION AND VENT SYSTEM T/S



Check C/D sump ejector for suction and manifold system for leaks. Suction or Leaks?



YES



Replace air ejector or repair leaks. Monitor consumption



NO



Remove D-sump vent piping and check for obstructions. Obstructions Found?



YES



Clear obstructions and monitor oil consumption



NO



Remove D-sump drain (scavenge line). Does more than 1 gallon of oil drain? NO D-sump has internal leak and will require PT removal for further troubleshooting



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YES Replace L&S pump



E.



AIR/OIL SEPARATOR SYSTEM TROUBLESHOOTING



Check A/O separator discharge piping drain for excessive oil drainage. Excessive oil?



NO



Go to F – B&C Sump pressurization and vent sys T/s



NO



Replace L&S pump and monitor consumption



YES Is a 6 element L&S pump installed (GT)? YES YES



Check A/O separator discharge piping for obstruction, including flame arrester. Obstruction?



Clear obstruction and monitor consumption



NO Remove A/O separator cover and check cover seals and impeller



Are cover seals damaged?



YES



Replace cover and monitor consumption



NO Is impeller cracked or seal teeth damaged?



YES



NO Check A/O separator pressurization as follows: 1. Disconnect pressurization line at separator (if no tap) 2. Operate engine at 7,000 to 7,200 RPM core speed 3. Check for suction at air ejector and 4-6 PSIG



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Replace A/O separator and monitor consumption



Go to E –1 on next page



E-1.



AIR/OIL SEPARATOR SYSTEM T/S CONTINUED



Was there suction at the air ejector?



NO



Replace air ejector and monitor consumption



YES YES Was there 4-6 PSIG pressure?



Check A/O separator scavenge line for obstruction. Obstruction found?



NO NO



YES



Replace L&S pump Clear obstruction & monitor consumption



Check pressurization line for obstructions or leaks. Obstructions or leaks? NO



Go to F – B&C sump pressurization and vent system T/S



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YES



Clear obstructions or repair leaks and monitor consumption



F-1.



B-SUMP PRESSURIZATION AND VENT SYSTM T/S



1. Remove B-sump frame piping (if installed) from engine vent horn 2. With engine at idle, check for heavy oil mist Heavy oil mist?



NO



Check vent piping for obstructions. Obstructions found? NO



YES



YES Go to E Clear obstructions and monitor consumption



Check ejector for suction. Suction?



NO



Check ejector piping for leaks. Leaks found? NO



YES



Replace ejector and monitor consumption Remove B-sump scavenge system piping and check for obstructions, including screen. Obstructions?



YES



Clear obstructions and monitor consumption



NO Did a large quantity of oil drain from sump when scavenge line was removed? NO Remove engine for internal B-sump T/S



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YES



Replace L&S and monitor consumption



YES Fix leaks



F-2.



C-SUMP PRESSURIZATION AND VENT SYSTM T/S



1. Remove C-sump frame piping (if installed) from engine vent horn 2. With engine at idle, check for heavy oil mist Heavy oil mist?



NO



Check vent piping for obstructions. Obstructions found? NO



YES



YES Go to E Clear obstruction and monitor consumption



Check ejector for suction. Suction?



NO



Check ejector piping for leaks. Leaks found? NO



YES



Replace ejector and monitor consumption Remove C-sump scavenge system piping and check for obstructions, including screen. Obstructions?



YES



Clear obstructions and monitor consumption



NO Did a large quantity of oil drain from sump when scavenge line was removed? NO Remove engine for internal B-sump T/S



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YES



Replace L&S and monitor consumption



YES Fix leaks



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24



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23



22



22



C /D E je c to r D is c h a rg e P re s s u re , P S IA



A /B E je c to r D is c h a rg e P re s s u re , P S IA



LM2500 Estimated Ejector Discharge Pressures



21



20



19



18



17



20



19



18



17



16



16



15 5000



15 5000



6000



7000



8000



Corrected GG Speed, RPM



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21



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9000



6000



7000 Corrected GG Speed, RPM



8000



9000



Emissions Troubleshooting



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Scope of Presentation Where does the emission come from – Major Players › Emission/Exhaust products – Basic process for NOx and CO control – Basic process for other emission product



› Types of combustors and emission Strategies – Fuel Types



› Emission Control Systems on SAC (singular Annular Combustor) Engines › Emission Control on DLE (Dry Low Emission) Engines › Fuel Quality › Some suggestions for emission control 25



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Major Factors Impacting Emissions Emission is a result of chemical reaction of two main flow streams › Engine inlet air flow › Fuel Combustor plays a major role in controlling this chemical reaction Fuel



Air



Combustor



Note: NOx present in ambient air goes through unaltered while CO and UHC may be chemically reduced 26



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Combustion Product



Types of Emission Product Exhaust Products from aero-derivative engines may include › NOX – Sum of all Nitrogen and Oxygen products like NO, NO2, N2O…



› › › › › › › › 27



CO CO2 Unburned Hydro Carbons (UHC) Carbon/particulate H2O vapors O2 N2 SO2/SO3 GE Proprietary - Subject to Restrictions on Cover Page



Types of Emission Product Primary emission products that are typically controlled or monitored › NOX › CO › UHC › Particulate › Soot/Carbon › SO2/SO3 › CO2 28



