Cakerawala Platform

Taurus 60 Generator
Training Manual

SECTION 1 - INTRODUCTION TO CAKERAWALA GAS TURBINES

Turbines & Origins
There are many different types of turbines in use in the world today. Some forms are old, like the Waterwheel
(hydraulic turbine) and Windmill. Others are of more recent origin, Steam Turbines date from the 19th century
while Gas Turbines date from the 20th century. Gas Turbines were originally conceived as a means of aircraft
propulsion and were not developed for industrial use until 1947. Since then they have undergone significant
changes in design to become more powerful and efficient and capable of operation in a wide variety of
environments and applications.

Operating Principles
All turbines are basically engines that convert the energy of a moving stream of fluid (liquid / water,
steam or gas) into mechanical energy. The essential element of all turbines is a shaft with blades or
buckets arranged radially around the shaft in such a fashion that the fluid stream imparts a force to
the blades or buckets to cause the shaft to rotate. The rotational torque imparted to the shaft is then
used to provide useable power;
Examples : Waterwheel mechanical drive (corn mill) ,hydro-electric generator.
Windmill mechanical drive (water pump), generator.
Steam Turbine numerous including mechanical drives and generators.
Turbo-charger compressor driver.
Note: The rotating shaft on a Turbo-jet (aircraft engine) drives a compressor and other auxiliary
drives and uses the exhaust gases to provide thrust to push the aircraft forward.

Why Gas Turbine?

There are numerous variants to the basic operating concept of an engine that converts the energy of a
moving fluid stream into mechanical energy. What is common to all Gas Turbines is the Driving fluid which
is Gas. An aircraft Turbo-jet may use liquid fuel, but it is still a Gas Turbine because it is driven by gas, just
as the Turbo-charger is driven by the exhaust gas of a reciprocating engine and an Expander / Compressor
is driven by the gas of the process it is operating on.

Solar Taurus 60 under construction

Industrial Gas Turbine Principle of Operation

There are numerous designs and configurations of Industrial Gas Turbines, but they all operate in
essentially the same basic manner. They are heat engines and use the expanding gases of
combustion to drive the turbine shaft. They operate under what is called the Brayton Cycle. Unlike the
reciprocating Internal Combustion engine which also uses the expanding combustion gases to drive
its pistons and operates under the Otto Cycle; the Gas Turbine has continuous combustion to
provide continuous torque to the turbine shaft. They do not need a flywheel to dampen the
intermittent cylinder combustion of the Internal Combustion engine and do not develop the high
internal pressures encountered in the cylinders of a reciprocating engine.

The Brayton Cycle

Brayton Cycle

In order to begin and then sustain combustion, an

oxidizer (oxygen) must be combined with the fuel and
ignited. Free air contains nearly 21% oxygen and like
the internal combustion engine, this is used
air, the remaind by being drawn in and compressed,
(compression Brayton Cycle 1>2).
It is then mixed with the fuel and ignited and
combustion occurs, (Brayton Cycle 2>3).
The combustion gases expand rapidly, (expansion,
Brayton Cycle 3>7) and drive the turbine shaft.
The expanding gases are then allowed to exhaust to
atmosphere (Brayton Cycle 7>1) where the
remainder of their heat energy is dissipated (the
temperature falls).
Note from diagram (A) that pressure only increases
from 1>2 where it is at a maximum and is designed
so that there is no increase in pressure at
combustion. The points in the diagrams (1,2,3,7) are
Engine Data Points commonly used to indicate
particular locations throughout the engine gas path
(refer to diagram on page 1.3).

This is the basis on which all Industrial Gas Turbines

operate and will be more fully explained in the
modules that follow.
At this stage it is worth noting that although only
about of the air that is drawn into the engine is
used for combustion, the bulk of the remainder is
used for cooling and this still contributes to
expansion.
About 2/3 of the total power developed is used to compress air, the remainder is used to drive loads.
Most machines are as described and are referred to as Open Cycle units. However, some using
Recuperators, while others use Waste Heat Recovery Units to extract heat from the exhaust to be
used elsewhere, for example to raise steam.

Principle to Practice
As the thermodynamic principle on which Gas Turbines operate has been mentioned, how this is
achieved in practice can now be considered. On Cakerawala, Solar Taurus 60 Generator sets are
installed. While other manufacturers use different arrangements these machines are typical of the
most common internal mechanical arrangements generally used.
The Taurus 60generator sets are referred to as a Single Shaft arrangement. The Single Shaft
configuration is the least complicated arrangement and will be considered first.
T3
P3

Data Points T1, etc

T1
P1

T5
P5

T2
P2

Typical Single Shaft Cold End Drive Data Points

Typical Single Shaft (Cold End Drive)

The drawing above shows the engine internal arrangement and the Data Points in the gas path. Air
from the atmosphere is drawn in through the Air Inlet (T1, P1) by the Compressor Rotor Assembly,
which is mounted on a common shaft connected to the Turbine Rotor Assembly at the RH end and
the Engine Output Shaft at the LH end. As the Engine Output Shaft is at the cooler Air Inlet end and
not at the hotter Turbine Exhaust end it is referred to as Cold End Drive.
The compressed air leaves the compressor and enters the Diffuser (T2,P2) where its pressure(P2) is
greatest and the temperature (T2) has also increased about 260C [@ 500F] above T1. Fuel Gas
from the Fuel Gas Manifold is mixed with air from the Air Manifold and injected into the Combustion
Chamber through Fuel Injectors where it is burnt after having been initially ignited by the Igniter Torch
at the start. Combustion causes the temperature to increase to about 2800F and the volume to also
increase greatly. The Combustion Chamber is constructed to allow cooler air to enter and direct the
hot gases away from the Combustion Chamber liners (to minimise heat damage and to cool the hot
gas) and into the Turbine assembly without increasing the pressure. The temperature at the inlet of
the Turbine (T3) sometimes referred to as TRIT (Turbine Rotor Inlet Temperature) is generally not
monitored, but the temperature at the inlet of the last stage (T5) invariably is and can be used as an
indication of the heat energy in the engine. After exiting the turbine section the gases are directed
away to atmosphere through the Turbine Exhaust (T7) and any external ducting.

T7
P7

Cakerawala Solar Turbo-Machinery

The following machine packages installed on Cakerawala Platform:GQ 7500 Solar Taurus 60 Generator Natural Gas Fuel / Liquid Fuel
GQ 7520 Solar Taurus 60 Generator Natural Gas Fuel / Liquid Fuel
GQ 7540 Solar Taurus 60 Generator Natural Gas Fuel
GQ 7560 Solar Taurus 60 Generator Natural Gas Fuel
These engines are designed to operate with high CO2 content
These engines were mentioned earlier (Page 1.3) and will now be described in more detail, with
material largely quoted from the Solar Manuals available on site.

SAFETY
Industrial Gas Turbines are high speed rotating heat engines which can present many
potential hazards and caution must be exercised at all times, not only when in the vicinity of
the Turbine package, but also when operating remotely. The following WARNING should be
understood and heeded at all times. Appendix A of these notes contains the Solar Operations
Manual Safety Guides which must be understood and should be used as a guide to the safe
operation and maintenance of the packages.

WARNING
1. Operation of the unit may be performed only when conditions indicate it is safe to
proceed. Dangerously explosive accumulations of natural gas, fuel fumes, oil tank vent
leakage, or solvent fumes must be avoided at all times. This is done by proper
ventilation, elimination of leaks, and by confining the use of solvents to appropriate
maintenance facilities.
2. Appropriate hearing and eye protection must be used by operating and maintenance
personnel in the vicinity of the operating machine.
3. Turn off electrical power. Tag control devices to prevent electrical shock and starting
of unit while unit is shut down.
4. Allow sufficient time for piping and system components to cool. Components can
become extremely hot and cause burns if touched with unprotected hands.
5. Do not allow fluids to come in contact with hot surfaces. Fluids discharged from lines
or fittings may be flammable and could cause a fire hazard.
6. Depressurize system before loosening line fittings or removing components. High
pressure lines or jetstreams can cause serious injury.

TURBINE PACKAGE INSPECTION ON-LINE

YOU MUST HAVE A PERMIT TO WORK ON ANY PART OF THE TURBINE PACKAGE

Before Opening Package Doors

1. Contact control room operator for permission to enter and to disarm fire
system.
2. Disarm fire system. If fire system is not disarmed it may discharge
3. Take care when opening package doors. Inside package is pressurised
and doors will open hard and fast
4. Carry out inspection
Closing Package Doors
1. Take care. They are hard to close against the inside pressure and may
require help to close.
2. Relock doors.
3. Rearm fire system.
4. Contact control room operator and notify you have finished inspection,
fire system is re-armed and doors are locked.

NOTE - ORIENTATION
Directional references on the unit (right side, left side, forward, and aft) are
established by viewing the unit facing the engine exhaust (aft) end and looking
forward.

AFT

Orientation Diagram

LEFT

RIGHT

FORWARD

Taurus 60 GAS TURBINE-DRIVEN GENERATOR SET

General Package Description

The Taurus 60 Gas Turbine-Driven Generator Set consists of an axial-flow turbine engine, a
generator, and gear unit. These elements are installed in-line on a steel base frame, a structural
weldment with beam sections and cross members forming a rigid foundation. Machined mounting
surfaces on the base facilitate alignment of major components. The gear unit input shaft is connected
with the engine compressor rotor nose cone hub with a splined sleeve coupling. A mating flange
bolted to the engine air inlet housing attaches the assemblies.
The generator input shaft is aligned with the gear unit output shaft, and the shafts are connected with
a flexible shear coupling in a protective cover.

Components
The generator sets accessories include the start, fuel, electrical control, lube oil, pneumatically
controlled air systems, and a governor.

MAJOR COMPONENTS AND SYSTEM

Taurus 60 Gas Turbine Generator Set

Air Inlet
Assembly

Exhaust
Assembly

Generator

Turbine
Engine

Starter
Motor

Package Base Frame

Taurus 60 Gas Turbine Engine

Air Inlet

Compressor Assembly

Combustor Assembly

Fuel
Injectors

Compressor
Diffuser

Gas Fuel Manifolds

Lube Oil Filters

The turbine engine is the package power plant. Air is drawn into the compressor section through the
air inlet and is compressed. Fuel is added to the compressed air in the combustor and is ignited. After
combustion, hot gases expand through turbine nozzles and drive the turbine rotor. The turbine drives
the engine compressor, accessories, and generator. Air and combustion gases are discharged to the
atmosphere through the exhaust system. Major components include air inlet, engine compressor,
compressor diffuser, combustor, turbines, exhaust diffuser and exhaust collector.

Generator
The genator, the driven equipment, transforms Mechanical energy to electrical energy. The
Generator is bolted to the raised mounting pads on The base, in alignment with the gear unit. The
Standard generator set has a two-bearing, revolving field-type, three-phase, ac generator, of
dripproof construction, with damper windings and a direct- connected brushless exciter,controlled by
a Voltage Regulator (AVR).

Electrical Generator
Coupling Guard

Drive End
Non-Drive End

Voltage Regulator

Gear Unit
The two-stage, epicyclic gear unit transmits
power from turbine engine to the electrical
generator and also drives the main lube oil pump.
The unit will sustain momentary overloads of
up to approximately eight times normal operating
torque. The lube oil system lubricates bearings
and the gear train. The engine air system pressurizes
the bearing oil seals

Start System
The start system includes starter and control
devices. The starter rotates the engine to selfsustaining speed, where the starter shuts down,
the starter clutch overruns, and the engine
accelerates under its own power to loading speed.

Starter Motor

Fuel System
The fuel system regulates fuel flow. The dual fuel systemis a combination gas fuel and liquid (diesel)
fuel system.Specially designed components, mechanical linkages, solenoid-operated valves and
other devices combine the gas fuel system and the liquid fuel system into a single intergrated system.

Primary Gas Fuel Valve

Secondary Gas Fuel

Control Valve

Gas Fuel Valves

Electronic
Gas Fuel
Control Valve

Lube Oil System

Supplied from the base frame reservoir, the lube oil system circulates pressurized oil to hydraulic
subsystems and to the turbine engine, gear unit and starter motor to gear unit drive connection. An oil
cooler and a thermostatic oil control valve maintain oil temperature.
Oil Reservoir

Filler Cap

Lube Oil Filters

Electrical System
The 24 Vdc electrical control system
monitors the engine and generator
and controls normal
and emergency (malfunction)
shutdowns. In operation, the
electrical control system protects the
engine and driven equipment from
damage from hazards such as
overspeed, high engine temperature
and vibration levels, low lube oil
pressure, excessive oil temperature
and generator over or undervoltages
and high winding temperature.

Turbotronics Display

The control system wiring is routed

via control and monitoring junction
boxes on the package skid to the
Turbotronics panel located in the MCC. Display of engine and generator operational conditions is
available on theTurbotronics panel , along with indicator lights and pushbutton and other switches to
display and control operational status. A gauge panel is also installed on the engine package to show
some engine operating conditions.

Taurus 60 Single Shaft Turbine Sectional View

Bleed Valve

Injector
Gas Ring
Air Inlet

Exhaust
Power Turbine
Gas Producer
Combustor
Compressor
Accessory Gearbox

SAFETY
WARNING
1. Operation of the unit may be performed only when conditions indicate it is safe to proceed.
2. Dangerously explosive accumulations of natural gas, fuel fumes, oil tank vent leakage, or
solvent fumes must be avoided at all times. This is done by proper ventilation, elimination of
leaks, and by confining the use of solvents to appropriate maintenance facilities.
3. Appropriate hearing and eye protection must be used by operating and maintenance
personnel in the vicinity of the operating machine.
4. Turn off electrical power. Tag control devices to prevent electrical shock and starting of unit
while unit is shut down.
5. Allow sufficient time for piping and system components to cool. Components can become
extremely hot and cause burns if touched with unprotected hands.
6. Do not allow fluids to come in contact with hot surfaces. Fluids discharged from lines or
fittings may be flammable and could cause a fire hazard.
7. Depressurize system before loosening line fittings or removing components. High pressure
lines or jetstreams can cause serious injury.

Turbine inspection-On Line

Before opening Turbine package doors.
1. Contact control room operator for permission to enter and to disarm fire system.
2. Disarm fire system. If fire system is not disarmed it may discharge
3. Take care when opening package doors. Inside package is pressurised and doors will open
hard and fast
4. Carry out inspection
Closing turbine package doors.
1.
2.
3.
4.

Take care. They are hard to close against the inside pressure and may require help to close.
Rearm fire system
Relock door
Contact control room operator and tell you have finished inspection, fire system is rearmed
and doors are locked.

YOU MUST HAVE A PERMIT TO WORK ON THE TURBINE PACKAGE

SECTION 2 - CAKERAWALA GAS TURBINE START SYSTEMS

Taurus 60 START SYSTEM
GENERAL DESCRIPTION
When the start/crank cycle is initiated, a timed prelube sequence is activated. As the prelube cycle
times out, the control system directs power to Variable Frequency Drive (VFD430) which provides
starting power to Starter Motor (B330). Initially, variable frequency drive VFD430 provides a low
frequency ac voltage to motor B330 to begin rotation. The frequency and voltage to motor B330 are
then ramped up to accelerate the engine to purging speed. Correct engine purging speed is
maintained by a programmed fixed current limit to motor B330. At the same time, the fuel valves are
opened, light-off is attempted, and the control system increases motor velocity, causing motor B330
to start ramping from purge speed to starter dropout speed. As the engine reaches dropout speed,
variable frequency drive
VFD430 is de-energized by the control system, cutting power to motor B330, and the motor clutch is
disengaged.
The ac direct start system provides the starting power for the engine. The start system includes the
following:
Starter motor
Radio Interference Filter
Monitoring Relay
Variable frequency drive
Starter Motor
Starter Motor (B330), installed
a mounting flange on the front
the accessory drive pad, is a
squirrel cage induction, 15minute inverter duty,
polyphase-type motor. The
motor provides high
breakaway torque, and will
accelerate the engine from
standstill to starter dropout
speed. The motor power is
provided by Variable
Frequency Drive (VFD430)
and the motor is protected
from thermal overload by
Monitoring Relay (RT230).
The motor also incorporates a
space heater.

on
of

Starter Motor

Radio Interference Filter

Radio Interference Filter (RFI430), located in the input cabling to Variable Frequency
Drive (VFD430), prevents radio interference from affecting the operation of variable frequency drive
VFD430.
Monitoring Relay
Monitoring Relay (RT230), monitors thermistors installed in the Starter Motor (B330) to provide
thermal overload protection for the motor.

Variable Frequency Drive

Starter Motor VSD

Variable Frequency Drive (VFD430) is a general purpose, variable
speed, ac controller. Installed offskid, the variable frequency drive
incorporates a keypad/display which can be used to program, through
software, configuration adjustments.

FUNCTIONAL DESCRIPTION
Starting Sequence
The starting sequence is initiated by pressing the start button. Upon
pressing the start button, the fuel gas valve and pre lube pressure checks
are conducted. Along with this the enclosure pressurization and fan
operation is also checked.
STARTING Light (DS114) begins flashing. Fuel system valve check
sequence begins. Post lubricating backup pump is tested for operation,
post lubricating oil pump is started, and prelubrication begins. Enclosure
ventilation fan is energized.

VALVE CHECK SEQUENCE

Before the engine cranks during the start cycle, the fuel system performs a valve check sequence. If
Gas Fuel Pressure Switches (S341-1, S341-2) sense fuel pressure, Gas Fuel Vent Shutoff Valves
(V2P941, V2P941-1) are opened to vent gas from the supply line. If pressure drops below the set
point, the vent valves are closed, and the valve check sequence proceeds. Primary shutoff valves
V2P931 and V2P931-1 open and admit fuel to pressure switches S342-2, S342-3, and secondary
shutoff valves V2P932 and V2P932-1. Pressure switches S342-2 and S342-3 signal increasing
pressure. This verifies the opening of shutoff valves V2P931 and V2P931-1, and enables the start
sequence to proceed.
Five seconds after being opened, primary shutoff valves V2P931 and V2P931-1 close.
If pressure drops, secondary shutoff valve V2P932 or V2P932-1 are leaking.
After the prelube cycle, shutoff valves V2P932 and V2P932-1 open. With shutoff valves V2P931 and
V2P931-1 closed, trapped gas is allowed to escape into the fuel system. Pressure drops indicating
that shutoff valves V2P931 and V2P931-1 are fully closed and that shutoff valves V2P932 and
V2P932-1 are open. If pressure fails to drop, a gas fuel valve fail malfunction indication and an engine
shutdown are initiated 15 seconds after prelube is complete.

Lube Oil Pump Checks

When the start cycle begins, the control system tests Postlube Backup Lube Oil Pump
(P903). If pump P903 pressure reaches 4 psi (27.6 kPa), the control system deactivates pump P903
and then activates Pre/Post Lube Oil Pump (P902). If pump P902 pressure reaches 6 psi (41.3 kPa),
the control system allows the engine prelube cycle to begin.

PRELUBE CYCLE
After the lube oil pump checks are completed, the prelube time out timer (60 seconds)
is started. The prelube time out timer is the allowable time for pump P902 to complete the prelube
cycle. When the lube oil pressure is greater than the prelube low pressure limit of 6 psi (41.3 kPa),
the prelube timer (30 seconds) is started. The engine must be prelubed at a pressure above 6 psi
(41.3 kPa) continuously for the duration of the prelube timer (30 seconds). This prelube must occur
within the time of the prelube time out timer (60 seconds). If the prelube timer times out before the
prelube is done, the start is aborted and a prelube failed fast stop non-lockout alarm is annunciated
on the control console.

