SPIC GT Operating Manual

CONTENTS

S No 1 2 3 4 5 6 7 8 9 10 11

PARTICULARS GENERAL DESCRIPTION EQUIPMENT SPECIFICATION ENGINE SYSTEM FUEL SYSTEM LUBRICATION SYSTEM COOLING AIR SYSTEM CONTROL SYSTEM STARTING AND STOPPING TRIPS AND ALARMS SYSTEM TROUBLE SHOOTING DRAWINGS

PAGE NO 2 3 5 9 10 11 11 12 15 16 6 Sheets

Page 1 of 27

SPIC GT Operating Manual

1.0 GENERAL DESCRIPTION

Gas Turbine manufactured by Ruston Gas Turbine Limited, England (Model: TB 5000) is a power generating system with a capacity of 2.5 MW. GT is dual fuel power turbine that can be operated by both liquid (Kerosene and Diesel) and gas fuel. Generator manufactured by Meidem Sha Electric Company, Japan is coupled with power turbine by a gearbox. Air admitted to the two-stage power turbine after compression in 12 stages of the compressor turbine

(compression pressure ratio: 6.89).

Around 76.1 T/hr. of air is

moved by power turbine to produce power of 2.5 MW in the generator. Gas turbine has thermal efficiency of about 25%. The

exhaust gas of gas turbine is either utilised for superheating the saturated steam from SA Plant or can be diverted to the atmosphere through chimney.

Page 2 of 27

SPIC GT Operating Manual

2.0 EQUIPMENT SPECIFICATION

2.1.1 ENGINE DATA

Operating Temperature:

< <

Nominal Continuous Operating Temperature : T. op 480oC Maximum Continuous Operating Temperature: T. op 5100C

Speed: Gas Generator At Normal Rating Power Turbine Generator Speed FUEL SYSTEM: 2.2.1 Fuel Transfer Pump Capacity Discharge Pressure Speed Drive Power : : : : : 1.8 M3/hr. 2.0 Ksc (g) 930 rpm 440V x 50 HZ x3Phase 1.5 KW : : : 10000 rpm 7940 rpm 1500 rpm

2.2.2 Main Fuel Pump

Capacity Discharge Pressure Speed Drive Power (Motor) 2.2.3 Fuel Specification Fuel Flash Point Smoke Point Total sulfur Acidity Char Value Bloom on glass chimney LUBRICATION SYSTEM: Lube Oil Type : : SP 46 Forced lubrication : : : : : : : Superior Kerosene Oil 35o C 22 mm 0.2 % w/w NIL 20 mg/Kg of SKO Grey : : : : : 50 Lit/Min. 125 Ksc (g) 1470 rpm 440V x 50 HZx3Phase 20 KW

Page 3 of 27

SPIC GT Operating Manual

2.3.1 Main Lube Oil Pump Capacity Discharge Pressure Drive 2.3.2 Auxiliary Lube Oil Pump Capacity Discharge Pressure Speed Drive Power 2.3.3 Emergency Lube Oil Pump Capacity Discharge Pressure Speed Drive Power 2.3.4 Lube Oil Cooler Fan Drive Power Rated Current 2.4 GENERATOR DETAILS Manufacturer Type Voltage Frequency Speed No of Poles Power Factor Exciter Voltage Field Current : : : : : : : : : Meidem Sha, Japan Brushless Exciter 11000 Volts 50 HZ 1500 rpm 4 0.8 201 Volts. 150 Amps : : : 440V AC x 50HZx 3Ph. 5.5 KW 9.6 Amps : : : : : 13.7 Lit/Min. 3.0 Ksc (g) 1600 rpm 24V DC 0.37 KW : : : : : 393 Lit/Min. 7.0 Ksc (g) 1440 rpm 440V x 50 HZx 3Phase 15 KW : : : 410 Lit/Min. 7 Ksc (g) Turbine