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Process for Controlling NOX/CO and UHC Fuel is ignited in the combustor resulting in high temperature at the flame location (called flame temperature) › Nitrogen and Oxygen combine at high temperatures producing NOx (NO, NO2 & N2O) › Carbon from fuel and Oxygen from air react to first create CO and then convert CO2 as the combustion process continues – Some CO is left over due to limited duration of combustion



› Hydrocarbons from fuel are consumed during combustion process – Some unburned hydrocarbon is left over



Amount of NOx produced generally increases with increasing flame temperature & duration of combustion Amount of CO is generally increases with decreasing flame temperature 29



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A limited window of flame temperature is desired for required NOx/CO



Controlling Other Products of Emission Particulate › Consists of particles of dirt and heavy metals like Sodium, Potassium, Ash, Vanadium etc usually present in the atmosphere or fuel › Usually no mechanism to reduce these except maintaining fuel and air quality & filtration Soot/Carbon › Usually a result of incomplete or inefficient burning of fuel Sulfur Oxides SO2/SO3 › Usually a result of sulfur content in fuel. 30



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Controlling Other Products of Emission CO2 › Causes Green House effect › A product of chemical reaction of carbon from fuel and oxygen from air › Amount of CO2 is directly proportional to amount of fuel – More power >> more fuel >> more CO2 – Same power but worse thermodynamic efficiency >> more fuel >> more Co2 – Inversely proportional to thermal efficiency of gas turbine 31



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Types of Combustors and Fuel for LM products SAC Combustors Gas Fuel



Liquid Fuel



DLE Combustors Gas Fuel



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Liquid Fuel



Types of NOx Control Systems Used for SAC Combustors NOx control applies on liquid & gas fuel systems No Emission Control Water Injection Steam Injection SCR used for further treatment of engine exhaust › SCR=Selective Catalytic Reduction › Usually huge and expensive › Could bring NOx/CO down to 1-5 ppm levels 33



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Dual Fuel System with water injection



Water flows in secondary manifold at upstream location



This sketch applies to Duel fuel water injected system. Hardware design for injecting water or steam varies for gas only, liquid only or duel fuel applications



NOx Control for SAC Combustors › Basic idea is to maintain flame temperature within a controlled range › Water or steam is mixed with fuel prior to igniting › When ignited, fuel burns to increase the flame temperature › Water/Steam absorbs some energy to limit the flame temperature increase › Amount of injected water/steam is controlled according to NOx requirement › Typically LM engines are capable of 25ppm NOx with Max water injection › If too much water/steam, flame temperature may become too low › Max water to fuel ratio recommended is 1.0 › Take Away › Too little water/steam may produce high NOx and too much water may cause flame out/high CO & UHC 34



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Types of NOx Control Systems Used for DLE Combustors › Applies to Gas and Liquid fuel systems › Air is mixed in fuel prior to ignition for NOx control (instead of water/steam) › Fuel pre-misers are used instead of fuel nozzles › Compressor discharge air flows through the swirler vanes of pre-mixers › Gas fuel is injected through T/E of swirlers and liquid fuel injected through the center body › Air and fuel mix before ignition takes place Compressor discharge air



Gas fuel injected at T/E of swirlers 35



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NOx Control on DLE Combustors › Basic idea is to maintain flame temperature within a controlled range › Air is mixed with fuel prior to igniting › When ignited, fuel burns to increase the flame temperature › Pre-mixed air absorbs some energy to limit the flame temperature increase › Unlike water/steam injection systems, airflow in a pre-mixer can not be externally controlled › DLE system typically contains three rows of pre-mixers placed at different radial locations › Total compressor exit airflow is distributed to all pre-mixers in a fixed ratio › Desired ratio of fuel to pre-mixed air is maintained by directing fuel to appropriate number of pre-mixers – This is physically achieved via intricate system of fuel manifolds and staging and switching valves 36



– Mapping of individual and bulk flame temperatures is the process used to maintain appropriate fuel to air ratio in all pre-mixers GE Proprietary - Subject to Restrictions on Cover Page



Gas Fuel Quality Gas Fuel › Methane › Ethane › Butane › And higher …. › Higher hydrocarbon chains are generally heavier and will result in lower Wobbe number (a quantity indicative of heating value to fuel density ratio)



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Gas Fuel Quality Fuel Quality › Most important requirement is to have adequate level of heating value which is controlled by allowing Wobbe number from 40-60 (Wobbe number is indicative of heating value to density ratio) – Low Wobbe number will require increased fuel flows which may • Impact fuel nozzle pressure drop hence cause acoustics • Limit power due to Max fuel limitations – High Wobbe # will reduce fuel flow to water/steam ratio • May cause acoustic due to low fuel nozzle pressure drop • Fuel temp. may be increased to reduce Wobbe Number 38



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Gas Fuel Quality › Water Content – Fuel must be dry. Any water content may cause icing situation in the fuel system even at high temperatures (due to high fuel pressure)



› Contamination – Heavy metal contamination (like rust) may cause plugging up of the fuel nozzles – Site fuel filtration is needed – Nozzles are equipped with screen (last chance filter) which may catch large size contamination



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Liquid Fuel Quality Liquid Fuel › Diesel, Naphtha ,,, › Liquid fuel in DLE combustors usually are more reactive, hence has potential for higher flame temperatures Fuel Quality › Diesel fuel typically has more Sulfur, Sodium, Potassium contents which may cause corrosion › Hence hardware life with liquid fuel is typically much lower 40