Taurus 60 Generator Set - Start Sequence Diagram

Speed
Ngp

CURVE LEGEND :
= Ngp
NOTE : Annunciations are shown in RED font.
Generators at idle and ready to load,
bleed valve open

100
90

Guide Valve Fully Open

80

Generator Excitation
Starter Motor Drop Out Speed

65

START RAMP
Engine
purge
Timer

300
30 Sec

10

20 - 25

T5 Set Point
change
(50% Ngp)
MIN. FUEL

0
T5 < 400F+ > 10 seconds
= IGNITION FAILURE

Pre-start permissives
1 Fuel Valve Checks
2 Lube Oil Pump Checks
3 Prelube
4 Waste Heat Recovery
Pre-start package checks
- Safe to start and no
alarms or inhibits
= READY

Combustion starts
T5> 400F <10 seconds = LIGHTOFF
IGNITION
READY TO LOAD
command ON =
Fuel valves +
torch + ignition
STARTING
RUNNING

Press

Time

Taurus 60 Start Procedure

1. Perform prestart procedures.
2. Select gas fuel or liquid fuel by pressing GAS/LIQUID Switch/Light (S/DS141).
NOTE
For gas fuel, the [Gas Selected] indication on the OPERATION SUMMARY display screen will
highlight. When gas fuel operation begins, the [Gas Active] indication on the OPERATION
SUMMARY display screen will highlight.
For liquid fuel, the [Liquid Selected] indication on the OPERATION SUMMARY display screen will
highlight. When liquid fuel operation begins, the [Liquid Active] Indication on the PERATION
SUMMARY display screen will highlight.
3. Press START Switch (S110) located on turbine control panel.
a. STARTING Light (DS114) begins flashing and [Starting] is highlighted on OPERATION SUMMARY
display screen. Backup lube oil pump is tested for operation and pre/post pump starts prelubrication
cycle. Gas fuel system valve check sequence begins. Start system is energized. Enclosure vent fan is
energized.
b. Waste heat recovery diverter valve, will switch from closed mode to open mode to divert the
exhaust gases to the waste heat recovery unit. When the diverter is open a permissive to start signal
is sent to activate the purge timer.
c. After the prelube cycle is complete, engine cranking begins.
d. After the starter has cranked the engine to 15 percent speed, the purge timer is activated and
provides 5 minutes of exhaust system purging via engine airflow. [Purge Crank] is highlighted on
OPERATION SUMMARY display screen.
e. After turbine purge timer times out, and diverter valve, controlled by customer-furnished devices, is
switch from bypass (closed) mode to open mode to divert exhaust to waste heat recovery unit.
[Ignition] is highlighted on OPERATION SUMMARY display screen.
f. The engine continues to accelerate and engine temperature increases to 400 F (204 C). [Light Off]
is highlighted on OPERATION SUMMARY display screen, fuel ramp is activated, and ignition is deenergized. The ENGINE HOURS/START COUNTER Meter (M210) registers a successful start.
g. Engine speed increases to starter dropout speed. Engine-driven lube oil pump pressure increases
and pre/post pump stops. Start system is de-energized and starter clutch overruns, starter begins the
cooldown cycle.
Voltage regulator is energized. Vibration monitor is switched from offset to normal settings.
The ENGINE HOURS/START COUNTER Meter (M210) begins to log engine operating hours.
STARTING Light is extinguished and [Running] is highlighted on OPERATION SUMMARY display
screen.
h. At approximately 80 percent engine speed, the voltage regulator is energized.
i. Engine speed increases to 90 percent. Speed-sensing circuit assumes fuel control by sending
commands directly to fuel actuator. [Ready To Load] is highlighted on OPERATION SUMMARY
display screen.
4. When load is applied, [On Load] is highlighted on OPERATION SUMMARY display screen. Main
fuel actuator is positioned in such a way that maintains engine at its preselected operating speed
setting.

SECTION 3 - CAKERAWALA GAS TURBINES LUBE OIL SYSTEMS

TAURUS 60 LUBE OIL SYSTEM
GENERAL DESCRIPTION
The main purpose of the lube oil system is to deliver lube oil under pressure to the
turbine bearings, driven equipment bearings, and gearbox (if installed) bearings, providing lubrication
and cooling. The oil system also includes a servo oil system. The servo oil system supplies regulated,
pressurized oil (hydraulic pressure) to numerous control actuators, providing the motive force needed
to drive them. The systems utilize a common oil reservoir.
Required cooling for the oil supply is provided by an oil cooler assembly which may be located
remotely from the skid base or mounted directly on the skid base.

FUNCTIONAL DESCRIPTION
General Lube Oil Flow
The lube oil system provides oil delivered by Main Lube Oil Pump (P901) to the lube oil manifold. The
oil is maintained at a nominal engine inlet pressure by Main Lube Oil Pressure Control Valve
(PCV901). Oil pressure is also supplied to Guide Vane Control Actuator (L339) and bleeds valve
actuator, causing the actuator piston to move in response to electrical signals from the control
system.
Temperature Control Valve (TCV9011) will divert all of the oil from Air/Oil Cooler (HX901-1) until the
oil temperature reaches a predetermined setting. Temperature control valve TCV9011 then
gradually transitions to supply oil to air/oil cooler HX901-1 in proportion to the oil temperature. From
air/oil cooler HX901-1, the oil flows through Main Lube Oil Filters (FS901-1, FS901-2) to the oil supply
manifold, then through various branch lines to points of lubrication.
Oil to the reduction gear unit enters a port on the right-hand side of the housing. It flows through
internal passages to a tubular oil transfer assembly, which directs the oil to the compressor rotor
forward bearing. An oil jet, from a small tube in the oil transfer cap, lubricates the splined sleeve
coupling on the compressor nose cone hub. Lubricating oil for remaining gears and bearings in the
power train and accessory drive sections of the reduction gear unit is directed to their respective
points through drilled passages in the gear unit housing and individual subassemblies. Oil is drained
from the reduction gear unit housing by gravity to the oil reservoir.
Oil supplied to a port on the compressor bearing support housing is delivered to compressor rotor aft
journal and thrust bearings and, through internal passages, to the turbine rotor bearing. Oil from
turbine rotor and compressor aft bearings drains by gravity to the lube oil reservoir through two drain
outlets in the compressor bearing support housing.

Lube Oil Pump Checks

When the start cycle begins, the control system tests Postlube Backup Lube Oil Pump
(P903). If pump P903 pressure reaches 4 psi (27.6 kPa), the control system deactivates pump P903
and then activates Pre/Post Lube Oil Pump (P902). If pump P902 pressure reaches 6 psi (41.3 kPa),
the control system allows the engine prelube cycle to begin.

PRELUBE CYCLE
After the lube oil pump checks are completed, the prelube time out timer (60 seconds)
is started. The prelube time out timer is the allowable time for pump P902 to complete the prelube
cycle. When the lube oil pressure is greater than the prelube low pressure limit of 6 psi (41.3 kPa),
the prelube timer (30 seconds) is started. The engine must be prelubed at a pressure above 6 psi
(41.3 kPa) continuously for the duration of the prelube timer (30 seconds). This prelube must occur
within the time of the prelube time out timer (60 seconds). If the prelube timer times out before the
prelube is done, the start is aborted and a prelube failed fast stop non-lockout alarm is annunciated
on the control console.

Engine Running
After the prelube cycle is completed, pump P902 is de-energized when the engine is above starter
dropout speed and the lube oil pressure is at or above 35 psi (241 kPa). At this point, engine-driven
pump P901 begins providing lube oil pressure and continues to the steady state condition. After
engine-driven pump P901 reaches the steady state condition, the lube oil schedule becomes active.
During the steady state engine running condition, pump P902 is energized when:

The engine is below starter dropout speed and the lube oil pressure is at or below 25 psi
(172.25 kPa)
Engine speed of greater than 5% Ngp is detected.

Pump P902 will not be annunciated as failed during the steady state engine running condition when
the lube oil pressure is less than the postlube low pressure shutdown limit, because pump P901 may
be at fault.

Run Protection
During steady state engine running, the control system provides run protection to the engine by
energizing pump P903 anytime the lube oil pressure is below the lube oil pressure low alarm limit
(41psi). When the lube oil pressure is no longer below the lube oil pressure low alarm limit pump
P903 continues to run for 30 seconds and is then de-energized.
The following 3 situations may arise:

If the lube oil pressure continues to decrease below the lube oil pressure low alarm limit to
the low lube oil pressure shutdown limit, a fast stop, lockout engine shutdown is initiated, and
pump P903 contributes to protecting the engine bearings during the engine shutdown.

If the lube oil pressure continues to decrease below the lube oil pressure low alarm limit but
stabilizes between the low lube oil pressure low alarm limit and the low lube oil pressure
shutdown limit continuously for 5 seconds, a fast stop, non-lockout engine shutdown is
initiated, and pump P903 contributes to protecting the engine bearings during the engine
shutdown.

If the lube oil pressure increases above the lube oil pressure low alarm limit, and after 30
seconds or when pump P903 is de-energized, lube oil pressure once again decreases, an
alarm is initiated and pump P903 is once again energized.

Postlube Backup Lube Oil Pump Checks

During engine running, pump P903 operation is checked automatically. Pump P903 operation can
also be checked manually.

AUTOMATIC POSTLUBE BACKUP LUBE OIL PUMP CHECK

The operation of pump P903 is checked automatically each 24 hours. Every day at 12:00 Noon, a
backup pump check is annunciated on the control console, indicating that a check of pump P903 has
been initiated. Pump P903 is energized. When pump P903 has made enough pressure for Postlube
Backup Lube Oil Pump Pressure Switch (S322-5) to remain closed for 90 seconds, pump P903 is deenergized and the backup pump check on the control console is extinguished.
If pressure switch S322-5 is not closed within 30 seconds of pump P903 being energized, pump P903
is de-energized, the backup pump check on the control console is extinguished, and a backup pump
check failed is annunciated on the control console.

MANUAL POSTLUBE BACKUP LUBE OIL PUMP CHECK

Operation of pump P903 can be checked manually by selecting the backup pump check on the
control console terminal. The sequence of events for manually checking the operation of pump P903
are the same as the automatic check above.

Postlube Cycle
The postlube cycle begins when the rundown timer (6 minutes) has expired. Initially, pump P902 is
de-energized to allow a check of pump P903 to take place. A 30 second pressure decay timer is
started to allow the lube oil pressure to drop to 5 psi (34.4 kPa). If the pressure decay timer expires
before the pressure drop occurs, the start is aborted and a backup lube oil pump fail alarm is
annunciated on the control console.
While the engine is in the postlube cycle, if pump P902 fails to keep the lube oil pressure above the
postlube low lube oil pressure shutdown limit, a pump failure is annunciated on the control console.
Pump P903 takes over the postlube and pump P902 is de-energized. However, pump P902 can be
re-initiated to take over the postlube by acknowledging and resetting the alarm. During the time the
lube oil pressure is less than the postlube low lube oil pressure shutdown limit, the postlube timer is
frozen.

Postlube Scenarios
The following are five distinct postlube scenarios which may be initiated:
1. POSTLUBE AFTER SHUTDOWNS BEFORE ENGINE TURNS
If the prelube has been completed, but the starter motor has not yet been engaged, and the engine is
stopped, the rundown timer is not triggered and postlube will not be initiated unless the engine was in
postlube prior to the initiation of the failed start. In this case, the postlube will continue from the
accumulated time from before the start was initiated.

2. POSTLUBE AFTER SHUTDOWNS FROM SPEEDS BELOW FIVE PERCENT

If the starter motor has been engaged, but the engine is shut down before five percent Ngp, the
rundown timer is reset so the engine is lubed for the duration of the rundown timer. Postlube will not
be initiated unless the engine was in postlube prior to the initiation of the failed start. In this case, the
postlube will continue from the accumulated time from before the start was initiated.
3. POSTLUBE AFTER SHUTDOWNS FROM SPEEDS ABOVE FIVE PERCENT AND
BEFORE ENGINE LIGHTOFF
If the engine is started and an engine shutdown is initiated after five percent Ngp, but before lightoff
has been achieved, the engine is lubed for the time it takes the Ngp to drop below five percent plus
the duration of the rundown timer. Postlube will not be initiated unless the engine was in postlube
prior to the initiation of the failed start. In this case, the postlube will continue from the accumulated
time from before the start was initiated.
4. POSTLUBE AFTER SHUTDOWNS WHEN LIGHTOFF HAS OCCURRED
If the engine has achieved lightoff (defined as the T5 average temperature exceeding 400F
[204.4C]), a full postlube is required. The full postlube lasts for 55 minutes, with the alarm and
shutdown pressures as follows:

Low Lube Oil Pressure Shutdown - 4 psi (27.6 kPa)

Low Lube Oil Pressure Alarm - 6 psi (41.3 kPa)

High Lube Oil Pressure Alarm - 25 psi (172.25 kPa)

5. POSTLUBE IN THE EVENT OF FIRE

If an engine shutdown is initiated due to a fire, the engine is lubed until the rundown timer (6 minutes)
expires. The postlube is then automatically postponed for 20 minutes. However, the postlube can be
initiated manually during this time period by acknowledging and resetting the alarm. After the 20
minutes has expired, a postlube is automatically initiated. If a postlube is not desired, the postlube
can be stopped manually. If the engine has been without postlube for longer than 20 minutes, a
BEARING INSPECTION MAY BE REQUIRED alarm is annunciated on the control console. Such an
event would be cause for investigation of possible bearing damage.

Lube Oil Pressure Schedule

The low lube oil pressure shutdown limit is 4 psi (27.6 kPa) and the low lube oil pressure alarm limit is
6 psi (41.3 kPa) between the completion of the prelube cycle and the starter dropout speed. Ten
seconds after starter dropout speed has been achieved, if the pressure is below 41 psi (282.5 kPa), a
LOW LUBE OIL PRESSURE alarm is annunciated on the control console. If the pressure is below 25
psi (172.25 kPa), a fast stop, non-lockout engine shutdown is initiated. There is no high lube oil
pressure alarm .
Pre/Post Lube Oil (below 65% NGP)
Low Lube Oil Pressure Shutdown - 4 psi (27.6 kPa)
Low Lube Oil Pressure Alarm - 6 psi (41.3 kPa)
High Lube Oil Pressure Alarm - 25 psi (172.25
Normal Running (above 65%)
Low Lube Oil Pressure Shutdown - 25 psi (172.25 kPa)
Low Lube Oil Pressure Alarm - 41 psi (282.5 kPa)

Taurus 60 Generator Set: Pre-Lube, Start & Steady State Lube Oil Diagram

NOT TO SCALE
TP380 (LOP)
PUMP CHECKING ACTIVE remains until Rundown Timer is DONE
Pre-Post High
Pressure Alarm
Enabled

AL = 6 PSI
SD = 4 PSI
60 sec.

AL = 41 PSI
SD = 25 PSI
10 s
STEADY STATE

41 PSI

AL

35 PSI
30 sec.
25 PSI

SD

6 PSI

4 PSI
3 PSI

Time
START REQ.
P202 START
P202 STOP
P203 START
Main Pump Press. Pass
PRELUBE TIMER
ENGAGE STARTER
PRELUBE TIMEOUT TIMER
P203 STOP

LOW AL & SD Set Point Change

DISENGAGE STARTER

LEGEND
Lube Oil Header Pressure (TP380)
High Pre - Post Alarm
Low Alarm
Low Shutdown

SECTION 4 - CAKERAWALA GAS TURBINES FUEL SYSTEMS

TAURUS 60 FUEL SYSTEM
GENERAL DESCRIPTION
The fuel system, in conjunction with the electrical control system and the air system, schedules the
fuel during acceleration and modulates fuel flow during operation. The system also provides
overtemperature and overspeed topping control of fuel flow and includes automatic shutdown in the
event of fuel component malfunction.
The fuel system is designed to accommodate the high fuel flow of low Btu gas by incorporating two
parallel gas fuel systems. These systems are duplicate systems. They operate in the same fashion.
They are routed alongside one another, and they each contain the same primary and secondary pilot
solenoid valves and gas fuel shutoff valves.
NOTE
The engine normally starts on gas fuel unless the liquid select switch is pressed before start. If the
engine is shutdown while operating on liquid fuel, and the system control switch has not been moved
to OFF position, a restart will be with liquid fuel unless the gas fuel system activate switch is pressed.
At initiation of a gas fuel start, Liquid Fuel Purge Shutoff Solenoid Valve (L345-1) opens to drain liquid
fuel from the fuel metering block and associated lines.
The gas fuel system includes the following:
Gas fuel filtering
Pilot pressure for operation of solenoid-actuated pilot valves
Gas fuel metering and control
The liquid fuel system includes the following:
Liquid fuel inlet fuel boost
Liquid fuel metering and delivery
Air assist (fuel atomizing air).
Fuel transfer is possible only during normal operation, when engine speed is above 90 percent.
Transfer is accomplished automatically if the operating fuel pressure drops below a preset value, or it
may be initiated manually. When manual fuel transfer is initiated, the fuel pressure of the fuel
subsystem, to which transfer is attempted, must be within prescribed limits. If the selected fuel system
pressure is not within the prescribed limits, engine operation will continue on the operating fuel
system until the selected system pressure becomes normal. Fuel transfer will then take place in the
usual manner.An automatic fuel transfer may occur due to an operating fuel system pressure
decrease. However, since an extremely rapid loss of fuel pressure may cause an engine flameout,
the pressure drop must not be too large or sudden.
Air assist is required for liquid fuel atomization during the start cycle. This supply must be clean, dry
air regulated between 70 PSIG(482.6 kpa) and 250 PSIG (1712 kpa) at the package connection. Air
usage per start is 30 SCFM (0.8 NM/min) for 30 secsonds.

FUNCTIONAL DESCRIPTION
Gas Fuel Operation
Sequence of Operation
Sequence of operation includes the following steps:
Valve check sequence
purge crank cycle
Ignition sequence
Acceleration sequence

VALVE CHECK SEQUENCE

Before the engine cranks during the start cycle, the fuel system performs a valve check sequence. If
Gas Fuel Pressure Switches (S341-1, S341-2) sense fuel pressure, Gas Fuel Vent Shutoff Valves
(V2P941, V2P941-1) are opened to vent gas from the supply line. If pressure drops below the
setpoint, the vent valves are closed, and the valve check sequence proceeds.
Primary shutoff valves V2P931 and V2P931-1 open and admit fuel to pressure switches S342-2,
S342-3, and secondary shutoff valves V2P932 and V2P932-1. Pressure switches S342-2 and S342-3
signal increasing pressure. This verifies the opening of shutoff valves V2P931 and V2P931-1, and
enables the start sequence to proceed.
Five seconds after being opened, primary shutoff valves V2P931 and V2P931-1 close.
If pressure drops, secondary shutoff valve V2P932 or V2P932-1 are leaking. After the prelube cycle,
shutoff valves V2P932 and V2P932-1 open. With shutoff valves V2P931 and V2P931-1 closed,
trapped gas is allowed to escape into the fuel system. Pressure drops indicating that shutoff valves
V2P931 and V2P931-1 are fully closed and that shutoff valves V2P932 and V2P932-1 are open. If
pressure fails to drop, a gas fuel valve fail malfunction indication and an engine shutdown are initiated
15 seconds after prelube is complete.

PURGE CRANK CYCLE

After the valve check sequence is completed, the purge crank cycle is initiated. The purge crank cycle
removes combustibles from the entire engine exhaust system. The starter cranks the engine to 25
percent engine speed (Ngp) for a minimum of 5 minutes. The purge crank cycle is programmed
according to package exhaust system volume.

IGNITION SEQUENCE
After the purge crank is completed, Torch Gas Fuel Shutoff Valve (V2P940), Ignition Exciter (G340),
and the fuel control ramp are energized. Shutoff valves V2P931, V2P931-1, V2P932, and V2P932-1
are opened and gas flows into the system. Fuel flows to the torch and is ignited by Igniter Plug (E340)
in the presence of combustor air. The torch flame flares into the airflow inside the engine combustor
liner.
Gas fuel flows from the shutoff valves and is regulated by Gas Fuel Control Valves (EGF344,
EGF344-1). Fuel passes through fuel injectors, spaced equally around the combustor, to mix with
combustor air stream. Initially, fuel/air mixture is too lean for ignition. The fuel control ramp directs
valves EGF344 and EGF344-1, to move toward a maximum open position. The control ramp enriches
the fuel/air mixture and lightoff occurs smoothly.