Page 4 of 27

SPIC GT Operating Manual

3.0 ENGINE
The engine is a twin shaft unit and consists of two main sections: 1. Gas Generator 2. Power Turbine 3.1 GAS GENERATOR The gas generator section comprises the air inlet casing, compressor stator casing, compressor turbine stator casing, centre casing, combustion chambers and rotor assembly. 3.1.1 Air Inlet Casing The air inlet casing assembly comprises an external casing rectangular in shape and a circular internal casing, which incorporates the compressor rotor front bearing housing and also carries the twenty six radially disposed variable inlet guide vanes. This casing is called the Bearing support member and is designed and shaped to provide a smooth and uninterrupted path to the compressor for incoming air. 3.1.2 Variable Inlet Guide Vanes The engine is equipped with air inlet guide vanes, the angles of which are variable according to engine conditions. The vanes are moved to either one of two positions by an automatic selfcontained system comprising valves, cylinders and levers pneumatically operated by air pressure taken from the engine compressor. The initial position of the inlet guide vanes gives a reduced mass airflow to aid start conditions and engine handling up to approximately one third of full load. Upon the engine reaching approximately one third of full load, an air relay valve, actuated by air pressure taken from the compressor delivery stage, automatically operates a spool valve, allowing air from stage 10 of the compressor to enter a Belloframe cylinder, which in turn, through levers and linkage, moves the inlet guide vanes into their normal running position, giving maximum air mass flow to the gas generator, resulting in a reduced maximum temperature (T.Max) at full load. Upon the engine load falling below approximately one third of full load, the procedure is reversed and the inlet guide vanes revert to their original engine starting position. 3.1.3 Compressor Stator Casing Assembly The compressor stator casing comprises a top and bottom half. The stator casing carries twelve stages of stator blades and one stage of exit guide vanes. Stator stages numbers one and two contain thirty nine blades and thirty nine spacers in each stage, i.e. assembly is blade and spacer alternately, stages three to five inclusive each have fifty one blades and fifty one spacers, stages six to eight inclusive have sixty blades and stages nine to twelve and the single stage of exit guide vanes each contain sixty eight blades. All stages from six onward are assembled without spacers.

Page 5 of 27

SPIC GT Operating Manual

3.1.4 Centre Casing Assembly Centre casing is split along its horizontal axis, to carry the four combustion chambers. The bottom of the compressor centre bearing and labyrinth seal housing is integral with the bottom half of the centre casing and oil ways are drilled in the bearing housing support structure to provide a lubricating oil feed and drain. 3.1.5 Quadrant Support Casing At their exit ends the four quadrants are connected together to form an annulus into which the sixty four first stage stator blades are fitted, thus forming the first stage stator quadrant assembly. The compressor turbine second stage stator ring assembly consists of sixteen segments, which form an outer ring. Sixty four stator blades dovetailed into segments and the diaphragm, which carries the outer member of the stator shroud seal and to which the inner ends or platforms of the stator blades are secured by parallel pins. 3.1.6 Interduct Casing The interduct casing joins the gas generator section of the engine to the power turbine section. A ring welded to the inner face of the casing, forms the outer skin of the duct, which transfers the hot gases from the compressor turbine outlet to the power turbine inlet. 3.1.7 Turbine Stator Casing Turbine stator casing consists of power turbine first and second stage stator assembly. The power turbine first stage stator assembly consists of sixteen segments. A dovetail groove is machined in their inner faces to accept the sixty four first stage stator blades. The platforms or inner ends of the blades are drilled and secured to the periphery of the diaphragm. The centre of the diaphragm is blanked off by a disc called a turbine sealing plate which completely separates the gas generator side of the engine from the power turbine, except that the hot gases are permitted to pass from one to the other through the interduct. The power turbine second stage stator assembly is located in the forward end of the power turbine stator support casing. The second stage stator contains the same number of blades as the first stage except that the turbine sealing plate is replaced by a stator shroud seal. 3.1.8 Gas Generator Rotor Assembly The gas generator rotor assembly comprises a twelve stage compressor rotor and a two stage compressor turbine with their relative seals on a common shaft.