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Some Important Suggestions for NOx control SAC Combustors › For reduced NOX, increase water/steam injection › If CO is high, you may be injecting too much water/steam › › › › › ›



41



High Water/Steam injection may also cause flame out High emissions may be caused by fuel nozzle wear High emission levels may also be caused by quality of fuel Fuel quality may also impact hardware life Clean fuel is required to avoid fuel nozzle fouling Any water in gas fuel may cause freezing in the fuel system



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Some Important Suggestions for NOx control DLE Combustors › Mapping process is the main tool to maintain appropriate emission levels › High NOx or CO may be in one or more of the three rings › To reduce NOx, Flame temperature of the ring producing high NOx must be reduced › To reduce CO, the flame temperature of the ring producing high CO must be reduced › Dirty or fouled pre-mixers will cause high emission that may not be reduced via mapping › Fuel quality is important in keeping fuel pre-mixers in good health 42



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Engine Interface Orientation



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INDEX Gas Generator Inspection:



•Ventilation Duct



•UCP



• General Data



•Anti_Ice



•Wiring Connection



• GG Compressor Front Frame



•Exhaust Duct



•RMD



• AGB &TGB



Lube Oil System:



Fire Fighting System:



• GG HPC: Front &Rear Frame



•Synthetic Oil Console



•FF Console



• GG Compressor Rear Frame



•Synthetic Oil Cooler



•Instrumentation



• FF TMF



•Hydraulic Oil Pump



ANNEX:



Power Turbinbe Inspection



•Bleed Valve



•LM2500Base Interface



HSPT Inspection:



Fuel Gas System:



•LM2500Plus Interface



• PGT25+



•SAC System



•LM2500Base Designation Number



Starting System:



•Dual Fuel System



•LM2500Plus Designation Number



• Hydraulic Starter



•DLE System



• Pneumatic Starter



•Fuel Gas Skid



Ducts Inspection:



•Liquid Fuel Skid



• GT Enclosure



Water Washing System:



• Filter House



•On/Off Line



• Inlet Duct



•Trolley



• PGT25



Electrical System:



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Gas Generator Inspection



© 2006 General Electric Company. All Rights Reserved. This material may not be copied or distributed in whole or in part, without prior permission of the copyright owner.



Site Information: Owner: _____________________________



PM: ___________________________________



Operator ____________________________



PE: ____________________________________



Address _____________________________



PM2 ___________________________________



_____________________________



TAs ___________________________________



_____________________________



___________________________________



LM Model Designation (see annex): Type: ______________________________ Model #:____________________________ Serial #: ____________________________



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LM2500 Base & Plus



Wrong Execution • Bolt too short • Additional Spacers • Spacers not as per drw request.



47



M4 GE Proprietary - Subject to Restrictions on Cover Page



LM2500 Base & Plus



Bolts and Dowels



M5 M4



48



Note: For Plus engine use SMO9726085; For Base engine use SMO0880415 GE Proprietary - Subject to Restrictions on Cover Page



LM2500 Base & Plus



Note: The above detail is for Plus engine only.



• Any bolts loose? • Any bolts missing?



Note: This section is for Plus engine, but still good for Base engine.



49



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M6



LM2500 Base



•Check both lines for chafe. •Check both line for support



E35 A9A



LM2500 Plus 50



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•Is the support-bracket for bellmouth installed? Note: Need to be removed prior to start.



S34 •Is any WW connection not in use plugged?



Note: The picture shows a wrong plug. 51



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LM2500 Plus



WRONG



NP Code for speed pick-up cable: •RCO43932 (straight) for E12. •RCO84224 (90°) for E7.



E7 E12 •Are the cables supported? •Do they chafe to other hardware? •Are the connectors tight?



Note: Only Plus Engine; Base Engine NOT ring. 52 GE Proprietary - Subject to Restrictions on Cover Page



LM2500 Base



VSV Control



IMPORTANT: •Check for lock wire presence.



• Check



for any missing/broken hardware.



• Check for any loose fittings, nuts, etc. 53



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LM2500 Plus



VSV Control Cable NP code: • E46 & E47 – RCO43953



E46 • Check for any missing/broken hardware. • Check for any loose fittings, nuts, etc. • Check for lock wire presence. 54



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E47



LM2500 Plus L8 L9 Valve Hydr. Supply*



• Check hoses if twisted, crushed or loose.



• Check for any loose or damaged fittings.



Note: *Only DLE 55



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LM2500 Base & Plus



A17



Pad Connections



Usually for: • A17 - Fuel Pump • A19 - Starter • A14 - Hyd. Pump 56



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A19



A14



Lube & Scavange Pump Connections



LM2500 Base & Plus



L7 L5 L2 L1 L4 L3



57



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Chip Detectors Connections



E42



58



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E41



E44



E45



E43



Flexible Hoses & Cables Checks



LM2500 Base & Plus



• Check hoses if twisted, crashed or loose. • Check hoses if Laying on GG unsupported. • Check hoses if allow GG expansion. • Check for leakages. • Check cables for chasing and routing.



E6C 59



E5C



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E4C



E11C



LM2500 Plus



A12



LM2500 Base 60



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LM2500 Base & Plus Water Washing On Line



Check 3” Flexible Hose for chafing. Note: In case, put some protection (as shown) or reroute tubing. • Check clamps for loosing. • Check clamps for right size. 61



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Note: In case, reduce clamp size or put something to increase flexible hose size (as shown).