ACCELERATION SEQUENCE
Following lightoff, turbine temperature increases rapidly beyond 400_F (204_C). The lightoff ramp is
completed, and the acceleration ramp is initiated. Ignition Exciter (G340) and shutoff valve V2P940
are de-energized and the torch extinguishes. Fuel control valves EGF344 and EGF344-1 are ramped
open to gradually bring T5 temperature up to 800_F (427_C). At 35 percent gas producer speed
(Ngp), fuel control valves EGF344 and EGF344-1 continue to ramp until T5 reaches 1200_F (654_C).
From this point, the control system is switched over to engine speed (Ngp) control.
At 65 percent engine speed (Ngp), the starter clutch overruns and the start system is de-energized.
The engine continues to accelerate. At 70 percent engine speed (Ngp), Compressor Bleed Valve
(PCV942) begins to close. Continuing to 80 percent engine speed (Ngp), the inlet guide vanes begin
to move toward the maximum open position. As engine speed (Ngp) increases to 90 percent, the fuel
supply rate from control valves EGF344 and EGF344-1 level off for 10 seconds to prevent T5
temperature from exceeding the shutdown limit. After the time delay, control valves EGF344 and
EGF344-1 increase fuel supply until engine speed (Ngp) is 100 percent (synchronous idle). At
synchronous idle, the guide vanes are fully open and bleed valve PCV942 is closed. The engine is
now ready for load and the control system switches to generator load control.
If the temperature shutdown timer fails to shut down the engine during an overtemperature condition
and the turbine engine temperature reaches a higher maximum limit, the engine temperature T5
backup shutdown circuit will activate and initiate an immediate engine temperature T5 high
malfunction indication and an engine shutdown.

Liquid Fuel Operation

Liquid Fuel System
Liquid fuel flows through a Filter Transfer Valve (VT933) to a single filter element of the duplex filter
system, and Liquid Fuel Filter Differential Pressure Switch (S343).
Filtered liquid fuel then flows to the Liquid Fuel High Pressure Pump (P931). Pump P931 is driven by
the Main Liquid Fuel Pump Motor (B343). High pressure fuel from pump P931 flows through Liquid
Fuel High Pressure Filter (FS936). Fuel from filter FS936 is metered to the engine fuel injectors by
Liquid Fuel Control Valve (ELF344). Fuel is routed to the torch through Liquid Fuel Torch Shutoff
Solenoid Valve (L348-1).

PURGING SEQUENCE
At initiation of the start sequence, shutoff valve V2P945 is opened and the purge valve timer is
started. Shutoff valve V2P945 remains open until the purge valve timer times out.
At initiation of a liquid fuel start, the liquid fuel select switch is pressed. When the start switch is
pressed, the air assist shutoff valve (L350-1) opens and Liquid Fuel Purge Shutoff Solenoid Valve
(L345-1) opens to purge the fuel metering block and associated lines.

IGNITION SEQUENCE
After the purge cycle is completed, solenoid valve L348-1 opens and Ignition Exciter (G340) is
energized. Liquid fuel flows through solenoid valve L348-1 to the igniter torch, is atomized by torch air
assist pressure, and is ignited by Igniter Plug (E340) in the presence of combustor air.
Simultaneously, fuel from pump P931 flows through open Liquid Fuel Shutoff Valve (V2P939 and a
torch fuel bias pressure valve VCS932 to the fuel injectors. Air from the air assist manifold enters the
injectors and atomizes the fuel. The torch flame flares into the airflow inside the combustor liner and
ignites the mixture from the fuel injectors when the mixture has enriched sufficiently to support
combustion.

ACCELERATION SEQUENCE
Following ignition, turbine temperature increases beyond a predetermined setpoint, ignition exciter
G340 and solenoid valve L348-1 are de-energized, and the torch extinguishes.
The control voltage to control valve ELF344 is slowly ramped open to increase the turbine engine
temperature. When the engine temperature reaches the 1125 F (633C) threshold, the ramp is
halted. Increasing engine airflow reduces engine temperature. At 1110F (599C), the ramp resumes.
At 66 percent engine speed, the start system is de-energized. Engine cranking ceases and fuel
atomizing air is supplied by Pcd through the air blast and injector fittings. Pcd air continues to
circulate through the air assist passages and manifold to keep them purged of liquid fuel. As engine
speed increases, the liquid fuel control valve balances fuel with Pcd to maintain the acceleration
schedule.
As the engine attains 100 percent speed, control of control valve ELF344 is switched from the
acceleration control system to the generator load system. Line synchronization module assumes fuel
control by means of analog signals to control valve ELF344 to control engine speed. Engine
temperature T5 setpoints, which are offset to other-than-normal values during the start sequence, are
switched to the normal operation temperature setpoints at 66 percent speed.
Should the turbine engine temperature exceed the temperature control setpoint at engine speeds
above 65 percent, the engine temperature, T5 delayed shutdown alarm is indicated and, following the
five-second time delay, an engine shutdown is initiated. The time delay is to allow for momentary
overtemperature during load transients.
If the temperature shutdown timer fails to shut down the engine during an overtemperature condition
and the turbine engine temperature reaches a higher maximum limit, the engine temperature T5
backup shutdown circuit will activate and initiate an immediate engine temperature T5 high
malfunction indication and an engine shutdown.
If during normal operation the differential pressure across the duplex low pressure fuel filters should
exceed a predetermined setting, pressure switch S343 will transfer and initiate a high fuel filter
differential pressure alarm without causing an engine shutdown.

If the high pressure fuel pump inlet pressure should drop below a preset value, pressure switch S3872 will transfer. If the engine speed is above 15 percent, pressure switch S387-2 will initiate a sixsecond time delay followed by a low liquid fuel pressure malfunction and an engine shutdown. Upon
engine shutdown (normal or malfunction), shutoff valve V2P945 opens. During run-down, the Pcd
purges the fuel injector, torch nozzle, and the lines back through the purge valve to an external drain,
until the purge valve timer times out, at which time spring pressure closes shutoff valve V2P945.

Air Assist (Fuel Atomizing) System

Proper functioning of the liquid fuel system requires that liquid fuel be positively atomized upon
injection into the combustor. During normal operation at operating engine speed, Pcd air flowing
inside the combustor housing is directed through the injector fittings to atomize injected fuel. In the
beginning of the start sequence, when Pcd air blast flow at the injector fittings is too low for proper
atomization, air assist from an external source is required.

PURGING SEQUENCE
At start, air assist is first directed to both Air Assist Shutoff Solenoid Valve (L350-1) and pilot solenoid
valve L345-1. Shutoff valve V2P945 is opened and Pcd purges the fuel injectors and the lines back
through shutoff valve V2P945. When purging is completed, internal springs close shutoff valve
V2P945.

IGNITION SEQUENCE
Air Assist Pressure Control Valve (PCV933) senses Pcd to control the air assist pressure at a fixed
bias above Pcd. After passing through a check valve, the pressure-controlled air separates and flows
in two different directions. One path flows to the igniter torch where the air flow is used to provide
positive atomization of the liquid fuel at the torch during the start sequence only. The other path
passes directly to the air assist manifold and out to the injectors.

ACCELERATION SEQUENCE
At 66 percent engine speed, Pcd air is at a sufficient level for proper fuel atomization, and valve L3501 is de-energized. This cuts off air assist to pressure control valve PCV933. Fuel atomizing air is
supplied solely by Pcd air through the air blast and injector fittings.

SHUTDOWN SEQUENCE
During engine shutdown (normal or malfunction), shutoff valve V2P945 is opened. During run-down,
the Pcd purges the fuel injector, torch nozzle, and the lines back through shutoff valve V2P945 to the
purge tank, until engine speed decreases below 15 percent when internal springs close shutoff valve
V2P945.

Fuel Transfer
Fuel transfer is possible only during normal operation when engine speed is above 90 percent.
Automatic transfer is accomplished from gas fuel to liquid fuel only. The transfer takes place
when gas pressure drops below a preset value, or it may be initiated manually. When manual transfer
is initiated, the pressure of the selected fuel system must be within prescribed limits. If the selected
fuel system pressure is not within the prescribed limits, engine operation will continue on the
operating fuel system until the selected system pressure becomes normal. Fuel transfer will then take
place in the usual manner.
An automatic fuel transfer to liquid fuel may occur due to a decrease in gas fuel pressure. However,
since an extremely rapid loss of fuel pressure may cause an engine flameout, the pressure drop must
not be too large or sudden.

COMPONENT DESCRIPTIONS
DUAL FUEL
Main Liquid Fuel Pump Motor
Main Liquid Fuel Pump Motor (B343), connected to Liquid Fuel High Pressure Pump (P931) by a
coupling, is a continuous-duty, squirrel-cage, polyphase electric motor. The motor is used to drive
pump P931. The motor incorporates a space heater.
Gas Fuel Control Valves
Gas Fuel Control Valves (EGF344,
EGF344-1), downstream of Gas Fuel
Secondary Shutoff Valves (V2P932,
V2P932-1), are electrical, closed-loop
servo valve that controls the steady
state flow of gas fuel to the engine.
The electrical control signal is
provided by an analog signal from the
control system.
As the valve piston moves to its
commanded position, the feedback
mechanism spring begins to develop
an equal and opposite force.
This feedback force will balance the
electrically-generated force created by
the input signal. As a result,
movement of the valve piston will stop
at a position proportional to the input
signal current. For each input signal
from the control unit, there is only one
position of the valve piston at which
the feedback spring force exactly
balances the deflection force imposed
on the armature by the torque motor
coil.
During the ignition sequence,
beginning at the moment the torch is
ignited, the valve is energized by an
increasing signal from the control
system. The valve gradually opens,
enriching the fuel/air mixture until
combustion is able to propagate
smoothly from the torch. This action
avoids a lightoff into surge.
When the turbine temperature
reaches 400F (204C), the valve is
commanded to be ramped open at a
predetermined rate.

Gas Fuel Control Valve

Simplified Fuel System

Liquid Fuel Control Valve

Liquid Fuel Control Valve (ELF344), located downstream from Liquid Fuel High Pressure Filter
(FS936), is an electrical, closed-loop servo valve that controls the steady state flow of liquid fuel to
the engine. The electrical control signal is provided by an analog signal from the control system.
As the valve piston moves to its commanded position, the feedback mechanism spring begins to
develop an equal and opposite force. This feedback force will balance the electrically-generated force
created by the input signal. As a result, movement of the valve piston will stop at a position
proportional to the input signal current. For each input signal from the control unit, there is only one
position of the valve piston at which the feedback spring force exactly balances the deflection force
imposed on the armature by the torque motor coil. The fuel metering portion of the control valve
meters fuel to the engine according to demand established by the control system. Excess fuel is
returned to the fuel inlet by action of the differential pressure control valve.
During the ignition sequence, beginning at the moment the torch is ignited, the valve is energized by
an increasing signal from the control system. The valve gradually opens, enriching the fuel/air mixture
until combustion is able to propagate smoothly from the torch. This action avoids a lightoff into surge.
When the turbine temperature reaches 400F (204C), the valve is commanded to be ramped open at
a predetermined rate.
Gas Fuel Torch Assembly Fixed Orifice
Gas Fuel Torch Assembly Fixed Orifice (F0931-1), located in the torch assembly, is a fixed orifice
which restricts the flow of gas fuel to the torch assembly.

Liquid Fuel Torch Flow Fixed Orifice

Liquid Fuel Torch Flow Fixed Orifice (F0934), located downstream from Torch Purge Check Valve
(VCS933), is a fixed orifice which restricts the flow of purged liquid fuel to the purge tank.
Liquid Fuel Torch Flow Fixed Orifice
Liquid Fuel Torch Flow Fixed Orifice (F0936), located downstream from Torch Purge Check Valve
(VCS933), is a fixed orifice which restricts the flow of liquid fuel to the torch assembly.
Pilot Pressure Fixed Orifice
Pilot Pressure Fixed Orifice (F0937), located downstream from Pilot Gas Pressure Control Valve
(PCV931), is a fixed orifice which restricts the flow of pilot pressure to Gas Fuel Primary and
Secondary Shutoff Pilot Solenoid Valves (L341-1, L342-1, L341-2, L342-2).
Pcd Sensing Line Condensate Drain Fixed Orifice
Compressor Discharge Pressure (Pcd) Sensing Line Condensate Drain Fixed Orifice (F0938-1),
located in the condensate drain line, allows condensate to be drained to the drip pan. The
condensate drain line is connected to the lowest point of the trap located in the tubing run between
the Pcd sensing port and the low side of Gas Fuel Flow Scheduling Differential Pressure Transmitter
(TPD344).
Liquid Fuel Flow Fixed Orifice
Liquid Fuel Flow Fixed Orifice (FO939-2), located in the liquid fuel flow divider manifold and upstream
of the fuel injector assemblies, equalizes liquid fuel distribution to the fuel injector assemblies. The
flow divider manifold has one fuel inlet port and numerous fixed orifices and outlet fittings, in parallel,
which connect to each fuel injector assemblies.
Flameout Time Delay Fixed Orifice
Flameout Time Delay Fixed Orifice (F0940), mounted parallel to Flameout Indicator Differential
Pressure Switch (S349), is a fixed orifice used to create a backpressure. This backpressure between
the high side of the switch and orifice sets up differential pressure across the switch during sudden
losses of Pcd. The calibrated volume trapped between fixed orifice F0940 and pressure switch 5349
acts as a timing circuit to match the sensitivity of the switch to the flameout characteristics of the
engine. This relationship forms a flameout detection circuit.
Fuel Injector Assembly Gas Fuel Flow Fixed Orifice
Fuel Injector Assembly Gas Fuel Flow Fixed Orifice (FO941-1), located in the fuel injector assembly,
is a fixed orifice which restricts the flow of gas fuel into the engine combustor.
Fuel Injector Assembly Liquid Fuel Flow Fixed Orifice
Fuel Injector Assembly Liquid Fuel Flow Fixed Orifice (F0941-2), located in the fuel injector assembly,
is a fixed orifice which restricts the flow of liquid fuel into the engine combustor.
Fuel Injector Assembly Air Assist Flow Fixed Orifice
Fuel Injector Assembly Air Assist Flow Fixed Orifice (F0941-4), located in the fuel injector assembly,
is a fixed orifice which restricts the flow of assist air into the engine combustor.
Flow Limiter Fixed Orifice
Flow Limiter Fixed Orifice (F0949), located downstream from the engine, is a fixed orifice which limits
the flow of Pcd bleed air pressure. The Pcd bleed air pressure is used to seal the accessory gearbox
output shaft labyrinth seal to stop oil leakage along the output shaft.
Air Assist Strainer
Air Assist Strainer (FS911-1), located downstream from the package air assist supply connection, is a
metal bowl-type filter with a removable element. The strainer protects the air assist system from
lineborne contaminants.

Pilot Gas Filter

Pilot Gas Filter (FS932), located upstream of Pilot Gas Pressure Control Valve (PCV93 1), is a teetype filter with a removable element. The filter protects the pilot gas system from contaminants and
liquids in the gas stream.
Liquid Fuel Low Pressure Filters
Liquid Fuel Low Pressure Filters (FS935-1, FS935-2), located upstream of Liquid Fuel High Pressure
Pump (P931), are canister-type filters each containing two replaceable filter elements. The filters
remove contaminants from the liquid fuel system. Fuel flow, as manually selected by positioning Filter
Transfer Valve (VT933), may be directed through either filter. During operation, fuel flows through one
filter at a time. Liquid Fuel Filter Differential Pressure Switch (5343) provides an electrical indication of
a pressure drop across the filters. The switch transfers at a predetermined increasing differential
pressure, indicating the need for a changeover of the filter element in service.
Liquid Fuel High Pressure Filter
Liquid Fuel High Pressure Filter (FS936), located downstream from Liquid Fuel High Pressure Pump
(P931), is a tee-type filter with a differential pressure indicator and a removable element. The filter
removes contaminants from the liquid fuel supply.
On-Crank Water Wash Strainer
On-Crank Water Wash Strainer (FS991-1) protects downstream water wash components from
lineborne contaminants.
On-Line Water Wash Strainer
On-Line Water Wash Strainer (FS991-2) protects downstream water wash components from
lineborne contaminants.
Gas Fuel Coalescing/Filtration Module
Gas Fuel Coalescing/Filtration Module (FSM932) is located offskid and upstream of Gas Fuel Primary
Shutoff Valves (V2P931, V2P931-1). The module consists of Sump No. 1 Level Switch (S542-1),
Sump No. 2 Level Switch (S542-2), Gas Fuel Coalescing/Filtration Module Differential Pressure
Transmitter (TPD542), Gas Fuel Coalescing/Filtration Module Differential Pressure Gage (PD1954),
and Gas Fuel Coalescing/Filtration Module Level Indicators (L1931-1, L1931-2). The module removes
gross contaminants and water from the gas fuel supply. The sumps are drained manually by opening
the drain hand valves.
Bleed Valve Directional Control Solenoid Valve
Bleed Valve Directional Control Solenoid Valve (L338), located upstream of Bleed Valve Pressure
Control Valve (PCV942), is a four-way, solenoid-actuated, solenoid valve. The solenoid valve directs
oil pressure to pressure control valve PCV942 which modulates the opening and closing of pressure
control valve PCV942.
Torch Gas Fuel Shutoff Pilot Solenoid Valve
Torch Gas Fuel Shutoff Pilot Solenoid Valve (L340-1), located upstream of Torch Gas Fuel Shutoff
Valve (V2P940), is a normally closed, three-way solenoid valve. When energized, the solenoid valve
opens to allow pilot pressure to open shutoff valve V2P940. When de-energized, the solenoid valve
closes to cut off pilot pressure, and internal spring pressure closes shutoff valve V2P940.

Gas Fuel Primary Shutoff Pilot Solenoid Valves

Gas Fuel Primary Shutoff Pilot Solenoid Valves (L341-1, L341-2), upstream of Gas Fuel Primary
Shutoff Valves (V2P931, V2P931-1), are normally closed, three-way solenoid valves. When
energized, the solenoid valves open to allow pilot pressure to open shutoff valves V2P931 and
V2P931-1. When de-energized, the solenoid valves close to cut off pilot pressure, and internal spring
pressure closes shutoff valves V2P931 and V2P931-1.

24 Volts

0 Volts

De-Energized (OFF)

Energized (ON)

Gas Fuel Vent Shutoff Pilot Solenoid Valves

Gas Fuel Vent Shutoff Pilot Solenoid Valves (L341-3, L341-4), upstream of Gas Fuel Vent Shutoff
Valves (V2P941, V2P941-1), are normally closed, three-way solenoid valves. When energized, the
solenoid valves open to allow pilot pressure to open shutoff valves V2P941 and V2P941-1. When deenergized, the solenoid valves close to cut off pilot pressure, and internal spring pressure closes
shutoff valves V2P941 and V2P941-1.
Gas Fuel Secondary Shutoff Pilot Solenoid Valves
Gas Fuel Secondary Shutoff Pilot Solenoid Valves (L342-1, L342-2), upstream of Gas Fuel
Secondary Shutoff Valves (V2P932, V2P932-1), are normally closed, three-way solenoid valves.
When energized, the solenoid valves open to allow pilot pressure to open shutoff valves V2P932 and
V2P932-1. When de-energized, the solenoid valves close to cut off pilot pressure, and internal spring
pressure closes shutoff valves V2P932 and V2P932-1.
Liquid Fuel Purge Shutoff Pilot Solenoid Valve
Liquid Fuel Purge Shutoff Pilot Solenoid Valve (L345-1), located upstream of Liquid Fuel Purge
Shutoff Valve (V2P945), is a normally closed, three-way solenoid valve. When energized, the
solenoid valve opens to allow pilot pressure to open shutoff valve V2P945. When de-energized, the
solenoid valve closes to cut off pilot pressure, and internal spring pressure closes shutoff valve
V2P945.
Liquid Fuel Torch Shutoff Solenoid Valve
Liquid Fuel Torch Shutoff Solenoid Valve (L348-1), located upstream of the igniter torch assembly, is
a normally closed, two-way solenoid valve. When energized, the solenoid valve opens to allow liquid
fuel to the igniter torch assembly. When de-energized, the solenoid valve closes to cut off liquid fuel
to the igniter torch assembly. The solenoid valve functions during the engine start sequence on liquid
fuel only.
Torch Air Assist Shutoff Solenoid Valve
Torch Air Assist Shutoff Solenoid Valve (L348-2), located upstream of the igniter torch assembly, is a
normally closed, two-way solenoid valve. When energized, the solenoid valve opens to allow assist
air to the igniter torch assembly. When de-energized, the solenoid valve closes to cut off assist air to
the igniter torch assembly. The solenoid valve functions during the engine start sequence on liquid
fuel only.