Page 6 of 27

SPIC GT Operating Manual

The number of blades in each stage is as follows: Stage numbers 1 and 2 thirty seven blades and thirty seven spacers, i.e. blade and spacer alternately, stage numbers 3 to 5 forty nine blades, stage numbers 6 to 8 and 9 to 12 fifty nine blades and sixty nine blades respectively. To prevent the blades from moving circumferentially in their grooves, four equally spaced blades in each stage are located by means of dowels, inserted between the rotor discs on assembly. The compressor turbine rotor consists of two discs, which are accurately located relative to the stubshaft and each other by means of Hirth Couplings. 3.2 THE POWER TURBINE The power turbine comprises the power turbine stator assembly, exhaust collector assembly and power turbine rotor assembly from which the drive is transmitted to the gearbox and driven machinery through a gear type sleeve coupling. 3.2.1 Power Turbine Rotor Assembly The power turbine rotor assembly consists of two rotor discs attached to a common shaft. Each of the two rotor discs carries seventy five blades. The power turbine output shaft is machined to include the inner member of the power turbine bearing housing labyrinth seal, front and rear bearing journals, a seating for the oil sealing ring and flange for the thrust bearing. 3.3 GEARBOX Common to all gearbox configurations is a gear train, driven by the gearbox shaft, which provides a drive of 1500 rpm for the auxiliary gearbox. This in turn drives the main lubricating oil pump. A speed sensing probe is positioned close to the teeth of the driving gear on the gearbox shaft, for the purpose of providing a power turbine speed signal to the governor. 3.4 COMBUSTION CHAMBERS Four separate combustion chambers are employed; they are of the reverse flow type equally spaced on the forward face of the pressure casing and inclined at an angle to the axis of the engine. The outer end is closed by the end cone and back plate. The sight window and igniter are mounted on the end cone and the back plate carries the burner assembly and the gas and distillate fuel connections. The flame tube is centrally disposed, forming an annular passage to allow air to flow from the compressor to the head of the combustion chamber.

Page 7 of 27

SPIC GT Operating Manual

Attached to the back plate are the swirler and the diffuser. The purpose of the former is to produce a vortex flow around the tip of the burner. In order to maintain stable conbustion conditions and the diffuser, which has a series of radially disposed slots and louvres, creates a turbulance within the flame tube to give complete combustion of the fuel and an even temperature to the gas stream passing to the turbine. The outer end of the flame tube allow the passage of air to the swirler and the diffuser and a series of smaller holes further down the wall provides for a supply of air to flow directly into the tube to cool the skin. 3.5 FRAME ASSEMBLY The frame is manufactured as a single unit to carry the engine and gearbox. Housed within the frame is the lubricated oil tank. The front engine support is mounted on two pads at the forward end of the engine; it is in the form of a double trunnion thus permitting free axial expansion or contraction, which takes place due to changes in temperature. Two support feet, which are integral with the frame, carry the engine at the gearbox end. Three drainpipe assemblies carry oil back to the tank from the front bearing assembly, the centre bearing and the gearbox / power turbine bearing assembly.

Page 8 of 27

SPIC GT Operating Manual

4.0

FUEL SYSTEM

The engine is fitted with a duplex fuel system so that either gas or liquid fuel may be used. The changeover from one fuel to the other is automatic in operation and is initiated by pressing the appropriate push button. 4.1 LIQUID FUEL Liquid fuel is supplied to fuel pump through a firesafe shut-off ball valve and a duplex filter. A pressure switch provides a warning if the pump inlet pressure falls below 0.2109. The pump output pressure is controlled at 126.5 Ksc by a relief valve, which relieves excess pressure to the inlet side of the pump. Fuel flows to the burners through a high pressure filter, a liquid fuel valve, solenoid fuel valve, diversion valve and a duplex pressurising valve. A tapping is taken from the pressurising valve to a pressure gauge, which indicates fuel pressure at the burners. The duplex fuel filter has facilities for changing its renewable elements whilst the engine is running. A differential pressure device, mounted on a panel on the underbase, indicates when the element requires replacing. The liquid fuel valve incorporates a throttle valve, an excess fuel spill valve and two constant pressure drop valves. The operating principle is that of a fixed pressure drop being set up across a variable throttle slot, so that a linear relationship is obtained when an area is increased. The excess fuel spill valve passes excess fuel flow back to the main pump inlet. If liquid fuel is selected, the solenoid operated fuel valve is used to open the supply line to the burners at the correct point in the starting cycle. It also shuts off the supply of shutdown, or on changeover to gas fuel. A microswitch operates with a valve and is used in conjunction with the control logic to shut down the engine in the event of both liquid fuel and gas fuel solenoid valves being open at the same time. When the solenoid valve is closed the fuel is by-passed directly back to the pump inlet. Fuel is supplied to the burners through a pressure setting valve and adaptor block. The pressure setting valve provides pilot flow for light-up and increased main flow for running. The adaptor block, fitted to the top of each burner, directs the appropriate fuel flow to the burner. The igniters, which are in operation for only a short period of time during the starting cycle, are used to light the main burners. Gas is fed to the igniters through a filter, solenoid operated valve, main line restrictor and a restrictor in each combustion chamber line. The gas pressure supply to the starter engagement cylinder is through a solenoid-operated valve, which opens at the appropriate point in the starting sequence. This forces the starter engagement piston forward, engaging the starter with the gas generator rotor. In the fully engaged position, the engagement piston uncovers a port in its cylinder wall, admitting gas to a pressure switch, the contacts of which change over, energising the electric starter motor. When the engine is selfsustaining, the solenoid valve is deenergised, shutting off the gas supply to the engagement piston and pressure switch. The electric starter motor is thus de-energised and the piston retracts, disengaging the starter motor from the gas generator.