Transfer Gear Box



LM2500 Base & Plus



• Check



for any missing/broken hardware. • Check if TGB presents any bumps.



62



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LM2500 Base & Plus



•Check all external hardware for broken or missing safety wires. •Check for loose clamps and brackets.



•Check for kinks, bends, nicks, scores and loose fittings or connections. •Inspect for contact with hardware other than support brackets. 63



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LM2500 Base & Plus



•Check all external hardware (clevis, rod end bearing, etc.) for broken or missing safety wires. •Check for kinks, bends, nicks.. 64



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LM2500 Base & Plus



•Check all external hardware (rings, spacer, etc.) for broken parts. •Check clearance of the ring spacer. Note: The below table is only for LM2500 DLE



Please refer to the follow WP: -WP118 on GEK103089 for LM2500Base DLE -WP118 on GEK97310 for LM2500Base SAC -WP209 on GEK105048 for LM2500Plus DLE 65



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-WP209 on GEK105054 for LM2500Plus SAC



LM2500 Base Note: The below detail is for Base Engine.



• Check for missing VSV setting range (usually): from +35° to –5°. and/or broken hardware. Note: For real setting refer always to O&M Manuals.



66



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Base Engine



LM2500 Base & Plus



•Check lever assy for broken or missing parts. •Check for loose bolts. •Checks for external hardwares (tubing, hoses, cables, etc.) that are in contact with lever assy. Remember: the VSV, especially the lever assy, is a system in movement.



Plus Engine 67



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LM2500 Base



• Check actuator hydraulic lines for evidence of leakage. • Check for missing and/or broken hardware. Adjustable nut for setting (1 turn = 0.6 deg).



68



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LM2500 Base & Plus



E1



69



• Check for loose or broken connector.



• Confirm that Accelerometer loop has been checked.



• Confirm that cable is supported properly.



• Confirm that Accelerometer has been tested by shaker table.



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LM2500 Plus Optional Accelerometer Location



70



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LM2500 Base & Plus



•Check all external hardware (pipes, hoses, etc.) for broken or missing safety wires. •Check for kinks, bends, nicks. •Inspect for contact with hardware other than support brackets.



71



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LM2500 Base & Plus



OLD



Expandable Bolts on CRF. Note: Only DLE Version



Verify that: - S.B. 153 has been applied (the upper photo shows the old design). - All the expandable bolts have been changed every 4000 h as per IAD S.L. 2500-I-01-04.



Ref Documents: - S.B. 153 Rev. 4. - S.L. 2500_01_03R1. - S.L. 2500_01_04R1. - S.L. 2500_99_06R1.



72



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LM2500 Base & Plus



• Check if tick welding is in place.



New design bolts pins on CRF. No further actions are required. 73



GE Proprietary - Subject to Restrictions on Cover Page



LM2500 Base & Plus Note: for Base Engine E30B T3 sensor is optional.



Base Engine



E30B Base Engine



E30A



Plus Engine



Plus Engine 74



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LM2500 Base & Plus



• B sump flexible hose that rest on T3 cable would degrade prematurely. Reroute properly. • T3 cables that rest on GG pipes, would degrade prematurely. support accordingly



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IDM Requirement



PS3 (96CD-1/2)



LM2500 Base & Plus



Compressor Discharge Trnsmitter It is recommended that the PS3 transducers be located off engine in a relatively cool, dry, and vibration free location and each connected to the engine with stainless steel tubing of 0.375 inch (0.95 cm) outside diameter and not longer than 15 feet. Compressor discharge pressure taps are provided on the gas generator for attachment of each the connecting lines. If the transducer (pressure transmitter) or any portion of the connecting line is located below the interface, a water trap must be located in the low point of the line and all portions of the line must drain to the water trap. The water trap can be constructed by bending a "U" in the tube and must have a weep hole as shown to bleed off any condensate. It is recommended that the PS3 transducer be located within 6 to 10 inches of the low point to avoid freezing of condensate in the portion of the line that has static air. Alternatively, the PS3 line can be uniformly sloped to assure that any moisture drains back to the combustor case.



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LM2500 Base & Plus PS3 (96CD-1/2) Compressor Discharge Trnsmitter Typical Connecton shows on P&ID. Note: For DLE engines, it is mandatory to have two separate connection points.



• Is the line installed? • Do any fittings and/or hoses are loose? • Max PS3 line length? 77



GE Proprietary - Subject to Restrictions on Cover Page



Note: If the PS3 ports on the engine is not the lowest point from the engine PS3 port to the transducer a weep hole has to be included in the line to the transducer.



TIPS!!!



LM2500 Base & Plus PS3 (96CD-1/2) Compressor Discharge Trnsmitter



• Usually there is no manifold or isolation valve on all GG transmitter. • Usually for SAC engines there are two PS3 transmitters with only one PS3 port on GG. Make sure that there is no additional line to pressure gage and/or others. • Usually the flexible hose is not connected directly to the GG. It should be installed a spool of tubing between GG case and hose.



78



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LM2500 Base & Plus Combustion Chamber (General Arrangment) The CC of both type is located into CRF.



DLE



SAC 79



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It can be checked only trough inspection access holes around CRF downstream of the burners and/or premixers.