Liquid Fuel Shutoff Pilot Solenoid Valve

Liquid Fuel Shutoff Pilot Solenoid Valve (L349-1), located upstream of Liquid Fuel Quick Exhaust
Pilot Valve (V2P939-1), is a normally closed, three-way solenoid valve. When energized, the solenoid
valve opens to allow pilot pressure to open quick exhaust pilot valve V2P939-1. When de-energized,
the solenoid valve closes to cut off pilot pressure, and internal spring pressure closes quick exhaust
pilot valve V2P939-1.
Air Assist Shutoff Pilot Solenoid Valve
Air Assist Shutoff Pilot Solenoid Valve (L350-1), located upstream ofAirAssist Shutoff Valve (V2P9501), is a normally closed, three-way solenoid valve. When energized, the solenoid valve opens to allow
pilot pressure to open shutoff valve V2P950-1. When de-energized, the solenoid valve closes to cut
off pilot pressure, and internal spring pressure closes shutoff valve V2P950-1.
On-Crank Cleaning Shutoff Valve
On-Crank Cleaning Shutoff Valve (L390-1) is energized to allow on-crank cleaning solution to flow to
the engine. When de-energized, the shutoff valve closes to cut off the flow of on-crank cleaning
solution.
On-Line Cleaning Shutoff Valve
On-Line Cleaning Shutoff Valve (L390-2) is energized to allow on-crank cleaning solution to flow to
the engine. When de-energized, the shutoff valve closes to cut off the flow of on-line cleaning
solution.
Gas Fuel Coalescing/Filtration Module Level Indicators
Gas Fuel Coalescing/Filtration Module Level Indicators (L1931-1, LI931-2), are part of Gas Fuel
Coalescing/Filtration Module (FSM932). The level indicators give a visual indication of the level of
liquid accumulated in the coalescing sumps.
Purge Tank Level Sight Glass
Purge Tank Level Sight Glass (LG931), mounted on the front-right corner of the package skid, is a
channel-type sight glass. The sight glass indicates the level of purged liquid fuel in Purge Tank
(R931).
Liquid Fuel High Pressure Pump
Liquid Fuel High Pressure Pump (P931), located upstream of Liquid Fuel High Pressure Filter
(FS936), is a gear-type, positive-displacement pump. The pump is driven by Main Liquid Fuel Pump
Motor (B343). The high pressure pump raises system pressure to a level sufficient to allow metering
and distribution of the fuel to the engine.
Torch Gas Fuel Pressure Control Valve
Torch Gas Fuel Pressure Control Valve (PCV930-1), upstream of Torch Gas Fuel Shutoff Valve
(V2P940), is a pressure-reducing pressure control valve. The pressure control valve maintains a
preset, optimum gas fuel pressure to the igniter torch.
Torch Gas Fuel Fine Adjustment Pressure Control Valve
Torch Gas Fuel Fine Adjustment Pressure Control Valve (PCV930-2), downstream from Torch Gas
Fuel Shutoff Valve (V2P940), is a pressure-reducing pressure control valve. The pressure control
valve maintains a preset, optimum gas fuel pressure to the igniter torch.
Pilot Gas Pressure Control Valve
Pilot Gas Pressure Control Valve (PCV931), downstream from Pilot Gas Filter (FS932), is a pressurereducing pressure control valve. The pressure control valve maintains a preset, optimum pilot
pressure to the gas valve pilot operator system.

Air Assist Pressure Control Valve

Air Assist Pressure Control Valve (PCV933), located downstream from Air Assist Shutoff Valve
(V2P950-1), is a spring bias volume booster relay-type pressure control valve. The pressure control
valve, sensing Pcd from a line tapped off the turbine rotor bearing support housing, maintains a
preset, optimum air assist pressure to the igniter torch and the air assist manifold at a fixed bias
above Pcd.
Liquid Fuel Pressure Control Valve
Liquid Fuel Pressure Control Valve (PCV938), located downstream from Liquid Fuel Control Valve
(ELF344), is a spring-loaded, piston and sleeve-type pressure control valve. The pressure control
valve maintains a preset, optimum liquid fuel pressure to the igniter torch and the fuel injector
assemblies.
Combustor Drain Pressure Control Valves
Combustor Drain Pressure Control Valves (PCV941-1, PCV941-2), downstream from the engine
combustor and exhaust collector in the condensate drain line, are normally open, in-line drain-type
pressure control valves. The pressure control valves close during operation at a preset Pcd and
prevent liquids from draining. At pressures less than this preset Pcd, the pressure control valves
open, allowing accumulated liquids to drain to an onskid collection point.
Bleed Valve Pressure Control Valve
Bleed Valve Pressure Control Valve (PCV942), mounted directly on the engine, is an adjustable
piston-type pressure control valve. The pressure control valve is controlled by engine compressor
discharge pressure (Pcd) to reduce compressor backpressure during starting and part speed
operation to avoid engine surge.
Air Assist Pilot Pressure Control Valve
Air Assist Pilot Pressure Control Valve (PCV952), located downstream from Air Assist Strainer
(FS911-1), is a pressure reducing-type pressure regulator with an integral filter. The pressure control
valve maintains a preset, optimum pilot pressure to the air assist pilot operator system.
Gas Fuel Coalescing/Filtration Module Pressure Indicator
Gas Fuel Coalescing/Filtration Module Pressure Indicator (PD1954), is part of Gas Fuel
Coalescing/Filtration Module (FSM932). The pressure gage indicates the pressure across FSM932.
Engine Compressor Discharge Pressure Gage
Engine Compressor Discharge Pressure Gage (P1930), located downstream from the engine on the
Pcd line, is a Bourdon tube, liquid filled-type pressure gage. The pressure gage indicates the engine
Pcd. Instrument Isolation Hand Valve (VI931-3) is used to isolate the pressure gage from the system
for calibration, testing, or replacement.
Engine Gas Fuel Pressure Gage
Engine Gas Fuel Pressure Gage (P1931), located downstream from the package gas fuel connection,
is a Bourdon tube, liquid filled-type pressure gage. The pressure gage indicates the inlet gas fuel
pressure. Instrument Isolation Hand Valve (VI931-1) is used to isolate the pressure gage from the
system for calibration, testing, or replacement.
Engine Liquid Fuel Pressure Gage
Engine Liquid Fuel Pressure Gage (P1932), located downstream from Liquid Fuel Low Pressure
Filters (FS935-1,FS935-2), is a Bourdon tube, liquid filled-type pressure gage. The pressure gage
indicates liquid fuel pressure at the inlet side of Liquid Fuel High Pressure Pump (P931). Instrument
Isolation Hand Valve (V1931-2) is used to isolate the pressure gage from the system for calibration,
testing, or replacement.

Liquid Fuel Purge Tank

Liquid Fuel Purge Tank (R931), located in the skid base at the engine aft end, is an aluminum
reservoir. The tank holds accumulated liquids drained from the engine during normal operations. The
tank should be drained regularly as indicated by Purge Tank Level Sight Gage (LG931). A Purge
Tank Level Switch (S389) actuates an alarm indicating the purge tank is full if level reaches
predetermined setpoint. The tank may be emptied by pumping or draining through the connection
located on the skid base. This liquid is not reusable.
Air Inlet Resistance Temperature Detector
Air Inlet Resistance Temperature Detector (RTD) (RT339), in air inlet duct, is a resistance
temperature detector. The resistance temperature detector senses air temperature at engine air inlet.
Resistance within the RTD varies with the sensed temperature. The resistance is measured by the
control system and is converted to an analog value in milliamps which is further used by the control
system.
High Gas Fuel Start Shutdown Pressure Switches
High Gas Fuel Start Shutdown Pressure Switches (S341-1, S341-2), are located downstream from
Gas Fuel Control Valves (EGF344, EGF344-1), are double-pole, double-throw, snap-acting-type
pressure switches. The pressure switches monitor the output of control valves EGF344 and EGF344
during the ignition sequence. If the fuel control output pressure exceeds its calibration limits, a
malfunction is displayed and the start sequence is aborted.
Valve Check Differential Pressure Switches
Valve Check Differential Pressure Switches (S342-2, S342-3), located upstream of Gas Fuel
Secondary Shutoff Valves (V2P932, V2P932-1), are double-pole, double-throw, snap-acting-type
pressure switches. The pressure switches work with Gas Fuel Primary Shutoff Valves (V2P931,
V2P931-1) and shutoff valves (V2P932, V2P932-1) to make possible an automatic valve check
sequence during the engine start cycle, or any time gas fuel is selected.
Liquid Fuel Filter Differential Pressure Switch
Liquid Fuel Filter Differential Pressure Switch (S343), located upstream of Filter Transfer Valve
(VT933) and downstream from Liquid Fuel Low Pressure Filters (FS935-1, FS935-2), is a doublepole, double-throw, snap-acting-type pressure switch. The pressure switch provides an electrical
indication of a pressure drop across the filters. The pressure switch transfers at a predetermined
increasing differential pressure.
Pump Check Pressure Switch
Pump Check Pressure Switch (5344), located downstream from Liquid Fuel Control Valve (ELF344),
is a double-pole, double-throw, snap-acting-type pressure switch. The pressure switch checks the
function of Liquid Fuel High Pressure Pump (P931) prior to a fuel transfer. If sufficient pressure is
being produced by pump P931, the pressure switch transfers and a transfer to liquid fuel is allowed. If
not, the transfer is inhibited until sufficient pressure is being produced.
Flameout Indicator Differential Pressure Switch
Flameout Indicator Differential Pressure Switch (S349), mounted parallel to Flameout Time Delay
Fixed Orifice (F0940), is a double-pole, double-throw, snap-acting-type pressure switch. Their
relationship forms a flameout detection circuit. The pressure switch is used to initiate a malfunction
shutdown whenever differential pressure across the pressure switch occurs due to sudden pressure
losses of engine Pcd. A slow reduction in engine Pcd (as occurs in a load reduction) will not actuate
the pressure switch (no flameout indicated). The pressure switch transfers when differential pressure
exceeds the setting of the pressure switch.
The pressure differential across the pressure switch happens because fixed orifice F0940 limits the
rate at which the pressure in the calibrated volume on the high side of the switch can decay. The slow
decay causes the pressure switch to stay energized from 1 to 5 seconds after a rapid loss of Pcd due
to possible flameout.

During start pr operation above 65 percent speed, if the main fuel actuator exceeds 95 percent of its
acceleration limit and engine Pcd drops by more than the stepping of the pressure switch in 0.25
seconds, the pressure switch is actuated, a flameout malfunction is annunciated, and the engine is
shut down. This time/pressure relationship is a physical characteristic of a flameout.
Liquid Fuel Low Pressure Shutdown Pressure Switch
Liquid Fuel Low Pressure Shutdown Pressure Switch (5387-2), located downstream from Liquid Fuel
Low Pressure Filters (FS935-1, FS935-2), is a double-pole, double-throw, snap-acting-type pressure
switch. The pressure switch senses inlet fuel pressure to the high pressure fuel pump. The switch
transfers to initiate engine shutdown if the liquid fuel pressure decreases below a predetermined
setting.
Sump Level Switches
Sump Level Switches (S542-1, S542-2), are part of Gas Fuel Cpalescing/Filgragipn Module
(FSM932). The switches provide electrical indication to the control system that the sumps require
draining.
Purge Tank Level Switch
Purge Tank Level Switch (S389), located in Liquid Fuel Purge Tank (R931), is a single-pole, singlethrow one-float-type level switch. The level switch transfers when purge tank R931 level reaches a
preset limit and an alarm is annunciated on the control console.
Liquid Fuel Flow Transmitter
Liquid Fuel Flow Transmitter (TF332), located downstream from Torch Bias Check Valve (VCS932),
is a turbine-type flow transmitter. The flow transmitter senses fuel flow through the liquid fuel system
and sends a signal, corresponding to a flow rate, to the control system for condition monitoring.
Engine Compressor Discharge Pressure Transmitter
Engine Compressor Discharge Pressure Transmitter (TP349), downstream from the engine on the
Pcd line, is a microprocessor based electronic-type pressure transmitter. The pressure transmitter
senses engine compressor discharge pressure and sends a corresponding signal to the control
system for condition monitoring. Instrument Isolation Hand Valve (V1931-3) is used to isolate the
transmitter from the system for calibration, testing, pr replacement.
Gas Fuel Pressure Transmitter
Gas Fuel Pressure Transmitter (TP386), downstream from the package gas fuel connection, is a
small size, microprocessor based electronic-type pressure transmitter. The pressure transmitter
senses gas fuel supply pressure as applied to Gas Fuel Primary Shutoff Valves (V2P931, V2P931-1)
and sends a corresponding signal to the control system for monitoring.
3.3.62 Gas Fuel Flow Scheduling Differential Pressure Transmitter
Gas Fuel Flow Scheduling Differential Pressure Transmitter (TPD344) senses the difference between
gas fuel pressure to the engine and engine combustor pressure and sends a corresponding signal to
the control system for controlling Gas Fuel Control Valves (EGF344, EGF344-1).
Air Inlet Differential Pressure Transmitter
Air Inlet Differential Pressure Transmitter (TPD358), downstream from the air inlet duct, is a solid
state, electronic sensing-type differential pressure transmitter. The differential pressure transmitter
senses the difference between ambient air pressure and the inlet duct air pressure and sends a
corresponding signal to the control system for condition monitoring.
Gas Fuel Coalescing Filter Differential Pressure Transmitter
Gas Fuel Coalescing Filter Differential Pressure Transmitter (TPD542), offskid on Gas Fuel
Coalescing/Filtration Module (FSM932), is a solid state, electronic sensing-type differential pressure
transmitter. Connected across the inlet and outlet of the fuel module, the differential pressure
transmitter senses the differential pressure between the inlet and outlet of Gas Fuel
Coalescing/Filtration Module (FSM932) and sends a corresponding signal to the control system for
monitoring.

Gas Fuel Primary Shutoff Valves

Gas Fuel Primary Shutoff Valves (V2P931, V2P931-1), downstream from the package gas fuel
connection, are normally closed, pneumatically operated, spring-return actuator, ball-type shutoff
valves. When Gas Fuel Primary Shutoff Pilot Solenoid Valves (L341-1, L341-2) are energized, pilot
pressure is applied to open the shutoff valves. When pilot solenoid valves L341-1 and L341-2 are deenergized, pilot pressure is vented and internal spring pressure closes the shutoff valves.

Gas Fuel Secondary Shutoff Valves

Gas Fuel Secondary Shutoff Valves
(V2P932, V2P932-1), downstream
Primary fuel valve
Gas Fuel Primary Shutoff Valves
(V2P931, V2P931-1), are normally
closed, two-way, pilot control-type
shutoff valves. When Gas Fuel
Secondary Shutoff Pilot Solenoid
Valves (L342-1, L342-2) are
energized, pilot pressure is applied to
the shutoff valves. When pilot
Secondary fuel valve
solenoid valves L342-1 and L342-2
de-energized, pilot pressure is vented
internal spring pressure closes the shutoff valves.

from

open
are
and

Liquid Fuel Shutoff Valve

Liquid Fuel Shutoff Valve (V2P939), located downstream from Liquid Fuel Control Valve (ELF344), is
a normally closed, two-way, air operated, spring return, full-bore ball-type shutoff valve. When Liquid
Fuel Shutoff Pilot Solenoid Valve (L349-1) is energized, pilot pressure opens Liquid Fuel Quick
Exhaust Pilot Valve (V2P939-1), in-turn pilot pressure is applied to open the shutoff valve. When pilot
solenoid valve L349-1 is de-energized, pilot pressure is vented and internal spring pressure closes
quick exhaust pilot valve V2P939-1, in-turn pilot pressure is vented and internal spring pressure
closes the shutoff valve.
Liquid Fuel Quick Exhaust Pilot Valve
Liquid Fuel Quick Exhaust Pilot Valve (V2P939-1), located upstream of Liquid Fuel Shutoff Valve
(V2P939), is a normally closed, pneumatically-operated quick exhaust pilot valve. When Liquid Fuel
Shutoff Pilot Solenoid Valve (L349-1) is energized, pilot pressure is applied to open the quick exhaust
pilot valve, in-turn pilot pressure is applied to open shutoff valve V2P939. When pilot solenoid valve
L349-1 is de-energized, pilot pressure is vented and internal spring pressure closes the quick exhaust
pilot valve, in-turn pilot pressure is vented and internal spring pressure closes shutoff valve V2P939.
Torch Gas Fuel Shutoff Valve
Torch Gas Fuel Shutoff Valve (V2P940), located downstream from Torch Gas Fuel Shutoff Pilot
Solenoid Valve (L340-1), is a normally closed, two-way pilot operated ball-type shutoff valve. When
pilot solenoid valve L340-1 is energized, pilot pressure is applied to open the shutoff valve. When
pilot solenoid valve L340-1 is de-energized, pilot pressure is vented and internal spring pressure
closes the shutoff valve.
Gas Fuel Vent Shutoff Valves
Gas Fuel Vent Shutoff Valves (V2P941, V2P941-1), downstream from Gas Fuel Vent Shutoff Pilot
Solenoid Valves (L341-3, L341-4), are normally closed, two-way, air operated, spring return, full-bore,
ball-type shutoff valves. When pilot solenoid valves L341-3 and L341-4 are energized, pilot pressure
is applied to open the shutoff valves. When pilot solenoid valves L341-3 and L341-4 are deenergized, pilot pressure is vented and internal spring pressure closes the shutoff valves.
Liquid Fuel Purge Shutoff Valve
Liquid Fuel Purge Shutoff Valve (V2P945), located downstream from Torch Bias Check Valve
(VCS932), is a normally closed, two-way, pneumatically-operated ball-type shutoff valve. When Liquid
Fuel Purge Shutoff Pilot Solenoid Valve (L345-1) is energized, pilot pressure opens the shutoff valve.
When pilot solenoid valve L345-1 is de-energized, pilot pressure is vented and internal spring
pressure closes shutoff valve.
Air Assist Shutoff Valve
Air Assist Shutoff Valve (V2P950-1), located upstream of Air Assist Pressure Control Valve
(PCV933), is a normally closed, two-way, air operated, spring return, full-bore ball-type shutoff valve.
When Air Assist Shutoff Pilot Solenoid Valve (L350-1) is energized, pilot pressure is applied to open
the shutoff valve. When pilot solenoid valve L350-1 is de-energized, pilot pressure is vented and
internal spring pressure closes the shutoff valve.
On-Crank Auxiliary Cleaning Shutoff Hand Valve
On-Crank Auxiliary Cleaning Shutoff Hand Valve (V2P990-1) is manually positioned to allow on-crank
cleaning solution to flow to the hand wand. For more information, refer to Turbine Engine, Chapter 8.
Air Inlet Duct Drain Check Valve
Air Inlet Duct Drain Check Valve (VCH930), downstream from the air inlet duct in the drain line, is a
swing-type check valve. The check valve opens at a preset cracking pressure to drain liquids from the
air inlet duct. A preset backpressure is required to prevent leakage.

Air Assist Check Valve

Air Assist Check Valve (VCH932), located downstream from Air Assist Pressure Control Valve
(PCV933), is a swing-type check valve. The check valve prevents backflow of Pcd into the air assist
system once the engine is running.
Torch Bias Check Valve
Torch Bias Check Valve (VCS932), located downstream from Liquid Fuel Shutoff Valve (V2P939), is
an in-line spring-type check valve. The check valve produces a bias pressure to force liquid fuel flow
to the torch at lightoff under regulated pressure. Once torch flow is shut off, it acts as a pressurizing
valve in the main liquid fuel flow to the engine.
Torch Purge Check Valve
Torch Purge Check Valve (VCS933), located downstream from Liquid Fuel Torch Shutoff Solenoid
Valve (L348-1), is an in-line spring-type check valve. The check valve prevents backflow to Liquid
Fuel Shutoff Valve (V2P939) and, when solenoid valve L348-1 is de-energized, allows Pcd to purge
the torch line through Liquid Fuel Torch Flow Fixed Orifice (F0934) to the purge tank.
Torch Gas Fuel Check Valve
Torch Gas Fuel Check Valve (VCS933-2), upstream from Torch Gas Fuel Shutoff Valve (V2P940), is
a low pressure drop, in-line-type check valve. The check valve prevents backflow of torch gas fuel
into the gas fuel system.
Low Pressure Filter Check Valves
Low Pressure Filter Check Valves (VCS939-1, VCS939-2), located downstream from Liquid Fuel Low
Pressure Filters (FS935-1, FS935-2), are spring-loaded, in-line poppet-type check valves. The check
valves prevent backflow of liquid fuel from the high pressure liquid fuel line,
Low Pressure Filter Bypass Check Valve
Low Pressure Filter Bypass Check Valve (VCS939-3), located downstream from Liquid Fuel Low
Pressure Filters (FS935-1, FS935-2), is an in-line spring-type check valve. The check valve functions
to bleed off excessive pressures in the liquid lines when the unit is shut down. The check valve also
acts to lower excessive fuel pressure developed in a static fuel system after a hot shutdown.
Liquid Fuel Bleed Hand Valve
Liquid Fuel Bleed Hand Valve (VH931), located upstream of Liquid Fuel High Pressure Pump (P931),
is a normally closed, needle-type hand valve. The hand valve includes a capped port which, with the
cap removed and the hand valve open, will permit bleeding of air from the liquid fuel system inlet line
when the external fuel supply is pressurized.
Instrument Isolation Hand Valve
Instrument Isolation Hand Valve (V1931-1), located upstream of Engine Gas Fuel Pressure Gage
(P1931), is an instrumentation, needle-type hand valve. The hand valve is used to isolate pressure
gage PI931 from the pressurized system for testing, calibration, or replacement.
Instrument Isolation Hand Valve
Instrument Isolation Hand Valve (V1931-2), located upstream of Engine Liquid Fuel Pressure Gage
(P1932), is an instrumentation, needle-type hand valve. The hand valve is used to isolate pressure
gage P1932 from the pressurized system for testing, calibration, or replacement.
Instrument Isolation Hand Valve
Instrument Isolation Hand Valve (V1931-3), upstream of Engine Compressor Discharge Pressure
Transmitter (TP349), is an instrumentation, needle-type hand valve. The hand valve is used to isolate
pressure transmitter TP349 from the pressurized system for testing, calibration, or replacement.

Pilot Relief Valve

Pilot Relief Valve (VR931), downstream from Pilot Pressure Fixed Orifice (F0937), is an in-line-type
relief valve. The relief valve limits the pilot system pressure in the event Pilot Gas Pressure Control
Valve (PCV931) fails.
Main Liquid Fuel Pump Relief Valve
Main Liquid Fuel Pump Relief Valve (VR931-1), located across Liquid Fuel High Pressure Pump
(P931), is an externally-adjustable, direct operated-type relief valve. The relief valve limits liquid fuel
pressure downstream from pump P93 1.
Air Assist Pilot Pressure Relief Valve
Air Assist Pilot Pressure Relief Valve (VR952), located downstream from Air Assist Pilot Pressure
Control Valve (PCV952), is an in-line-type relief valve. The relief valve limits the air assist pilot system
pressure in the event of pressure control valve PCV952 failure.
Filter Transfer Valve
Filter Transfer Valve (VT933), located upstream of Liquid Fuel Low Pressure Filters (FS935-1,
FS935-2), is a hand-operated, grounded stem, diverter style ball-type transfer valve. The transfer
valve directs the fuel flow through either filter, permitting servicing of a filter without package
shutdown.
Igniter Torch
The igniter torch is bolted to a mounting boss on the combustor housing. When the engine is started
on gas fuel, gas fuel enters the torch through the gas fuel inlet port. Gas fuel is ignited by igniter plug
E340, and the flame torches into the combustion chamber to initiate the propagation of the flame front
as the fuel-to-air mixture enriches. Gas fuel and torch ignition are shutoff when turbine temperature
reaches a preset value, and combustion is self-sustained.
When the engine is started on liquid fuel, liquid fuel enters the torch through the liquid fuel inlet port.
Liquid fuel is atomized by air assist pressure entering the air inlet port through piping from an external
source. The mixture is ignited by igniter plug E340, and the flame torches into the combustion
chamber to initiate the propagation of the flame front as the fuel-to-air mixture enriches. Liquid fuel,
air assist, and torch ignition are shutoff when turbine temperature reaches a

Dual Fuel System Manifolds and Injectors

The dual fuel system manifolds and injectors consist of a gas
fuel manifold, gas fuel manifold-to-injector tube assemblies, an
air assist (fuel atomizing) manifold, air assist manifold-to-injector
tube assemblies, a liquid fuel flow divider manifold, liquid fuel
manifold-to-injector tube assemblies, and fuel injectors.
The gas manifold assembly is of tubular construction and is
located around the forward end of the combustor housing. It is
bolted to the turbine rotor bearing support housing by mounting
brackets. The manifold includes a gas fuel inlet boss and outlet
bosses for connecting the manifold-to-injector tube assemblies
the fuel injectors. The tube assemblies direct gas fuel through
the metering orifices to the fuel injectors.
The liquid fuel flow divider manifold is bolted to a mounting
bracket beneath the combustor housing. It includes an inlet fuel
connection and outlet connections for the manifold-to-injector
tube assemblies. The tube assemblies feed the liquid fuel to the
fuel injectors.
The air assist manifold is bolted to the turbine rotor bearing
support housing, adjacent to the gas fuel manifold. The
manifold-to-injector tube assemblies speed
fuel atomizing air to the fuel injectors. During
operation at operating speed, fuel atomizing
air is supplied by Pcd. During engine
starting, prior to Pcd build-up, fuel atomizing
air is furnished from an external source by
the air assist portion of the liquid fuel
system.
The dual fuel injectors are mounted in
bosses around the periphery of the
combustor housing. They are seated in the
combustor liner and protrude into the
combustion chamber. The air blast and
injector fitting assemblies mix compressed
air with gas or liquid fuel by allowing air to
flow across the fuel injector nozzles into the
combustor.

to

SECTION 5 CAKERAWALA GAS TURBINES AIR SYSTEMS

Introduction
The basic operating principles of Industrial Gas Turbines that these notes are considering were
introduced in Section One Introduction to Gas Turbines. It was mentioned that a fundamental
component of these engines is the Compressor, which compresses air for various uses in the engine,
which include;
Primary Air for Combustion and Secondary Air for Cooling, Sealing and Control
.
It was also mentioned that about 2/3 of the total power developed was used to drive the compressor
and this should illustrate not only how important a component the compressor is, but also that it must
be capable of operating satisfactorily over the entire speed range from start to full load. How this is
achieved will be considered in this section after a view of the fundamentals of the air systems.

Principles
Ambient air is drawn into the Compressor data point T1, P1. Work is done by the Compressor to
increase the pressure (and temperature) of the air and to decrease its actual volume data point T2,
P2, at the exit of the Compressor. As will be seen a further pressure increase then occurs in the
Compressor Diffuser and the pressure here is monitored and is also used for control purposes. This
pressure is known as Pcd
From the Compressor Diffuser the air path is divided to supply Primary Air for combustion and
Secondary Air for cooling and sealing (although some applications divert air from some of the
compressor stages for sealing rather than use the higher Pcd pressure). Spent Primary Air and air
used for cooling then exits through the Turbine Section and through the Exhaust Assemblies to
atmosphere. Air used for sealing should exit to atmosphere along with the oil in the bearing lube oil
drains to the Lube Oil Reservoir and its vent.
The following 3 diagrams show simplified points for temperature, pressure and basic principle of
turbine operation.

Engine Temperature Station Schematic

Axial Flow Path

Axial Flow Compressor

Axial Flow Compressors which
are designed so that the flow of air
is along the axis of the
compressor shaft rather than
radial to it, as in the Centrifugal
type which is the other style
sometimes used.
An Axial Flow Compressor
basically comprises two sections,
a stationary casing and a rotor
assembly which rotates inside the
casing. The rotor assembly is
constructed from a series of
blades (Rotor blades) mounted
radially on a shaft and arranged in
rows, such that the effective area
of each blade decreases from inlet
to outlet. The casing bore also has
a series of blades (Stator blades) mounted
radial fashion and arranged in rows and like
rotor blades the effective area of each blade
decreases from inlet to outlet. The rotor is
mounted inside the casing bore so that each
of rotor blades is located next to a row of
blades. A row of stator and adjacent rotor
blades is called aStage. The rotor is
mounted on journal bearings at each end and
thrust bearing

in a
the
row
stator
a

Velocity Up

Velocity Down, Pressure Up

Nozzle Effect

Principle of Operation
The diagrams above illustrate the principle of operation of an Axial Flow Compressor. The Rotor
Assembly is driven by the turbine shaft and the Rotor Blades impart energy to the air by increasing its
velocity. The Rotor Blades are arranged to force the air into the Stator stage that follows, where the
blades are arranged to offer an increasing path for the air that enters. This causes the air velocity to
decrease with a corresponding increase in pressure (and temperature). This process is repeated
throughout each compressor stage.

Compressor Diffuser
The Compressor Diffuser is located at the exit of the Compressor. The process of energy conversion
continues in the Compressor Diffuser. The picture below shows the Diffuser attached to the
Compressor exit and the air path is again expanding. This results in the air velocity again decreasing
with a corresponding increase in the air pressure (and temperature). The greater air pressure in the
Diffuser is known as Pcd (Pressure, Compressor Discharge.)

Primary Air
The air used for combustion is known as Primary Air and usually accounts for about 25% of the total
air required. It is mixed with the fuel used and the resultant fuel air mixture will burn if the proportions
are suitable .It should be noted here that the routing of Primary Air varies between engine designs.

Cooling Air (Secondary Air)

The majority of the air used in the
engine is used for cooling. Firstly air is
allowed to enter the combustor to
contain the Fireball and prevent it
contacting the combustion liners.
Additional air ensures complete
combustion and also further cools the
hot combustion gases before they enter
the turbine inlet (T3). Air will also be
directed onto or in some cases into
various parts of the hotter sections of
the engine particularly the turbine
nozzles, and the turbine blades.
The diagrams on this page show
examples of Primary and Secondary Air
in the Combustor.

System Function
The engine air system, in addition to its main function of supporting combustion, also pressurises oil
seals, cools turbine rotor blades and nozzles, assist in obtaining smooth engine operation by
preventing surge conditions at critical speeds, and supplies control air for operation of the fuel control
system. Air system supply is compressor discharge air pressure (Pcd).
The air system starts to function with the rotation of the engine compressor rotor which draws in
ambient air. The air is compressed and directed through the diffuser to the combustion chamber
where fuel is injected and the combustible mixture is burned. This action transforms the air into a hot
gas, which expands through the turbine, creating mechanical energy. The gas is expelled to
atmosphere through the exhaust collector.
The entire turbine cooling air is returned to the main gas stream in the turbine section. The seal air
that leaks past the labyrinth seals travels through the engine oil drain lines and is vented from the
main lube oil tank.

Sealing Air
The engine incorporates three airpressurized labyrinth seals to
prevent leakage of lube oil from
the bearings. Compressor
discharge pressure is routed by
external air lines through orifices
to the compressor rotor forward oil
seal. Compressor diffuser air is
metered through internal
passages to the compressor rotor
aft oil seal and gas producer
turbine oil seal.

Turbine Cooling Air

A portion of air from the compressor diffuser is used for cooling. The cooling air has an inner and
outer primary flow path.
The inner path is split at the inner shroud. One path flows between inner shroud and the combustor
liner dome along the inner plates and between the inner cone and inner support. Small holes that ring
the inner plates and cone provide a flow path for cooling air into the combustion chamber.
The other inner path flows through holes in the inner shroud near the aft end of the compressor
diffuser housing and fills a void between the shroud and the gas producer bearing support housing.
The cooling air then flows through the first-stage diaphragm and preswirler.

The first-stage gas producer

turbine uses cooling air that
leaves the preswirler and flows
into a void created by the
forward rim seal attached to the
first-stage rotor disc. Holes in
the rim seal direct cooling air
under the rotor blade assembly.
Each blade has a three-pass
internal convection cooling
circuit that passes all cooling air
up the leading edge, down the
midchord passage, and then up
and out the trailing edge holes.
The outer cooling air path is split
at the insulated outer shroud
assembly. One path is along the
combustor liner dome, past the
torch igniter nozzle and along
the outer plate and between the
outer cone and outer support.
Small holes that ring the outer
plate and cone provide a flow
path for cooling air into the
combustion chamber.
The cooling air duct assembly
creates three separate
concentric passages that surround the No. 3 bearing housing. Cooling air for the duct assembly,
combustor, rotor disc and blades is directed from the compressor diffuser and flows through the duct
assembly to the preswirler. The cooling air from the preswirler cools the leading edge of the firststage turbine rotor disc and the first-stage rotor blades.
Leakage from the aft compressor
hub (eleventh-stage) is the
cooling air that is directed under
the duct assembly. This air cools
the No. 3 compressor bearing
support housing, gas producer
center-bolt, and rotor disc. The air
that flows through passages in the
gas producer turbine shaft is
directed to the gas producer
turbine rotor discs and center-bolt.
The cooling air path is split
between the radial holes in the aft
hub of the first-stage and secondstage disc and the center bolt.
The cooling air path in the rotor
disc is metered to the forward
face of the rotor discs by a
labyrinth seal in the hub of each interstage nozzle diaphragm.
Cooling air supplied from the area surrounding the convector (outer liner) passes through the nozzle
support housing screen and is directed by an annular duct to the first-stage turbine nozzle. Cooling air
that enters the hollow first-stage nozzles passes through the outer impingement plate installed on
each nozzle segment, and exits through a number of metering holes in the trailing edges of each firststage nozzle vane.

Bleed Air Valve

The Bleed Air Valve is designed to prevent engine surge
during starting and acceleration and possible flameout if
the load decreases suddenly. In split shaft engine
arrangements it also assists in avoiding PT over-speed.
During starting and acceleration, the bleed valve is
opened to allow compressor exit airflow to bypass the
combustor and turbine and go directly into the exhaust
plenum. Bypassing the flow reduces backpressure on
the compressor and avoids surge.
The bleed valve assembly is located on the combustor
case assembly. The valve assembly consists of a rotary
actuator, trunnion valve, and valve actuator bracket.
The rotary actuator is a single-acting, hydraulic piston
with rack and pinion mechanism supported by the valve
actuator bracket. Pressurization of one port closes the
valve, pressurization of the other port opens the valve.

Bleed Valve
Actuator
Assembly

The

trunnion valve body is mounted between flanges on the combustor case assembly and the bleed
valve exhaust duct. The duct directs compressor discharge pressure to the turbine exhaust diffuser. A
flange at the stem packing gland supports the valve on the actuator bracket. The end of the stem is
machined with a keyway and fits into the bleed valve.

Inlet Guide Vanes

On larger engines the compressor design for full
load, generally results in the bleed valve being
insufficient to bleed enough air to prevent surge.
To overcome this, the compressor efficiency is
altered to suit the engine speeds.

Guide Vane System

The system responds to corrected gas producer
speed to change the angle of the inlet guide vane
and the first,second,and third stage vanes to
aerodynamically match the low pressure stages of
the compressor with the high pressure stages.
This change of vane position varies the effective
angle at which the air flows past the rotor blades.
By changing the position of the variable vanes, the
critical low pressure stages are automatically
realigned to maintain satisfactory air flow and
compressor performance during all operating speeds.
The variable vane system consists of a single row of variable Inlet Guide Vanes (IGVs) and three
rows of Variable Stator Vanes (VSVs), and is controlled using the following:
Guide Vane Actuator Cylinder (CYL901)
Guide Vane Actuator Directional Control Valve (L339)
Lube oil pressure supplied to Guide Vane Actuator Directional Control Valve (L339) actuates the
Guide Vane Actuator Cylinder (CYL901). When valve L339 is energized to open by a signal from a
discrete output module, oil pressure is directed through a metering orifice. The orifice regulates the
flow rate to limit the actuator movement to about 5 seconds. When valve L339 is de-energized, oil is
directed to the closing port. The oil that is displaced from the actuator bypasses the metering orifice
as it passes through a check valve allowing a faster closing rate of about 2 seconds. The variable
vanes are opened as a function of Gas Producer Speed (Ngp) corrected to 59_F (15_C). When
accelerating the variable vanes will open at 90% corrected Ngp. When decelerating, the variable
vanes will close at 90% corrected Ngp.

Engine Compressor Assembly

The engine compressor assembly is a twelve-stage, axial-flow-type compressor incorporating the
compressor case
assembly, compressor
rotor
assembly and variable
vanes. The compressor
rotor
forward cone is
supported by the No. 1
tiltpad bearing in the air
inlet
assembly. The
compressor rotor aft
hub
assembly is supported
by
the No. 2 tilt-pad
bearing in the
compressor diffuser
assembly. The labyrinth
seal
attached to the aft
compressor hub
assembly forms the
rotating component of
the
thrust balance seal. The
compressor rotor aft
hub
assembly is connected to the gas producer rotor assembly.
The compressor forward cone is connected to the accessory drive gear train.
There are four stages of variable vanes located in the forward end of the compressor case. They are
aerodynamic vanes that have a long machined shaft with two parallel flats near the top and a short
shaft at the bottom. Outer bushings in the compressor case provide a bearing surface for the long
vane shaft. Inner ring sets support the inner bushings to provide a bearing surface for the short shaft
and a stationary seal for the air path. The four stages of variable vanes are Inlet Guide Vanes (IGVs),
zero-, first-, and second-stage Variable Stator Vanes (VSVs).

Compressor Diffuser Assembly

The forward end of the compressor diffuser assembly is bolted to the aft end of the compressor case.
The diffuser assembly supports the No. 2 and No. 3 bearing support housings and thrust balance
diaphragm. The diffuser housing incorporates the oil inlet, two oil drain ports, compressor discharge
pressure taps, turbine cooling air pressure tap, and borescope access. The No. 2 bearing support
housing incorporates the No. 2 tilt-pad bearing, thrust bearing, thrust balance diaphragm and the
stationary components of the thrust balance seal. The No. 2 bearing supports the aft end of the
compressor rotor. The thrust bearing is adjacent to the No. 2 bearing and it is the fixed-ramp type.
The No. 3 bearing support housing incorporates the No. 3 tilt-pad bearing and supports the turbine
rotor shaft.