LM2500 Base & Plus Note: Only DLE Version



Combustion Chamber (Shield on CRF)



• Check for kinks, bends, nicks and scores. • Check for missing bolts, nuts and spacer. Refer always to GEKs Manuals. 80



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LM2500 Base & Plus



Premixer



Note: Only DLE Version



# 15 Three Cups Premixers



Outside



+



Inside



# 15 Two Cups Premixers



TIP!!!



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Two Cups premixer has a pin.



LM2500 Base & Plus Fuel Nozzle Different type of Fuel Nozzle:



1



2



Exemple of Dual Fuel Burner:



3



- gas only



L31810G04



- dual fuel (A)



L31809P09



- dual fuel (BC)



L31809P10



- liquid only



9016M58P06



- gas/water



L31809P08



- gas/steam



L31957G03



- liquid/steam



L31809P11



- liquid/water



L31809P11



- dual steam



L47449P01



1.



Primary Line (Liquid)



2.



Secondary Line (Liquid)



• Check for any loose hardware (nozzles, fittings, etc.).



3.



Natural Gas



• Check for kinks, nicks, scores and dents.



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LM2500 Base & Plus Spark Plug (Igniter) INSTALLATION and CHECK: - for LM2500+ SAC refer to WP103 on GEK105054 - for LM2500 SAC refer to WP106 on GEK97310



SAC



- for LM2500+ DLE refer to WP103 on GEK105048 - for LM2500 DLE refer to WP106 on GEK103089



GE code: L43450P01 (SAC) GE code: 9392M95P04 (DLE)



DLE 83



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Note: during pre-commissioning phase, the igniter has to be test (sparking).



LM2500 Base & Plus Spark Plug (Igniter)



• Support Igniter cable to prevent contact with other hardware. SAC



• Route properly Igniter cable to avoid any chafing. • Tighten Igniter nut onto CRF and then safety wire to complete installation.



DLE 84



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Note: If the second igniter (optional) is installed and not used, remove it and install a proper plug.



Note: Both type (DLE & SAC).



LM2500 Base & Plus



Flame Detector • Support flame detector cable to prevent contact with other hardware.



4 • Route properly FD cable to avoid any chafing. • Tight properly FD onto FD support bracket. Note: Usually the bolts for FD are not supplied with GG. FD Locations:



10 85



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- 4:00 o’clock. - 10:00 o’clock



LM2500 Base & Plus



Acoustic Sensor



Note: Only DLE Version



• Check if AC have been calibrated/checked properly. • Check if the connection are properly tight. • Check loop. Connection tags: Off Engine



- E39A (Left) - E39B (Left)



On Engine In case your Bently Nevada system is 3300 make sure the head scale of the monitor is 10 psi PK-PK. If not do the following procedure: - Install N°2 jumper W4C and W4D on 3300/16 monitor - Modify the name plate of the scale factor as 50mV/psi - Replace the name plate on 86517 interface module with another one with the correct sensibility - Check the system calibration 86



GE Proprietary - Subject to Restrictions on Cover Page Installation Diagram



Acoustic Sensor



NOTE: THIS PROCEDURE MUST BE CARRY OUT IF A CHARGE GENERATOR IS NOT AVAILABLE ON SITE



LM2500 Base & Plus Note: Only DLE Version



POWER C1 COM



AMPLIFICATORE DI CARICA BENTLY NEVADA



FREQUENCY GENERATOR



TO BENTLY NEVA MONITOR FILT.OUT +



C2 FILT.OUT -



------- mV



CALIBRATION CHECKOUT KIT: - N° 2 100 pF condenser - N° 1 Frequency generator - N° 1 Multimeter



Voltmeter



Sensibility of pressure transducer (PX 36) is 16 pC each PSI



V= Q/C Where: Q= misured charge in COULOMBS C= condenser capacity in FARAD The purpose is to simulate the charge to the amplifier in order to check the reading on the Bently Nevada monitor. To do that, set the frequency using the generator to 600 Herz and than changing the amplitude we find the Volts (V) to apply to the condenser in order to obtain the pressure in "psi" (to be read on B.N. monitor). 1/Ceq= 1/C1 + 1/C2 1/Ceq= (C2 + C1) / (C1*C2) Ceq= (C1*C2) / (C2+C1) Ceq= (100*100) / 200 = 50pF V= Q/C = 16 (pC) / 50 (pF) = 0.32 V Vrms= V /2sqr = 0.32 / 1.41 = 0.226 V



Carry out the pressure transducer check following the next table:



CHARGE



mVOLTS RMS (read on m ultim eter)



16 32 48 64 80



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226,3 452,5 678,8 905,1 1131,4



mV



AMPLITUDE



MONITOR B.N.READING PSI PK PK



(to be s et us ing frequency generator)



320 640 960 1280 1600



2 4 6 8 10



Note:



this slide and the previous two are also published onto Technical Support Quickplace.