Combustor and Gas Producer Turbine Assembly

The combustor and gas producer turbine
assembly includes the combustor
assembly, fuel manifold assemblies, fuel
injectors, bleed valve assembly, T5
thermocouples, and the gas producer
turbine assembly.
The combustor assembly includes an
outer housing which bolts to the aft
flange of the compressor diffuser
assembly. The annular-type combustor
liner is supported in the combustor
housing by six combustor support pins
located between the 12 fuel injectors.
The torch igniter assembly, used only at
combustion lightoff, has its own
interruptible fuel supply and igniter plug
and also contains the forward combustor
drain. The bleed valve mounts to a combustor
housing flange and is electrically controlled
and hydraulically actuated. The combustor
housing has an insulation blanket aft of the fuel
injectors.
Borescope access is through six ports near the
forward end of the combustor housing which is
used to inspect fuel injectors, combustor liner,
and turbine section. One borescope access
port, near the aft end of the combustor
housing, enters into the second-stage nozzle
and is used to inspect the first-stage and
second-stage turbine rotor blades and secondstage nozzles. The T5 thermocouple ports are
used to inspect the second-stage and thirdstage turbine rotor blades and nozzles.
The fuel manifold assemblies include fuel injectors, fuel manifolds for gas fuel, liquid fuel, air assist, or
water, as applicable, and the interconnecting lines. The fuel injectors mount radially in the combustor
housing with the injector tips fitted into the combustor dome.
actuator.

T5 THERMOCOUPLES
The T5 Thermocouples (TC1 through TC6) are mounted around the combustor aft housing. The
thermocouples protrude into the turbine nozzle area, where they sense the temperature of the thirdstage turbine inlet (T5).

Turbine Rotor Assembly

The turbine rotor assembly consists of the turbine rotor shaft and three disc assemblies. The discs
and turbine rotor shaft engage each other by radial face splines which transmit torque and keep the
discs concentric to the center of the shaft. Radial face splines allow the disc to thermally expand
radially. The entire assembly is secured by a thermo-stretched throughbolt.
The first-stage turbine rotor blades are cooled by compressor air and fed at a controlled rate through
the first-stage turbine nozzle support assembly to an annular slot (preswirler) that discharges onto the
rotating blade roots. The air makes two passes through an internal passage in each blade and is
discharged from a third chamber through a series of passages in the trailing edge and tip.

Turbine Nozzle Assembly

The turbine nozzle assembly consists of the nozzle support housing, first-stage, second-stage, and
third-stage turbine nozzle assemblies.
The mounting flange of the nozzle support housing is pinned to the aft flange of the combustor
housing for alignment and is cantilevered forward. The nozzle support housing is compressed
between the aft flange of the combustor housing and the forward flange of the exhaust diffuser for
rigid support. The nozzle support housing contains one borescope port hole and six T5 thermocouple
ports. The housing supports the screen assembly and three stages of turbine nozzles.
The first-stage nozzle assembly contains the first-stage nozzle segments and first-stage diaphragm
assembly, which includes the preswirler, and the nozzle clamp ring. The first-stage nozzle segments
are secured to the first-stage diaphragm assembly by a nozzle clamp ring. Each first-stage nozzle
segment contains two aerodynamic vane segments and inserts. The throat of the nozzle segment
directs hot exhaust gasses toward the first-stage disc assembly. Cooling air, which enters each
aerodynamic vane segment, is directed by flow control inserts to internally cool the leading edge and
air foil surfaces, and is then discharged through the trailing edge.
The second- and third-stage turbine nozzles segments are pinned to their respective diaphragm
assemblies which form a seal against the second- and third-stage disc assemblies to direct cooling
air and control the exhaust gas path.

Turbine Exhaust Diffuser and Bellows Assembly

The turbine exhaust diffuser and bellows assembly includes an inner and outer diffusing wall, seven
radial struts supporting the center cylinder, and a bellows connected to the outlet V-band clamp. This
assembly is bolted to the combustor housing aft flange. It is provided with a liquid drain. A flexible
bellows section is incorporated in the turbine exhaust diffuser assembly as a standard feature. This
bellows is designed to accommodate the engine thermal growth and up to 0.5 in. (12.7 mm) of
external thermal growth when optional equipment such as an exhaust silencer, a heat recovery
system, or other special exhaust ducting is used.

Engine Support
The turbine engine is cantilevered aft from the forward
flange of the air inlet housing, which is bolted to the
reduction drive assembly. Additional rear support is provided
by a steel pedestal attached to the combustor housing aft
flange. The pedestal base rests on a vibration isolating pad
located on the steel base crossmember below the
combustor housing.
The vibration pad is provided with load springs, adjustment
bolts, and spacers, that in addition to serving as a resilient
rear mount, also permit vertical and horizontal adjustments
of the engine for purposes of alignment.

SECTION 6 Cakerawala Generators

ABB Generator driven by Taurus 60
The main driven system components are the Gear Unit and Generator which are connected together
with a coupling. The Gear Unit is also designed to drive accessories and to accommodate the Starter
Motor.

Reduction Drive Assembly

Since the required input speed of the generator is lower than the output speed of the turbine, a
reduction drive assembly is necessary.
The reduction drive assembly is an epicyclic, high-speed, star-gear design used to reduce the drive
speed from the turbine engine to the generator. The reduction drive assembly is designed for an
output speed of 1500 rpm for 50 Hz service.
The reduction drive assembly is located between the engine and the generator. It is bolted directly to
the air inlet housing and the oil tank to provide a rigid support. For this reason, the reduction drive
assembly does not require alignment with the engine. The firm attachment of the housing provides
support to the forward end of the turbine engine.
The reduction drive assembly case consists of a large housing, attached to the air inlet housing, and
a smaller output shaft case.

Mounted on the reduction drive assembly is a magnetic pickup which counts the speed of the gear
teeth and transmits a signal to the speed monitor control box in the control panel. Another magnetic
pickup device directs a signal to the governor to control turbine speed.

The reduction drive assembly gear train is a compound star arrangement with three equally spaced
star clusters. The power flows through the input pinion (sun gear) (5) into three first-stage star gears
(6), through three second-stage pinion gears (7), and to the second-stage ring gear (4) on the output
shaft (9).
The input pinion assembly (5) is supported at one end by a ramp bearing mounted on an adapter on
the gear carrier. The other end is supported by the three first-stage star gears (6). Pinion thrust loads
are taken by a tapered land thrust bearing. The gear clusters have two sleeve bearings mounted
inside their bores. The journal bearing is stationary and is mounted in the carrier to support the gear
clusters.
The second-stage ring gear (4) is mounted on a hub with a loose fitting spline, which allows the ring
to center itself on the output shaft (9) through a fixed spline.
A sprag-type one-way clutch is mounted on the starter gear shaft. The starter drives through the
clutch. When the starter disengages, the sprags lift off the shaft and the clutch overruns continuously.

Each of the first-stage meshes in the power train is cooled and lubricated by three sets of two oil jets
directed toward the sun gear between each pair of meshes. Each pinion in the second-stage is
cooled and lubricated by two jets on the inboard side. Centrifugal force drives this oil into the ring
gear teeth. It is then flung out at the open end of the ring and through holes at the inner end.
Additional oil jets cool and lubricate the accessory pinion gear mesh, the output ball bearing, and the
one-way clutch on the starter shaft. All other accessory gear meshes and bearings are lubricated by
air-oil mist generated in the housing by the high speed meshes.
The hydrodynamic ramp bearing and thrust bearing on the input pinion assembly and the sleeve
bearings on the countershafts are pressure-fed with oil. Pressurized oil is provided by the externally
mounted main lube oil pump.

Accessory Drive Assembly

In addition to reducing the speed of the output shaft (Reduction Drive) the gear unit also incorporates
the gearing to accommodate Accessory Drives. The only engine-driven accessory used is the Lube
Oil Pump (P901) which is mounted on a Drive Pad. The other Drive Pads are not used and are
blanked by metal plates.
Main Lube Oil Pump
The Starter Motor (M922) is mounted onto a Starter Drive Adaptor which is then bolted to the Starter
Drive Pad.
Both the Starter Motor and Lube Oil Pump engage with Spur Gears and then with another spur gear
which is attached via splines to the output shaft. The Starter Motor can drive through this gear and
the Lube Oil Pump can be driven by it.

Reduction/Accessory
Drive Assembly

Generator

Starter Motor

Generator

Introduction
Electricity generation was first developed in the 1800's using Faradays dynamo generator. Almost
200 years later we are still using the same basic principles to generate electricity, only on a much
larger scale.
Electricity can be made or generated by moving a wire (conductor) through a magnetic field.

Magnetism
A bar magnet has a north and south pole. If it is placed
under a sheet of paper and iron filings are sprinkled over
the top of the paper, these iron filings will arrange
themselves into a pattern of lines that link the north pole
with the south pole of the magnet (diagram 1). These lines
show the magnetic field around the magnet.
Diagram 1
Making electricity
If a coil of wire is moved within a magnetic field so that it passes through the magnetic field, electrons
in the wire are made to move (as in diagram 2). When the
coil of wire is connected into an electric circuit (at the
terminals A and a) the electrons are under pressure to
move in a certain direction and a current will flow. This
electrical pressure is called voltage.
The amount of pressure or voltage depends on the strength
and position of the magnetic field relative to the coil, as well
as the speed at which the coil is turning. As the amount of
electricity changes so does its voltage.
Diagram 2

Diagram 3.1

Diagram 3.2

Diagram 3.3

Diagram 4
In the diagrams above, the coil of wire is rotating in a clockwise direction. When the coil of wire is in
the horizontal position (3.3), the voltage is greatest (diagram 4) because the coil is passing through
the strongest part of the magnetic field. At this stage the current flows from 1 to 2 to 3 to 4, out
through terminal A, through the globe and back into terminal a. When the coil of wire is in the vertical
position (3.2), no electricity is produced because the coil does not cut the magnetic field, and no
current flows. When the coil of wire is in the horizontal position again (3.3), the voltage is at its
maximum (diagram 3.3), however the current flows in the opposite direction 4 to 3 to 2 to 1, out
through terminal a, through the globe, and back into terminal A.The current produced changes
direction every half turn (180 degrees). This is called alternating current or AC. The generators at
large power stations produce nearly all the electricity we use in this way.

Power Stations Generators

With large power station generators, the coils actually remain stationary, and the magnetic field
rotates. This still produces the same effect as described above. The magnet rotates as the turbine to
which it is attached rotates.
When only one of the coils of wire is connected in the stationary part of the generator (known as the
stator), the electricity circuit is said to be one phase (or one circuit). Diagram 5.1 shows what a
rectangular coil or winding may look like. It is mounted inside the stator as in diagram 5.2 and has
terminals A and a. When the magnet rotates the voltage is produced as shown in diagram 5.3.

Diagram 5.1

Diagram 5.2

Diagram 5.3

Diagram 5.4

Diagram 5.5
It is more cost efficient and technically better to connect three sets of coils in the stator.
Diagram 5.4 shows how these coils are mounted. Each of these coils will be connected as separate
electrical circuits. When the magnet rotates an identical voltage is produced in each coil and circuit,
but each is staggered or delayed from one another (diagram 5.5). The electricity circuit is said to be
three phase.
Relative Motion between conductor and magnetic field (Condition 3 above), will result in a similar
effect if the conductor is stationary and the magnetic field moves.
In practice the generator output voltage and current will be high and require good connections
between the conductors and the load circuit cables to minimise resistance and losses and therefore
the generation of heat. These results in the conductors being stationary and the magnetic field being
rotated in practical generators. The following diagrams will examine the construction and operating
principles of a typical generator.
The turbine is called the prime mover and the shaft, magnet and copper windings make up the
alternator.
An alternator consists of a rotor and a stator. The rotor is directly connected to the prime mover and
rotates as the prime mover turns.
The rotor contains a magnet that, when turned, produces a moving or rotating magnetic field. The
rotor is surrounded by a stationary casing called the stator, which contains the wound copper coils or
windings. When the moving magnetic field passes by these windings, electricity is produced in them.
By controlling the speed at which the rotor is turned, a steady flow of electricity is produced in the
windings. These windings are connected to the electricity network.
The structure of the alternator usually stays the same regardless of the type of energy being used to
produce electricity.
The prime mover can be a turbine driven by steam, water, wind or burning gases. The prime mover
can also be an engine (like a car engine) that uses fuel to turn the generator.

Rotor Shaft

Gear Unit
Gear Unit Bearing
Gear Unit Output Shaft

Rotor
Stator (Windings)
Stator Casing

End Plate
Exciter
Exciter Field
PMG
PMG Field

Generator
Base
Fan (Fixed to Rotor)
Drive End Bearing
Rectifier
End Plate (includes Bearing Housing)
ND End Bearing

Coupling

Typical Generator arrangement

Cabling

Generator Output Cables (3 50 Hz)

Exciter Field (DC)
Permanent Magnet Generator (AC 250-300Hz)
Other control wiring (Metering, Temperature Sense)

The diagram above shows that the generator rotor shaft is supported by bearings at the Drive and
Non-Drive ends and is rotated by the torque transmitted from the engine through the gear unit and
coupling. Attached to the rotor shaft is a fan and the rotor which is located within the stator casing so
that it aligns with the stator windings. Also attached to the rotor shaft are the rectifier, exciter armature
and the PMG (Permanent Magnet Generator). There will be interconnecting conductors between the
rotor, rectifier and the exciter armature, shown above as .
The following descriptions have been taken from the Installation and Maintenance Manual.

Functional Discription
During generator set operation, the three-phase ac power generated in the exciter armature is applied
to the rectifier where it is converted to direct current power. The dc output from the rotating rectifier is
then applied as field excitation current to the generator rotating field coils. It should be noted that, with
this arrangement, the main generator field coils rotate and its armature is stationary, while the exciter
field is stationary but its armature rotates with the main generator rotor shaft. As a result, a single
rotating assembly, consisting of exciter armature, exciter rectifier, and main generator field coils is
formed, greatly simplifying all electrical connections within the generator assembly.
A sensing transformer supplies the bus potential signal to the regulator. The main generator output is
controlled by the generator field current. The generator field current is in turn controlled by the
brushless exciter circuit. The power transformer through the regulator, furnishes the excitation to the
exciter field. Variations in bus potential, then, will be sensed and subsequently corrected by this
circuit.

All ac generators require that direct current (excitation) be applied to the rotor windings (field coils) in
order to set up the magnetic flux necessary for generator operation. Because the amount of dc
current going into the field of the exciter will determine the output voltage of the exciter, the exciter
output, being applied to the generator field, will therefore control the output voltage of the main
generator.
Upon proper voltage buildup, the generator accelerates to 100 percent speed and excitation and
voltage control are assumed by the voltage regulator.
A crosscurrent-compensating transformer provides the proper signals to the regulator to
accommodate reactive loadsharing between multiple units in parallel.

COMPONENT DESCRIPTIONS
Rotor
The rotor is dynamically
balanced so that the
degree of dynamic
imbalance provides
minimum vibration.
Efficient rotor fans move
air through the generator
and around the rotor for
cooling. The rotors have
layer-wound field
windings, which are then
cemented with a highstrength resin and baked.
The rotor is in electrical
and mechanical balance
at all speeds, up to 125
percent of rated speed.

Stator
The stator is built with high-grade silicon steel
laminations, which are precision punched and
individually insulated. Windings, form-wound in
lined slots, are repeatedly treated with
thermosetting synthetic varnish and baked for
maximum moisture resistance, high dielectric
strength, and high bonding qualities. The windings
are also braced to withstand shock loads such as
motor starting and short circuits. Space heaters can
be supplied to minimize condensation during
shutdowns.

Shaft
The shaft diameter is sufficient to provide the stiffness necessary to preclude torsional problems.

Frame
The frame is heavy-duty steel, fabricated with deep welds and internal reinforcing for extra rigidity and
strength. Lifting lugs are provided.

Exciter
Excitation current for the generator field coils is provided by a brushless rotating exciter unit with
permanent magnet generator (PMG) pilot exciter. The generator is a synchronous, three-phase,
alternating current generator with rotating field coils, and the exciter unit is mounted directly on the
generator rotor shaft.
The exciter unit consists of two basic parts, a small three-phase, ac generator with rotating armature,
and a three-phase, full-wave, diode-type bridge rectifier portion that rotates together with the
armature. The pilot exciter is a permanent magnet generator that rotates with the main generator
rotor shaft. It feeds the exciter field windings with excitation current through the voltage regulator.
Since the exciter unit itself also requires dc current for excitation of its own stationary field coils, this is
furnished by a pilot exciter which is simply a PMG that is mounted on and rotates together with the
main rotor shaft.
It will be apparent that when starting the generator set, little or no direct current will be available for
excitation of either the main generator or the exciter fields, were it not for the action of the PMG pilot
exciter.

Permanent Magnet
Generator Field
Rotating
Rectifier
Assembly

Exciter Armature

Voltage regulator
The control of the arrangement is undertaken by the Voltage Regulator. As most are able to control
the generator automatically, they are known as Automatic Voltage Regulators, or AVR s.
The schematic on the previous page shows that the AVR is powered by voltage from the PMG. On
GT7300 & GT7400 power to the AVR will be available once K261 is energised (represented by
Contacts close at 65%NGP). Power is basically available if no over-voltage condition exists and Ngp
is > 80%.
The AVR is set to allow the generator to generate voltage of an amplitude which is determined by the
controls at the setup stage (Voltage Adjust Potentiometer in the schematic).This is achieved by the
AVR controlling the amount of DC current sent to the exciter field windings. The actual generator
output voltage is sensed by the AVR and this forms the feedback for the AVR control algorithm to
compare with the desired set voltage. If it is too high the field current output to the exciter field will be
reduced. If it is too low the exciter field current will be increased. The output current is also sensed to
allow load sharing with other generators to be achieved.
Although the frequency of the generator output voltage is largely determined by the rotational speed
of the rotor, which will be set and controlled by the prime mover, the frequency is also monitored by
the AVR to alter the control voltage characteristics as the frequency changes. Additional protection is
afforded by monitoring the current output to the exciter field for over current and also over voltage at
the generator output as well as loss of sense voltage. Over temperature operation of the AVR will
result in the AVR automatically turning itself off.
The AVR will need to be set to control the generator output voltage by a control scheme which will
differ if it is required to operate in parallel (load share) with other machines. If a generator is operating
alone ISOCH should be set for Voltage Control mode on S260. If either generator is to be paralleled
with other generators, DROOP mode should be selected for Voltage Control mode on S260-1. The
speed (frequency) should in both cases be set to ISOCH on SPD ISOCH/SPD DROOP Switch
(S/DS191).

Typical Electrical Schematic

The following drawing shows the overall electrical arrangement of a typical generator and how the
Voltage Regulator is used to monitor the output voltage and current and alter the exciter field current
to suit the required generator output. As can be seen it is supplied with power from the Permanent
Magnet Generator and sences generator output voltage and current and alters the exciter field
current to suit.

Coupling
The rotational torque to drive the generator is transmitted from the engine through the gear unit and
then to the generator by connecting the gear unit output shaft to the generator rotor shaft with a
coupling. The coupling is designed to allow transmission of power only within certain limits.
Firstly, it is important to ensure that the alignment of the two shafts is within allowable limits of runout. This will ensure that not only is the coupling not exposed to excessive stress, but will ensure that
the shaft bearings are not adversely loaded and that vibration will be minimised.
Although the design will allow some mis-alignment to be accommodated and this is achieved by the
use of disc packs, whatever method is used, must be in a suitable condition for use. Disc packs are
normally made from thin steel sheets with the appropriate profile and holes formed on each sheet.
The sheets are then riveted together to form a laminated spacer, which is then installed in the
coupling assembly, by bolts which pass through the rivets. Misalignment is accommodated by the
sheets flexing slightly. Care should therefore be taken to ensure that the disc packs sheets are not
excessively cracked and that they are clean. Ingress of dirt, etc between the sheets can cause
abrasive wear and also possibly imbalance.
Secondly, to protect the engine and gear unit as well as the generator from potentially damaging
operating conditions, the coupling is also designed to shear if subjected to excessive torsional
forces. These could arise if the generator was subjected to a massive overload or more commonly, if
the generator was attempted to be synchronised Out of phase with the output bus. The shear
elements (basically mechanical fuses) are usually specially machined bolts or pins which connect
the coupling halves together, but are designed to shear (break) if the load they are transmitting
becomes too great. This then allows the engine to continue to drive the gear unit and the part of the
coupling connected to the gear unit output shaft, but the generator will no longer be driven by the
engine.