Acoustic Sensor



LM2500 Base & Plus Note: Only DLE Version



ACOUSTICS SIGNAL CONDITIONER CHECKOUT PROCEDURE TSU 109 Charge Generator The charge generator outputs a sinusoidal picoCoulomb charge, using magnitudes dialed on the potentiometer and frequency dialed on the counter. The input magnitude is in peak levels (not peak-to-peak!). All calibration check values listed below are in units to be set on the TSU 109, and the expected output read at the control monitor (peak-to-peak). Default is with the output set at 16 pC peak and a frequency of 600 Hz coressponding to 2.0 psi peak to peak. Use this as a starting point during checkout. Note that there is a locking mechanism on the potentiometer which must be moved counter-clockwise to allow the pot. to turn freely. The CHECK BAT / OPERATE toggle switch is nominally centered in the off position. To check battery, pull this toggle up to insure that the batteries are healthy. If the batteries are OK, both the +9V and the -9V LED will light up. If this does not happen, the batteries should be replaced. To operate, push this toggle down. For extended operation during checkout, you may use a rubber band to hold the switch in the OPERATION position. You will need a cable with a mating Vibrometer Lemo connector. Plug this cable into the TSU 109 and plug the connector into the off-engine cable when ready to perform testing. The off-engine cable is that to which the sensor would normally mate. To operate: Set the “O/P” switch in the “Sym” position. Set the frequency at 600 Hz. Set the multiplier to “nx1”. Unlock the potentiometer and turn the knob until the digit in the window corresponds to the first digit (tens) of the set point charge value and the hundred scaled button of the potentiometer to the number corresponding to the second digit (units) of the set point charge value. Lock the potentiometer. Record signal conditioner output value. Repeat above steps until all values in the following table have been checked.



TABLE A-1 ACOUSTIC SENSOR CALIBRATION POINTS TSU 109 Input Amplitude (pC Peak) (1) (2) (3) (4) (8)



6 2 8 4 0



TSU 109 Equivalent Output (psi peak-peak)



Expected Signal Conditioner Output (mA)



2 4 6 8 10



7.2 10.4 13.6 16.8 20.0



NOTES: (1) The Vibrometer RSI signal conditioner should have been calibrated at the factory for a sensor with an output of 16 pC/psi peak and a range of 0 to 10 psi peak-peak. This range has been used to determine the expected milliAmp level in the table above. (2) Typically, OEM’s use 4-20 mA outputs to their control system. The above Expected mA output levels have been provided for your convenience. If you have a better way at the control system of determining the output level, feel free to use it!



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CRF Drain Port



LM2500 Base & Plus



When the engine is brand new, the D10 connection port is hided by a square cover at 6 Note: Only DLE Version o’clock. · Line parts starting from GG connection: - adapter $1”x 3/4”npt-f (RRR20308) - adapter $3/4”npt-m x 3/4”(RCR46088-rcr23783) - elbow connection $3/4” (RCR24063) - tubing 3/4” & so on…..



D10 •Check for chafing and/or contact with other hardware. •Check for any loose fittings and/or missing hardware. •Check the presence of a ball valve at the basement limit (it should be closed). 89



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LM2500 Base & Plus



Fuel Manifold Exemple of two different type of fuel manifold: 1.



DLE manifold



2.



Dual Fuel Manifold



In General: • Check all external hardware (pipes, hoses, etc.) for broken or missing safety wires. • Check hoses if twisted, crushed or loose. • Check for loose clamps and brackets. • Check for any loose fittings. 90



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HP Recoup



LM2500 Base & Plus



When the engine is brand new, the HPR connection port are plugged off.



A32



91



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Two HPR ports are present on GG: A31 situated on right side and A32 situated on left side.



Note: see next slide for orifice size.



LM2500 Base & Plus



HP Recoup



In general:



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LM2500 Base & Plus



HP Recoup For Maintenance refer to: - for LM2500+ SAC refer to WP 417 on GEK105054 - for LM2500 SAC refer to 4-12.28 on GEK97310 - for LM2500+ DLE refer to WP 417 on GEK105048 - for LM2500 DLE refer to 4-12.7 on GEK103089



Note: The above picture shows a perfect installation:



• Check for contact (chafing) with other hardware.



1.



Fitting tight with proper gasket.



2.



Interconnection fittings tight.



• Check hoses if twisted, crushed or loose.



3.



Spool of tubing between GG and Flexible hose.



• Check for any loose fittings.



4.



No contact with other hardware.



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Turbine Mid Frame



LM2500 Base & Plus



• Check for kinks, nicks, scores and color. • Check for missing bolts and nuts. • Check for loosing pipes.



The picture shows TMF upper side. 94



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Turbine Mid Frame



LM2500 Base & Plus



(STRUTS)



8



• Check pipes for kinks, nicks or any damages. • Check for missing/loosing bolts and nuts.



7



6 95



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5



LM2500 Base & Plus



Turbine Mid Frame D5 & A13



D5 A13



• Check hoses if twisted, crushed or loose. • Check hoses for support. • Check hoses to allow for GG expansion. • Check for leakages.



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E21A E21B



LM2500 Base & Plus



Turbine Mid Frame T5.4 or T4.8



• Are the cables supported? • Do they chafe on other hardware? • Are the connectors tight? • Check TC’s for integrity and loosing nuts.