Flexible Coupling
These couplings eliminate the need for lubrication. However, lube oil may be present in the shaft
cover. Hubs are attached to the rotating equipment with splines and / or interference fit pilots. The
flexing of the coupling is accommodated through the use of flexible disks in a plane perpendicular to
the shaft centre line.

Typical Flexible Disk Coupling

SECTION 7 Cakerawala Gas Turbine Turbotronic Control Ststem

General Discription
The Turbotronic Control System operates the
turbomachinery package and its subsystems. The
system generates electronic control signals to start,
stop, load, and unload the turbomachinery, manually or
automatically, from a local or remote location.
Control system functions are:

Sequence
Control
Protect
Display

This chapter describes control system operation.

Functional Discription
The control system is microprocessor-based and
customized for each application using a combination of input and output (I/O) modules. The system
controls scanning, monitoring, and reception of data. Data is processed in the Programmable Logic
Controller (PLC) and sent to output modules for transmittal to package control elements.
The control panel is electrical switch-based, allows command input, and indicates status.
The turbine package includes instrumentation to report operating conditions to the control system and
control devices to receive control output from primary or backup control systems. Control elements
are primarily electrical, electromechanical, and electrohydromechanical devices controlled by the
PLC.

Sequence
Sequencing functions control logic elements in the control system. Logic elements are (on/off,
open/close, start/stop, yes/no) events associated with switches, solenoids, relays, and comparator
devices. Sequencing monitors and senses events, and carries out computations to operate
components in the system.
Examples of sequencing elements include:
Start
Load
Stop
Postlube

Start
Manual actions to start the turbomachinery are:
Arm the system
Reset malfunctions
Select operating mode
Initiate start
After start is manually initiated, the system accomplishes the following:
Purge crank
Lightoff
Starter dropout
Lubrication check

Load
The load function maintains operating speed, loads the generator and transfers to steady state
control.[RUNNING] is highlighted on the operation summary screen.
When the engine reaches 90 percent speed, the ready to load timer starts to time.
When the ready to load timer times out, the READY-TO-LOAD light illuminates.
When [READY TO LOAD] is displayed on the operation summary screen, the generator can be
connected to the load bus by closing the generator circuit breaker. The circuit breaker can be closed
to a dead bus or a hot bus. When a dead bus is sensed, the circuit may be manually closed. When a
hot bus is sensed, the generator is synchronized to the load bus before closing the circuit breaker.
The voltage is matched to minimize flow of circulating current between the generators. The frequency
is matched to minimize initial loading and allow phase matching (synchronization). Phase is
synchronized to allow safe closing of the circuit breaker. Closing the circuit breaker when the
generator and load bus are out-of-phase
can cause equipment damage, and is not permitted by the control system.

Synchronization
Before the generator circuit breaker can be closed to the load or tie bus, the generator frequency,
voltage, and phase must be synchronized to the bus. The operator can manually synchronize the
generator to the load or tie bus, or the control system can automatically perform the synchronization
process. This process includes matching of the generator and load or tie bus voltage, frequency, and
phase.
To synchronize automatically, AUTOMATIC SYNCHRONIZE INITIATE is selected. The auto
synchronization fail timer starts timing and an AUTO SYNCH indication is displayed. The automatic
synchronizer matches the generator frequency, voltage, and phase to the load or ties bus and closes
the generator circuit breaker. When automatic synchronization is complete and the synchronization
check relay monitor permissive is closed, the circuit breaker closes and connects the generator to the
load bus. Indicators operate as described under dead bus.
If the generator circuit breaker does not close before the auto synchronization fail timer times out, the
generator circuit breaker lockout relay is activated. The automatic synchronization function is deenergized. The auto synch selection highlight is extinguished and the Auto Sync Fail alarm is
annunciated on the display screen.

Stop
Turbine shutdown can be manual or automatic with either a cooldown or fast stop.

Cooldown stop
Unloads the generator by reducing engine operating speed to idle, and starts the cooldown timer (5
minitues). If a start is re-initiated during the cooldown stop, the shutdown is aborted.
A start can be re-initiated during the cooldown period by pressing :- acknowledge, reset and start.

Fast stop
Unloads the gas compressor, (or generator) closes the fuel shutoff valves and stops the turbine
without a cooldown period

Manual shutdown
Is initiated by either activating the stop switch or the emergency stop switch. The stop switch provides
a cooldown stop and the emergency stop switch provides a fast stop. The gas compressor is
unloaded once a stop is initiated.
For a normal and/or station shutdown, compressor (or generator) load should be reduced before
initiating a stop.
When the gas compressor(or generator) is under a load and a malfunction occurs, the control system
unloads the compressor(or generator) and shuts off fuel to the turbine. The control system provides
both a cooldown stop (lockout or nonlockout) and a fast stop (lockout or nonlockout).

Emergency Stop
The Emergency Shutdown (ESD) is initiated by detection of a fire, backup overspeed system failure,
PLC failure, or the operator pressing the ESD switch.
The ESD stop unloads the gas compressor (or generator), closes the fuel shutoff valves and stops
the turbine without a cooldown period. Lube oil control for turbine rundown and postlube is controlled
by the backup relay system.
If an ESD stop has been initiated, the backup system must be reset with the BACKUP RESET
keyswitch and by pressing the ACKNOWLEDGE and RESET switches prior to restart.

Postlube
As the engine slows, the engine driven lube oil pump pressure decreases and the ac lube pump
starts. If the ac lube oil pump fails to
provide minimum pressure, the backup
pump is started.

Control
The control function monitors and
regulates process variables such as
speed, pressure, and temperature. The
function controls transient response to
load changes and controls actuators
during start, stop, and load.

Fuel Control
Turbine fuel flow control regulates
pressure and fuel flow. Fuel flow is controlled by regulating the electronic fuel control valve.
The fuel system establishes the fuel flow range by regulating fuel supply pressure and flow. Fuel
pressure is regulated to a value greater than Pcd between maximum and minimum valve positions.
The control system positions the electronic fuel control valve and regulates fuel flow to regulate
engine speed, power, and T5 temperature during lightoff, acceleration, steady state, and transient
load conditions.

Bleed Valve
Bleed valve position control regulates Pcd by routing airflow to the exhaust, bypassing combustor and
turbine.
During start and acceleration, the bleed valve avoids engine surge. During start and acceleration, the
bleed valve is opened to allow airflow to bypass combustor and turbine
.
An open bleed valve reduces turbine compressor back pressure and avoids engine surge, the bleed
valve position is determined as a function of kilowatt load.

Guide Vane System

Airflow through the turbine compressor is regulated by controlling angular position of variable
geometry inlet guide vanes.
Guide vanes maximize gas turbine compressor performance and avoid surge during start and
acceleration.
During start and acceleration, guide vane position is determined by engine speed.

Protect
The protect function monitors operating conditions, compares to limits, identifies when a limit is
exceeded, annunciates the fault, and initiates a stop if the fault is a shutdown-type malfunction.
A backup relay system protects in the event of PLC failure, fire, power turbine overspeed, or a
manual emergency stop.

Malfunction Alarm
The alarm task detects when a condition changes from normal to a level of concern. It annunciates
the problem to communicate that corrective action is required.

Malfunction Shutdown
The shutdown task detects when a danger level is reached, or a major malfunction occurs.
Shutdowns are one of four types:1. Cooldown Stop Nonlockout
2. Cooldown Stop Lockout
3. Fast Stop Nonlockout
4. Fast Stop Lockout

CN
CL
FN
FL

Fast Stop Vs Cooldown Stop

The cooldown stop unloads the gas compressor(or generator) and allows the engine to idle for a
cooldown period of 10 minutes before shutting off fuel.
A start can be re-initiated during the cooldown period by pressing :- acknowledge, reset and start.
The malfunction fast stop immediately shuts off fuel and unloads the compressor(or generator).
.
A start can not be re-initiated

Lockout Vs Nonlockout Malfunctions

The lockout malfunction inhibits control system operation. The control system cannot initiate a start
until the malfunction is reset.
Nonlockout malfunctions typically result from an operation disruption or an abnormal condition.
Nonlockout malfunctions can be reset when conditions return to normal.
Lockout-type malfunctions are generally more severe and require attention before the system can be
restarted.

Cooldown Stop Nonlockout

Cooldown stop nonlockouts include normal stops as well as stops responding to alarms not serious
enough to cause immediate damage. Some of these conditions require corrective action before
resuming operation.
These conditions include reaching temperature and pressure limits with lube oil, air filter, gas
compressor suction and discharge lines or a failure to load.
A start can be re-initiated during the cooldown period by pressing :- acknowledge, reset and start.

Cooldown Stop lockout

Cooldown stop lockouts respond to conditions that may not exceed shutdown levels but indicate a
component has failed.
Coold
own
stop
locko
ut
malfu
nctio
ns
includ
e
sens
or
(RTD
,
thermocouple, etc.) failure and a lube oil tank pressure or temperature limit being reached.

Fast Stop Nonlockout

Fast stop nonlockouts respond to conditions that can cause damage if operation continues. The
conditions are caused by a momentary disturbance in the system or an occasional sequencing
related malfunction.

Fast Stop Lockout

Fast stop lockouts respond to conditions that can cause serious damage if operation continues.
Investigation for damage is required. Corrective action may be required before restart.

Backup Active Shutdown

The backup active shutdown is enabled if there is a microprocessor failure, fire, backup overspeed, or
manually initiated Emergency Shutdown (ESD).
The system immediately shuts off fuel, opens yard valves to eliminate compressor load,(or unloads
generator) and controls lubrication oil for engine roll down and post lube.
After a backup active shutdown, the backup system must be reset with the BACKUP RESET
keyswitch.
The ACKNOWLEDGE and RESET switches must be pressed before the package can be restarted.

Microprocessor Fail
When microprocessor failure is detected, a fast stop is initiated and backup control is activated.

Manual Emergency Stop

The manual emergency stop is initiated by depressing the local, remote, or skid-mounted emergency
stop switch.
When the stop is initiated, the start/run latch in the microprocessor is reset and the fast stop latch in
the backup control is set.

Fire Detected
When fire is detected, the backup system immediately sets the fast stop latch in backup control and
the shutdown sequence proceeds as with the manual emergency stop except enclosure fans, if
present, are stopped, and lube continues for engine rolldown, is stopped for 20 minutes, and, if the
PLC is functioning after the 20 minute hold, a postlube cycle is completed.

Turbine Backup Overspeed

The turbine overspeed malfunction is sensed by the backup overspeed detection module.
The magnetic pickup speed sensor is independent from primary control sensor.
The backup overspeed monitor detects overspeed that indicates the normal control and protect
systems are not operating.
When overspeed is detected, the fast stop latch in the backup control is set and the stop sequence
proceeds as with manual emergency stop.

Turbotronics Display
The display function formats systems operating information, collects data, and provides the
information to the operator through the display device. The display device allows the operator to
monitor the operating conditions of the turbomachinery and perform limited turbine control functions.
This display device may provide historical as well as current information.
The display computer is an industrial personal computer (PC) with video display monitor and
software. The computer has a rear power switch and a floppy disk drive. The monitor has a color
display screen and two sealed-membrane keypads. The function keypad accesses display features
listed on the MENU SELECTION screen. Display software is on floppy disks.

Display Control Keys

Control keys are number/control and function keypads. The keypad enters data and controls cursor
position on the screen. The function keypad activates display features.

Control Key
The CTRL (Control) key, with the ENTER key, activates or deactivates display functions indicated
with a blinking asterisk (*). With the PAGE DOWN key, the CTRL key prints the screen.

Cursor Controls
Up, down, left, and right arrow keys move the cursor on the screen.
On the MENU SELECTION screen, the green rectangle cursor highlights display feature blocks. In
stripchart screens, the blue bar cursor moves up or down to highlight a listed variables.
On the OPERATION SUMMARY screen, the cursor is a blinking asterisk.

Enter
The ENTER key activates the current selection.
On the MENU SELECTION screen, for example, after a display feature is selected (the block is
highlighted), pressing ENTER causes the selected screen to appear.
CTRL and ENTER keys activate the blinking asterisk function.

Escape
The ESC (Escape) key recalls the MENU SELECTION screen. The key cancels any operation in
progress.

Function Keys
Function keys, F1 through F10, SHIFT F1 through SHIFT F10, CTRL F1 through CTRL F10, and ALT
F1 through ALT F10, access MENU SELECTION display features.
To change from one screen to another, the function key is pressed, without returning to MENU
SELECTION. In lower level menu screens, function keys are used as prompted.

Number Keys
Number keys select options for loading software, resetting passwords, initializing the history file,
changing package constants (Kvals), initiating printing functions, and multi-package monitoring.

Home And End Keys

The HOME key selects the first parameter on the first page of a display. The END key selects the last
parameter on the last page of the display screen.

Page Up And Page Down Keys

PAGE UP and PAGE DOWN keys allow observation of sections of multiscreen displays. PAGE
DOWN, with the CTRL key, prints the displayed screen.

System Reboot
To reboot the system, turn power OFF and ON using the power ON/OFF push-button on the rear of
the computer. Reboot diagnoses and resets the system.

Display Screens
Display screens can be viewed in the on-line or the optional playback mode. Refer to SYSTEM
MANAGER display screen to access playback mode.
The MENU SELECTION
display screen contains the
display screen selection
blocks and will be the first
screen displayed after
power is supplied to the
operator interface display
computer.
Follow the instructions
provided on the message
at the bottom of each
screen for additional display
feature selections or
operating procedures.

line

The asterisk (*) preceding

an
entry on a display screen
indicates that the feature
can
be activated, or controlled,
by
the operator. Position the
cursor to the desired feature (asterisk blinking), hold down the CTRL key and simultaneously press
ENTER to activate or stop the selected activity. After a momentary pause, observe the highlighted onscreen entry for confirmation.

On-line mode, some of the screens display real-time data being collected from the controller, and
others display data stored in the computer. When powered-up, the system is placed in the on-line
mode.
Playback mode, the screens only display data stored in the computer. The background display tasks,
such as alarm checking and data logging, continue to operate and real-time alarms are displayed at
the top of the screens. The FIRST OUT ALARMS, STRIPCHART, and PROGRAM CONSTANTS
display screens are not active in the playback mode. In the playback mode, the operator can
interrogate and view data in the EVENTLOG, TRIGGER, ELAPSED TIME, and HISTORY databases.
The screens that normally display stored data, in the on-line mode, are also used to select the
database to be viewed.

Menu Selection Display Screen

The MENU SELECTION display screen is displayed at power-up or when power to the display is
interrupted by turning its power supply circuit breaker OFF and ON.
The selection menu provides access to the display screens. Selections can be made directly from the
MENU SELECTION display screen.
To select a menu option, use the arrow keys on the number/control keypad to move the cursor to the
desired option. Press the ENTER key to select the screen. Screens may also be selected by pressing
the appropriate function key associated with the screen (for example, F1; hold down SHIFT key and
simultaneously press F6; or hold down CTRL key and simultaneously press F9). To print any screen,
hold down CTRL and simultaneously press PAGE DOWN.

TYPICAL MENU DISPLAY SCREEN

Operation Summary Display Screen

The OPERATION SUMMARY display screen selected from the MENU SELECTION display screen
by pressing the appropriate function key or by positioning the cursor to the OPERATION block with
the up, down, left, or right arrow keys and pressing ENTER. Press the ESC (escape) key to return to
the MENU SELECTION display screen.
The OPERATION SUMMARY display screen is used by the operator to view overall system
conditions, and is generally the screen left on the display during normal system operation. The
conditions being monitored are highlighted on the screen. The data is presented in real time and is
continually updated.
An asterisk (*) next to a function indicates it is controlled by the operator at this screen. Use arrow
keys to position the cursor at the function (asterisk blinks), hold down the CTRL key and
simultaneously press ENTER to activate or stop the selected function. Wait a few seconds (2 to 3) for
the function to activate. Observe the highlighted entry for confirmation

Generator Operation Summary Screen

Typical Control Keys
Press arrow keys. : Press CTRL/ENTER key : Press + (plus) key.:Press - (minus) key.:Press ESC key.:-

Moves cursor (asterisk) on the screen (on-line mode only).

Activates/deactivates function next to which cursor (asterisk) is
blinking(on-line mode only).
Increments data by one record (playback mode only).
Decrements data by one record (playback mode only).
Returns to MENU SELECTION display screen

Temperature Summary Display Screen

The TEMPERATURE SUMMARY display screen is selected from the MENU SELECTION display
screen by pressing appropriate function key or by positioning the cursor to the TEMPERATURE block
with the up, down, left, or right arrow keys and pressing ENTER. Press the ESC key to return to the
MENU SELECTION display screen.
The TEMPERATURE SUMMARY display screen displays all the temperatures being monitored on
the unit.
The Saturn 20 displays the T5 average. The lube system and bearing readings are indicated in actual
temperatures.

TEMPERATURE SUMMARY

Vibration Summary Display Screens

Vibration summary display screens are selected from the MENU SELECTION display screen by
pressing appropriate function key or by positioning the cursor to the VIBRATION block with the up,
down, left, or right arrow keys and pressing ENTER. Press the ESC key to return to the MENU
SELECTION display screen. Vibration summary is displayed on two screens, the DRIVER
VIBRATION SUMMARY display screen and the DRIVEN VIBRATION SUMMARY display screen.

Typical Driver Vibration Screen

Driver Vibration Summary Display Screen

When VIBRATION is selected from the MENU SELECTION display screen, DRIVER VIBRATION
SUMMARY is the first display screen for viewing. The DRIVER VIBRATION SUMMARY display
screen shows the vibration readings and proximity probe gap voltages being monitored on the driving
equipment. Use PAGE DOWN key to view DRIVEN VIBRATION SUMMARY display screen or press
the ESC key to return to the MENU SELECTION display screen.

Generator Summary Display Screen

The GENERATOR SUMMARY display screen is selected from the MENU SELECTION
display screen by pressing appropriate function key or by positioning the cursor to the
GENERATOR block with the up, down, left, or right arrow keys and pressing ENTER.
Press the ESC key to return to the MENU SELECTION display screen.

GENERATOR SUMMARY PAGE

The GENERATOR SUMMARY display screen displays generator operating values. The
displayed values include setpoint, alternator, bus, balance line, and power status.

Engine Performance - Gas Display Screen

The ENGINE PERFORMANCE - GAS display screen (Figure 3.3.6) is selected from
the MENU SELECTION display screen by pressing appropriate function key or by
positioning the cursor to the ENGINE PERFORMANCE block with the up, down, left,
or right arrow keys and pressing ENTER. Press the ESC (escape) key to return to the
MENU SELECTION display screen.
The ENGINE PERFORMANCE - GAS display screen displays engine performance
curves, depicting theoretical values under given conditions, in contrast to current
actual values under existing operating conditions. The important indications are
in the trends between the theoretical and actual values. Refer to Installation and
Maintenance Instructions, Turbine Engine Chapter, of this manual set for applicable
engine performance calculations.

Alarms Display Screen

The ALARMS display screen is selected from the MENU SELECTION display screen by pressing
appropriate function key or by positioning the cursor to the ALARMS block with the up, down, left, or
right arrow keys and pressing ENTER. Press the ESC (escape) key to return to the MENU
SELECTION display screen.
Acknowledged and unacknowledged alarm and shutdown codes are displayed on the ALARMS
display screen. Any malfunctions detected will flash corresponding indication until the

TYPICAL ALARMS PAGE

ACKNOWLEDGE switch on the turbine control panel is pressed. As malfunctions are acknowledged,
they will stop flashing and remain highlighted on the screen until cleared from the system and the
RESET switch is pressed. In a single unit configuration, the first four malfunctions detected are
displayed at the top of all screens until cleared. In a multi-unit configuration, one alarm is displayed
per unit. The display screen is divided into four columns. At the left is the date, in the center is the
time, and on the right is the alarm designation and description. If more alarms have occurred than will
fit on one page, the additional alarms can be viewed by pressing the PAGE UP/PAGE DOWN keys
on the number/control keypad.
Noncritical alarms are shown in yellow. Critical alarms (shutdowns) are shown in red.
Unacknowledged alarms blink in yellow highlights with black letters. Acknowledged alarms appear
unblinking in reverse video (yellow letters on black background).