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DLE Troubleshooting



98



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Goals of Presentation › Review Basic Troubleshooting Tools › Review Troubleshooting Techniques – Refer O&M Troubleshooting section for details



› Present “Real Life” Examples



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DLE Combustion Principles Temp limit to meet both NOx & CO requirements



NOx



25ppm



CO Limit



NOx Limit



Flame Temperature • Low NOx and CO emissions occur in a narrow band of flame temperatures



100



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Flame Temperature



CO



4 Stage Combustor



Excessive NOx B



BC



AB



ABC



Excessive CO / Blowout



Power • Lean Pre-mixed Combustion with Fuel Staging used to maintain the narrow flame temperature window



Keys to DLE Troubleshooting ALL commonly encountered DLE specific operability issues result from either › violation of a flame temperature boundary › Most commonly result from measurement error or › control action to prevent engine damage › Examples: – High Emissions – NOx and/or CO – Steps-to-Idle – Trips – Maximum Power Limitation – Power Reductions – Failure to Start 101



GE Proprietary - Subject to Restrictions on Cover Page



Sources of Control Flame Temperature Error CONTROL Flame Temperature calculated not measured › uses fuel properties, metered fuel flow, T3 and combustor airflow › Critical Parameters: PS3, T3, FMV position, FMV upstream and downstream pressure (GP1, GP2), LHV, SG – Any of above parameters will introduce error into flame temperature calculation – Any leakage between metering valve and combustor will result in high calculated flame temperature



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Parameter Sensitivity BULK TFLAME ERROR (Degrees) 0



5



10



15



20



25



30



35



40



PS3 (3.162 psi) Fuel Flow (3.0%) LHV (1.0%) SG (1.0 %) T3SEL (6.5 degF) T2SEL(1.414 degF) CDPSEL (0.707%) NGGSEL: (10 rpm) ST8SEL (0.707%)



103



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Bu



Useful Data Sources: › Alarm Log for event › High Speed Data Log showing event – 160 ms capture rate – Minimum Parameter list in appendix



› Long term trending Data › Data from last mapping



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Step 1 - Define the Problem Understand and clarify the problem › High emissions (is measurement system calibrated?) , › Acoustic trips – Measurement system OK? • PX36B within 25% of PX36A at time of trip? • Neither signal erratic



› In what mode is problem occurring (BRNDMD) – Is problem related to one ring or to all?



› Steady state or transient › Low or high power When was the problem first observed? › Gradual change over several weeks / months › Step change 105



GE Proprietary - Subject to Restrictions on Cover Page



Step 2 - Check Instrumentation › Fuel gas properties – Is LHVSEL = LHV raw? Is LHV typical for site? – Same for S.G.



› Pressure sensors – PS3 system • Differences between sensors • Leaks in sensing tubes / water in tubes – Fuel pressure (GP) sensors • Differences between channels A & B



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Step 3 -Review High Speed Log If check and calibration of instrumentation does not resolve issue, examine High Speed Log › All input signals free of excessive noise › Input signals behavior consistent › Fuel Metering Valves and bleeds following demand – – – –



FMVxSEL vs. FMVxDMD for all 3 valves VBVSEL vs. VBVDMD ST8SEL vs. ST8DMD CDPSEL vs. CDPDMD



> Look for Indications of Partial blowout – Usually occurs in A or C rings – causes increased firing of B ring to maintain power • NOx emissions increase • CO emissions typically increase – Possible Acoustics Increase 107



GE Proprietary - Subject to Restrictions on Cover Page



Identifying Partial Blowout › Condition where “A” and/or “C” rings partially blow out › Control Maintains Power if Possible by adding fuel to “B” ring – Pilot FMV opens – parameter FMVPSEL increases – Blowout parameter WFQPERRCORR increases – May cause Acoustic (PX36) increase



› Control assumes all fuel is burned – calculated flame temperature TFLCYC increases



› Increase of temperature causes closure of bleeds – Percentage bleed DWB36PCT decreases



› If bleeds are closed percentage Tflame TFLAMEPCT increases › May stage up to next higher mode (increase in BRNDMD)



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Step 4 - Trending Data Used to detect gradual system change › Blockage of premixers › Leakage downstream of metering valve › Fuel Metering Issues – Blockage – Calibration



109



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Trending Fuel Flow Parameters Parameters WFNOZINRFF, WFNOZOTRFF, WFNOZPILFF › Parameter is ratio WF 36measured WF 36calculated



– WF36calculated is based on Pressure Ratio and (assumed) fuel nozzle flow function – Parameter varies with power level and burner mode – Rule of thumb: Change > 10% is significant



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Significance of WFNOZZ Changes: WFNOZZ Shift High: – Leak between FMV and fuel nozzle • Inspect • Leak Check per WP – Blockage of FMV • Check for Sulfur Contamination – GP2 sensor reading low • Check Sensor lines for leaks



WFNOZZ Shift Low: – Premixer Blockage • Flow Check Per WP



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Other Checks › Is gas supply pressure significantly different than normal › Inlet filter pressure drop › Any other parameters which may have changed › Water wash if compressor is dirty or efficiency is down



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Fault finding –staging valves › Leaking staging valves can lead to high CO/UHC in mixed burner modes (BC/AB) › Root cause for leakage usually wear or contamination › Identify suspect valves with leak test blanking F1B › Test individual valves or return to OEM for test & repair



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Examples



Example #1 LM2500+ DLE Mechanical Drive › Reported Symptoms – Engine operating in ABC Mode, Bleeds Closed – NGG oscillating ~ 250 rpm with no change in power demand – Acoustics Unstable 1.6 – 4.0 psid



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Core Speed vs. PT Speed demand 10000



5



9000



4.5



8000



4



Unstable Core Speed



6000



3.5 3



5000



2.5



4000



2



3000



1.5



2000



1



Constant PT Speed Demand



1000



0.5



0



0 0



1



2



3



4



Time (s)



116



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5



6



7



PX36 (psid)



Speed (rpm)