First Out Alarms Display Screen

The FIRST OUT ALARMS display screen is selected from the MENU SELECTION display screen by
pressing appropriate function key or by positioning the cursor to the FIRST OUT ALARMS block with
the up, down, left, or right arrow keys and pressing ENTER. Press the ESC (escape) key to return to
the MENU SELECTION display screen.

TYPICAL FIRST OUT ALARMS PAGE

The FIRST OUT ALARMS display screen shows only unacknowledged alarms in the order in which
they occurred.

Meters Display Screen

The METERS display screen can be selected from the MENU SELECTION display screen by
pressing appropriate function key or by positioning the cursor to the METERS block with the up,
down, left, or right arrow keys on the number/control keypad and pressing ENTER. Press the ESC
(escape) key to return to the MENU SELECTION display screen.

TYPICAL METERS PAGE

The METERS display screen shows, in real time, all the monitored functions in a bar-graph format.
Up to 33 meters are displayed on each page. When a transmitted value is under or over range, the
color will change to blinking blue color to indicate this condition.
Press the PAGE UP or PAGE DOWN to display more Meters.

Stripchart Display Screen

The STRIPCHART display screen is selected from the MENU SELECTION display screen by
pressing appropriate function key or by positioning the cursor to the STRIPCHART block with the up,
down, left, or right arrow keys and pressing ENTER. Press the ESC (escape) key to return to the
MENU SELECTION display screen.
The STRIPCHART screen is a multiscreen display.
The first screen displays the titles of the analog variables available for presentation in stripchart form.

TYPICAL STRIPCHART ANALOG TITLES AVAILABLE FOR DISPLAY

Use the following procedures to select and display variables in stripchart format.
1. Use PAGE UP/PAGE DOWN keys to view all available titles of analog variables.
2. Select any four variables to be displayed in stripchart format.
3. Use the arrow keys to move the highlighting bar up or down to each of the selected variables.
4. Press ENTER after each selection.
5. When all four variables are selected, press ENTER once again to view the stripcharts of the
four selected variables, or press ESC to clear.

The second screen emulates a four-pen stripchart recorder to monitor the selected analog variables.
The stripcharts displays raw, real time data.

TYPICAL STRIPCHART ANALOG PAGE

After viewing original stripcharts, to choose four different variables for display, return to the selection
screen by pressing the ESC key at the stripchart screen.
The system will return to the MENU SELECTION display screen.
Choose the STRIPCHART display screen.
When at the STRIPCHART display screen, displaying the titles of the analog variables, press the
ESC key to clear the entries.
Select four different variables as described in Steps 1 through 5.
When done, press the ESC key to return to the MENU SELECTION display screen.
The stripchart display screens are not available in playback mode.

Analog History Display Screen

The ANALOG HISTORY display screen is selected from the MENU SELECTION display
screen by pressing appropriate function key or by positioning the cursor to the ANALOG
HISTORY block with the up, down, left, or right arrow keys and pressing ENTER. Press the
ESC (escape) key to return to the MENU SELECTION display screen.
The ANALOG HISTORY display screen is a multiscreen display. The first screen displays the
titles of the analog variables available for presentation in stripchart form.

TYPICAL ANALOG TITLES AVAILABLE FOR DISPLAY INSTRIPCHART

FORMAT

Use the following procedures to select and display variables in stripchart format.
1. Use PAGE UP/PAGE DOWN keys to view all available titles of analog variables.
2. Select any four variables to be displayed in stripchart format.
3. Use the arrow keys to move the highlighting bar up or down to each of the selected
variables.
4. Press ENTER after each selection.
5. When all four variables are selected, press ENTER once again to view the stripcharts
of the four selected variables, or press ESC to clear.
6. When the stripchart screen appears, the stripcharts will be blank.
7. Select the desired time interval for display.
8. Press the function key for desired time interval. Function keys F1 and F2 offer the
fastest changing historical data available.
9. Function key F7 offers the slowest changing historical data available.
10. When the stripcharts reflect data, move the vertical line with the left and right arrow
keys over the data to display the value and time for specific data points.

The second screen shows the data in stripchart form. The data is conditioned and historical rather
than raw and real-time. The stripchart display also includes a bar graph and digital indicator that show
the current value of the data point.

In the playback mode, when viewing Analog History data, the time interval in effect will remain the
same as the time interval chosen in the Analog History option. If the operator is looking at the data in
the minutes time-base, after exiting the option, the data shown is the minutes data from the History
file, until another database or time interval is chosen.
Moving the vertical line with the left and right arrow keys over the data, in playback mode, selects the
ANALOG HISTORY database and record group that will also be viewed in other applicable screens.
Press the END key to move the view to the oldest data point displayed (last point displayed
on left-most side).
Press the HOME key to move the data to the most recent data point displayed (last data point
on the right-most side).
To display the same variables but at a different time interval. Press the function key for the
desired new time interval.
To choose four different variables, return to the selection screen by pressing the ESC key at the
stripchart screen. The system will return to the MENU SELECTION display screen.
Choose the ANALOG HISTORY display screen.
When at the ANALOG HISTORY display screen, displaying the titles of the analog
variables, press the ESC key to clear the entries.
Select four variables as described in Steps 1 through 6.
When done, press the ESC key to return to the MENU SELECTION display screen.

Predictive Trend Display Screen

The PREDICTIVE TREND display screen is selected from the MENU SELECTION display screen by
pressing appropriate function key or by positioning the cursor to the PREDICTIVE TREND block with
the up, down, left, or right arrow keys and pressing ENTER. Press the ESC (escape) key to return to
the MENU SELECTION display screen.
The PREDICTIVE TREND display screen is a multiscreen display. The first screen displays the titles
of the analog variables available for presentation in stripchart form.

Use the following procedures to select and display variables in stripchart format.
1. Use PAGE UP/PAGE DOWN keys to view all available titles of analog variables
2. Select any four variables to be displayed in stripchart format.
3. Use the arrow keys to move the highlighting bar up or down to each of the selected variables.
4. Press ENTER after each selection.
When all four variables are selected, press ENTER once again to view the stripcharts of the four
selected variables, or press ESC to clear selections.
The second screen shows the data in stripchart form. The predictive trend feature can be used to
identify and schedule requirements for corrective or preventive maintenance.
When the stripchart screen appears, the stripcharts will be blank. Select the desired time interval for
display. Press the function key for desired time interval. Function keys F1 and F2 offer the fastest
changing historical data available. Function key F7 offers the slowest changing historical data
available.
When the stripcharts reflect data, move the vertical line with the left and right arrow keys over the
data to display the value and time for specific data points.

Moving the vertical line with the left and right arrow keys over the data, in playback mode, selects the
ANALOG HISTORY database and record group that will also be viewed in other applicable screens.
Press the END key to move the view to the oldest data point displayed (last point displayed on leftmost side).
Press the HOME key to move the data to the most recent data point displayed (last data point on the
right-most side).
To display the same variables but at a different time interval, press the function key for the desired
new time interval.
To choose four different variables, return to the selection screen by pressing the ESC key at the
stripchart screen. The system will return to the MENU SELECTION display screen.
Choose the PREDICTIVE TREND display screen.
When at the PREDICTIVE TREND display screen, displaying the titles of the analog variables, press
the ESC key to clear the entries.
Select four variables as described in Steps 1 through 6.
When done, press the ESC key to return to the MENU SELECTION display screen.
The predictive trend stripchart display screen is divided into two sections. The left side shows a plot
using real-time package operation, the right side displays the predicted values of operation. A graphic
plot is developed using data points collected during package operation. Data points are compressed
by using an averaging period. The averaging period is based on designated time intervals from 1
second to 10 000 hours. The time interval for predictive trend is the same as analog history. The plot
is developed by using intervals of time as data points.
When the predicted curve, on the right side of the plot, is not on the screen, assume that the
prediction is off scale, and reexamine the variable values. Alarm or shutdown values associated with
the selected variables may be read by moving the cursor, with the arrow keys, from the left side of the
graph to the right side. Alarm levels are shown in yellow and shutdown levels are shown in red.
In playback mode, when viewing the predictive trend data, the time interval will remain the same as
the time interval chosen in the predictive trend option. If the operator is exiting this option while
looking at future data, the point of entry will be the latest, or center point displayed.

Elapsed Time Data Display Screen

The ELAPSED TIME SELECT display screen is selected from the MENU SELECTION display screen
by pressing appropriate function key or by positioning the cursor to the ELAPSED TIME DATA block
with the up, down, left, or right arrow keys and pressing ENTER. Press the ESC (escape) key to
return to the MENU SELECTION display screen.
The elapsed time data is presented in a multiscreen display. The first screen, ELAPSED TIME
SELECT, displays the titles of the analog variables available for presentation in stripchart form.

The second screen, ELAPSED TIME DATA, shows the data in stripchart form.
This elapsed time data feature provides a file of analog data showing the actual conditions at specific
intervals of time. This allows for plotting of the actual operating duty cycle of the equipment over long
periods of time by showing start and stop events and operating power levels.
Use the following procedures to select and display variables in stripchart format.
1. Use PAGE UP/PAGE DOWN keys to view all available titles of analog variables.
2. Select any four variables to be displayed in stripchart format.
3. Use the arrow keys to move the highlighting bar up or down to each of the selected variables.
4. Press ENTER after each selection.
5. When all four variables are selected, press ENTER once again to view the stripcharts of the
four selected variables, or press ESC to clear.
6. When the stripchart screen appears, the stripcharts will be blank.

Select the desired elapsed time interval for display. Function keys F2 and F3 offer the fastest
changing elapsed time data. Function key F6 offers the slowest changing elapsed time data.
When the stripcharts reflect data, move the vertical line with the left and right arrow keys over the
data to display the value and time for specific data points. When the plot is larger than the screen
display, function keys F2 (left) and F6 (right) may be used to shift the screen viewing area.

Moving the vertical line with the left and right arrow keys over the data, in playback mode, selects the
ELAPSED TIME database and record group that will also be viewed in other applicable screens.
Press the END key to move the view to the oldest data point displayed (last point displayed on leftmost side).
Press the HOME key to move the data to the most recent data point displayed (last data point on the
right-most side).
Press function key F4, NEWSTEP, to select a new time interval. The data shown on the stripchart is
historical. When a new time interval is selected, the latest data available is
displayed.
To choose four different variables, return to the selection screen by pressing the ESC key at the
stripchart screen. The system will return to the MENU SELECTION display screen.
Choose the ELAPSED TIME SELECT display screen.
When at the ELAPSED TIME SELECT display screen, displaying the titles of the analog variables,
press the ESC key to clear the entries.
Select four variables as described in Steps 1 through 6.
When done, press the ESC key to return to the MENU SELECTION display screen.
In playback mode, when viewing the elapsed time data, the time interval will remain the same as the
time interval chosen in the elapsed time option.

Trigger Log Display Screen

The TRIGGER LOG display screen is selected from the MENU SELECTION screen by pressing the
appropriate function key or by positioning the cursor to the TRIGGER LOG block with the up, down,
left, or right arrow keys and pressing ENTER. Press ESC key to return to MENU SELECTION display
screen.
The trigger log is a group of files containing data surrounding an event, or a trigger. This feature
allows examination of data for up to four analog variables, chosen from a possible five, in a selected
time span of system operation. Data are displayed in stripchart format and can be printed in tabular
format.
TRIGGER LOG has multiple screens. The first, shows titles of analog variables.

Use the following procedure to select and display analog variables and trigger files in stripchart
format.
1. Use PAGE UP/PAGE DOWN keys to view available titles of analog variables.
2. Select four analog variables to be displayed or select the same analog variable four times to
view the variable over more than one time frame.
3. Use arrow keys to move highlighting bar up or down to select analog variables.
4. Press ENTER after each selection.
5. When four analog variables are selected, press ENTER to view the trigger file, or press ESC
to clear.

6. Use arrow keys to move the highlighting bar up or down to each of the trigger files.
7. Press ENTER after each selection. As each file is selected, the file name is displayed next to
the analog variable on the lower portion of the screen.
8. When four files are selected, press ENTER, or press ESC to clear. When ENTER is pressed,
the screen clears, the files are read, and data are displayed in stripchart format.
9. When the stripcharts show data, move the vertical line with the arrow keys over the data to
display value and time for specific points.

The second, shows optional trigger files for selected analog variables.

The third screen, shows data in stripchart format

.

Moving the vertical line with arrow keys over the data, in playback mode, selects the TRIGGER
database and record group that will also be viewed in other applicable screens.
Press the ESC key to return to the MENU SELECTION display screen.

Discrete Event Log Display Screen

The DISCRETE EVENT LOG screen is selected from the MENU SELECTION screen by pressing
the appropriate function key or by positioning the cursor to the DISCRETE EVENT LOG block with
the arrow keys and pressing ENTER. Press ESC key to return to the MENU SELECTION screen.
The DISCRETE EVENT LOG screen lists events that occurred in system operation. Each entry
includes event date and time. This feature is useful in troubleshooting.
A list of events may be printed as follows:
1.
2.
3.
4.

Use PAGE UP/PAGE DOWN keys to view all listed events.

Press function key F9 (START) to mark start point.
Press function key F8 (STOP) to mark stop point.
Press function key F10 (PRINT) to print marked events.

While being viewed, the DISCRETE EVENT LOG display screen is not updated to display new
events. To view the latest list of discrete events, press ESC key to return to MENU SELECTION
screen and select the DISCRETE EVENT LOG screen as described above.
Selecting DISCRETE EVENT LOG display screen, in playback mode, selects the EVENTLOG
database that will be viewed in other applicable screens.

Save Data Files Display Screen

The SAVE DATA FILES display screen is selected from the MENU SELECTION display screen by
pressing the appropriate function key or by positioning the cursor to the SAVE DATA FILES block
with the up, down, left, or right arrow keys and pressing ENTER. Press the ESC key to return to the
MENU SELECTION display screen.
This display screen enables the operator to download data from the system data files to a
floppy disk.

Use the following procedures to download data onto a floppy disk.

1. Open floppy drive access door on the front panel below the number/control keypad. Insert
floppy disk.
2. Press function keys F7 and F8 to scroll through and select the desired data file.
3. Press function key F9 to move cursor and activate the next box requiring input.
4. Press function key F10 to accept the selections.
5. If trigger log file was selected, a list of valid trigger files will appear. Use the up and down
arrow keys to select the desired file, and press function key F10 once the desired file is
highlighted.
6. Press function key F10 when all inputs have been selected. For elapsed time data, discrete
event log, or trigger log files, a set of input boxes for entering the start and end time is
displayed. Use F7, F8, and F9 to set inputs as desired.
7. The last prompt to appear is for the file name. Press F10 to accept the currently displayed file
name.
8. The default directory to save the data file is C:\MAIN. To save the data directly to a floppy
disk, either change the directory in the displayed file name to A:, or exit the display system to
get to the DOS prompt and use the DOS copy command to copy the file from C:\MAIN to A:.
9. A status message is displayed to indicate the progress of the record downloading.
10. Pressing ESC will abort the save process, leaving a target file with incomplete data.

Program Constants Display Screen

The PROGRAM CONSTANTS display screen is selected from the MENU SELECTION display
screen by pressing appropriate function key or by positioning the cursor to the PROGRAM
CONSTANTS block with the up, down, left, or right arrow keys and pressing ENTER. Press the ESC
key to return to the MENU SELECTION display screen.
The PROGRAM CONSTANTS display screen is a multipage display that lists various operating
parameters (Kvals) that are programmed into the control system. At this screen, the operator may
also modify the Kvals.

When this screen is displayed, a password is required to change any Kval.

Use the following procedures to select and change Kvals.
1. Use the arrow keys to move highlight bar over the desired Kval. Press ENTER to select. The
screen will prompt to enter password.
2. Use the number keys on the number/control keypad to enter four-digit password at screen
prompt.
3. Press ENTER to accept password.
4. Enter new value (Kval) within allowable range. The allowed range is indicated in the MIN
and MAX values displayed in the lower right corner of the screen.
5. Press ENTER within ten seconds or system returns to the select variable prompt.
System displays: Waiting for reply from PLC while system processes accepted new value.
System displays: Value out of range when new value is not accepted. The program will not allow a
Kval that exceeds the MIN or MAX operating range.

System Manager Display Screen

The SYSTEM MANAGER display screen is selected from the MENU SELECTION display screen by
pressing appropriate function key or by positioning the cursor to the SYSTEM MANAGER block with
the up, down, left, or right arrow keys and pressing ENTER. Press the ESC key to return to the
MENU SELECTION display screen.
The system manager display controls access to display system functions which require
restricted availability.
The SYSTEM MANAGER display screen shows the menu of display system functions. When this
screen is displayed, before any of the available functions may be selected, the correct password (a
four-digit number) must be entered.

SYSTEM MANGER DISPLAY

Use the number/control keypad to enter the password and press ENTER. When the correct password
has been entered, functions from the menu may be selected.
Enter the function's corresponding number using the number/control keypad and pressing ENTER.
The available display system functions are shown on the screen. The screen includes: Exit to DOS ,
Set New Password,Disable Printer, Purge Print Buffer, Playback Remote, and select Controller
Maintance.

0.

EXIT TO DOS
CAUTION

The EXIT TO DOS command should be entered only by operators familiar with operating systems.
Menu item 0 (EXIT TO DOS) should be accessed by qualified maintenance personnel only.
EXIT TO DOS function allows the operator to exit the display program and access DOS (disk
operating system).

1. SET NEW PASSWORD

SET NEW PASSWORD function allows the operator to change the four-digit password. The
password limits access to terminal functions, such as SYSTEM MANAGER and PROGRAM
CONSTANTS. A request for the entry of a number password will appear on the screen.
Select four numbers as the new password, enter them on the number/control keypad and press the
ENTER key.
The screen will then request the reentry of the password with the message: Verify New Password.
Reenter the new password and press ENTER again.
When done, the display returns to the SYSTEM MANAGER menu selection.
The factory programmed password is 1111. If the password has been forgotten, the factory default
must be reinstalled. Refer to SOLAR SYSTEM OPERATORS GUIDE - SECTION 3.2.3

2. DISABLE PRINTER
Selecting this option will either disable or enable the printer.

3. PURGE PRINTER BUFFER

Selecting this option purges the printer buffer memory of all information stored there.

4. .PLAYBACK REMOTE
The off-line playback mode allows the interrogation of previously saved data files on the
operator interface display or other desktop PC as described below.
Playback mode, the screens only display data stored in the computer. The background display tasks,
such as alarm checking and data logging, continue to operate and real-time alarms are displayed at
the top of the screens. The FIRST OUT ALARMS, STRIPCHART, and PROGRAM CONSTANTS
display screens are not active in the playback mode.
In the playback mode, the operator can interrogate and view data in the EVENTLOG,
TRIGGER, ELAPSED TIME, and HISTORY databases.
The screens that normally display stored data, in the on-line mode, are also used to select the
database to be viewed.

DAILY LOG
The DAILY LOG is selected from the MENU SELECTION display screen by pressing appropriate
function key or by positioning the cursor to the DAILY LOG block with the up, down, left, or right arrow
keys and pressing ENTER. This issues a command to print out the DAILY LOG. The DAILY LOG IS
NOT A DISPLAY SCREEN. The DAILY LOG gives a print out of selected data for the last 24 hours
and includes minimun,maximum and average readings for the selected data.

STATUS PRINT
The STATUS PRINT is selected from the MENU SELECTION display screen by pressing
appropriate function key or by positioning the cursor to the STATUS PRINT block with the up, down,
left, or right arrow keys and pressing ENTER. This issues a command to print out the STATUS
PRINT. The STATUS PRINT IS NOT A DISPLAY SCREEN. The STATUS PRINT gives a print out of
selected data at the time of selection.