7000



Flame Temperature / Blowout Parameter 180



45



Blowout Parameter



40



140



35



120



30



100



25



80



20



60



15



40



10



20



5



TFLAMEPCT



0



0 0



1



2



3



4



5



Time (s)



Cycling of TFLAME and Blowout Parameter - Blowout Driven 117



GE Proprietary - Subject to Restrictions on Cover Page



6



7



WFQPERRCOR



TFLAMEPCT



160



Ring Temperature Demands Outer Ring



3250



780 3200 3150



740



3100



720



3050



700



3000



680



2950



660



T3



2900



640



Inner Ring



2850



620



2800



600 0



1



2



3



4



5



6



Time (s)



Ring Temperatures scheduled as f(T3) 118



GE Proprietary - Subject to Restrictions on Cover Page



7



T3 (deg F)



TFLIREF, TFLOREF (deg F)



760



Sequence of Events › Partial Blowout Occurs on C-ring – – – – –



Fuel Added to B-ring – TFLAMEPCT Increases Engine hits Max fuel regulator Core Speed drops T3 Drops Scheduled TFLIREF increases



› C-ring relights – – – – –



B Ring Flow Reduces Engine moves off Fuel Flow Limit Core Speed Recovers T3 increases Scheduled TFLIREF drops



› Partial Blowout of C-ring



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Example #1 - Final Root Cause Inner Ring Schedules required modification › Slope excessive in bleeds closed T3 range › Level increased to increase blowout margin Revised schedules eliminated instability



120



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Example #2 LM2500 DLE Mechanical Drive Unable to load to maximum power Stages from BC/2 to AB mode Blows out in AB Mode



121



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High Speed Data AB



30



7900



Bleed



20



7800



15



7700



10



7600



BC



5 0



7500 7400



BC/2 -5



Core Speed



-10 30:53.0 30:54.7 30:56.5 30:58.2 30:59.9 31:01.6 31:03.4 31:05.1 31:06.8 31:08.6



Bleeds fully closed in BC mode – Blowout! LHV, PS3 OK – Leaks? 122



GE Proprietary - Subject to Restrictions on Cover Page



7300 7200



NGG



DWB36PCT



25



8000



Metered Flow/Calculated Flow 1.5 1.4



Inner Ring



1.3



WFNOZZPILFF WFNOZINRFF



1.2 1.1 1



0.9



Pilot Ring



0.8 0.7 0.6 0.5 30:53.0 30:54.7 30:56.5 30:58.2 30:59.9 31:01.6 31:03.4 31:05.1 31:06.8 31:08.6



WFNOZZINRFF ~1.3 vs Historically 0.9 to 1.0 – Indicative of Leak 123



GE Proprietary - Subject to Restrictions on Cover Page



Example 2 – Root Cause A Manifold



Outer Metering Valve



Optional I/F



Cup Staging Valve



Cup



Ten sets per engine



Cup



Pressure equalization orifice piping disconnected



)(



Optional I/F



Thirty per engine



(Pilot Ring)



Cup



)(



Pilot Metering Valve



B Manifold



FUEL SHUTOFF



(Outer Ring)



(Lean Blow-out Enhancement)



Staging Valve



)(



Fifteen per engine Every other Pilot Cup Optional I/F



124



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C Manifold



Inner Metering Valve



Staging Valve Fifteen sets per engine



Cup



(Inner Ring)



Questions???



DLE Troubleshooting High Speed Data Parameter List BRNDMD DWB36PCT F_TFLCYCG LHVSEL MWSEL P2SEL P25SEL PS3_REF PS3SEL PX36SEL SGSEL T25SEL T2SEL T3_REF 126



GE Proprietary - Subject to Restrictions on Cover Page



T3SEL T48_REF T48SEL TABALI TABALO TFLAMEPCT TFLIREFG TFLMAXG TFLMING TFLOREFG TFLPDFS WF36_CNTRL WF36DMD WFINR



WFINRDMD WFMAX WFMN WFNOZINRFF WFNOZOTRFF WFNOZPILFF WFOTR WFOTRDMD WFPIL WFPLTDMD WFQPERRCOR XNPTSEL XNGGSEL



Mapping Screen Input Definitions Universal adjustments › › › › › › ›



TFLDMDJA Increase or decrease TFLMAX & TFLMIN together by same amount TFLMAXJA Increase or decrease only TFLMAX TFLMINJA Increase or decrease only TFLMIN TFLOSCHJA Increase or decrease outer ring temperature TFLISCHJA Increase or decrease Inner ring temperature ABAL ON/OFF (or MAPPING OFF/ON) Make ABAL active / inactive CLEAR ABAL Remove any ABAL adjustment



Site specific › › › ›



127



Tflame adjustment Increment Amount of change for one click of up or down arrow NetCon Data Logger Digital toggles to start, stop, and transmit DataLogs Power adjustment Enables the mapper to change power level Mapping enabled Permits mapping adjustments, usually password protected



GE Proprietary - Subject to Restrictions on Cover Page



Mapping Screen Input Definitions



128



GE Proprietary - Subject to Restrictions on Cover Page



Mapping Screen Input Definitions



129



GE Proprietary - Subject to Restrictions on Cover Page



Mapping Screen Input Definitions



130



GE Proprietary - Subject to Restrictions on Cover Page



LM1600®, LM2500®, and LMS100® are registered trademarks of the General Electric Company (USA) LM6000TM is a pending trademark of the General Electric Company (USA)



131



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