Page 9 of 27

SPIC GT Operating Manual

5.0

LUBRICATION SYSTEM

The lubricating oil storage tank is a fabricated structure housed within the engine underbase. The tank, which has a capacity of approximately 1364 Litres, is equipped with the following. < Visual Oil Level Indicator < Thermostatically controlled heaters, to maintain the temperature of the oil in the tank above 4.4 Deg.C (40 Deg.F) Oil is supplied to the engine and driven unit bearings by an engine-driven main pump during normal running and by an A.C motor driven auxiliary pump during the starting, slow speed running, stopping and cooling periods. A D.C. motor driven emergency pump is also installed to provide lubrication and cooling of the hot bearings in the event of failure of the A.C auxiliary lube oil pump during the cooling period. When the main pump is in use, oil is drawn from the tank, through a non-return valve, to the pump inlet and delivered to the bearings through the oil cooler and filter. The main pump incorporates a 1.0 Ksc(g) relief valve. Oil flow by-passes the oil cooler through a thermostatic diversion valve until the oil temperature reaches 40.6oC, when the valve commences to open to the cooler connection, accepting some oil flow from the latter. When the lubricating oil temperature reaches 48.6oC the diversion valve is fully open to the cooler connection and closed to the bypass line accepting only the oil passing through the oil cooler. On leaving the oil cooler / thermostatic diversion valve, the oil enters the manifold block to which are connected the lube oil filter and its differential pressure indicator, a temperature gauge and a dual temperature switch. The switches operate to provide warning and shutdown signals should the lubricating oil temperature rise above 66oC and 74oC respectively. Within the manifold block, a tapping is taken from the main delivery line, between the cooler and the filter, to the main pressure setting valve, which controls the system pressure at 3.5 Ksc by spilling excess oil directly back to the tank. After passing through the filter, the oil supply is divided into four main feeds: 1. Direct to the compressor journal bearing, compressor thrust bearing, power turbine rear bearing, power turbine thrust bearing and the auxiliary gearbox. 2. Through a non-return valve to the hot bearings comprising the compressor turbine centre section bearing and the power turbine front bearing. 3. Direct to the main gearbox. 4. Direct to the driven unit. When the auxiliary pump is in use it draws oil from the tank and delivers it, through a non-return valve, to the outlet line from the main pump. A pipeline connects the auxiliary pump outlet with the main pump inlet in order to prime the main pump during the starting period. A 70 Ksc non-return valve is fitted in a line connecting the auxiliary pump outlet and inlet to act as a relief valve. When the D.C motor driven emergency pump is in use it draws oil from the tank and delivers it through a filter and non-return valve to the hot bearings supply line. Incorporated in the pump is a 30 lb/in 2 (2.07 bar) relief valve. Oil is prevented from passing to the rest of the oil system by a non-return valve within the manifold block in the normal supply line to the hot bearings.

Page 10 of 27

SPIC GT Operating Manual

6.0 COOLING AIR SYSTEM

The turbine discs and other high temperature components at the hot end of the engine are cooled by air tapped from the compressor, this air is also used for labyrinth pressurisation and sealing. High pressure feed is used for the compressor turbine and medium pressure for the power turbine and compressor inlet labyrinth seals. The medium pressure air is taken from between the sixth and seventh stator stages into an annulus in the stator casing and piped to the power turbine support housing. A passage formed in the housing conveys the air to the labyrinth seal, where its flow prevents ingress of oil or hot gases and its discharge at the rear face of the turbines cools the rotor disc before spilling into the gas stream and main engine breather. Air is tapped off after the last stage of the compressor rotor through radial holes filling the cavity in the intermediate shaft, stub shaft and the bore of the compressor turbine rotors.

7.0 CONTROL SYSTEM

The control system has following main functions: A solid stage logic system accepts signals from the engine and driven equipment during starting and stopping and automatically sequences and times the engine controls. Reed relays are used in the remote annunciation circuits. A Rustronic electronic governor controls the gas generator and power turbine speeds during starting and running. A Delta thermocouple temperature monitor indicates exhaust gas temperature and provides signals to the logic system. For fault protection, the logic system gives audible and visual warning on noncritical faults and shuts down the engine automatically in the event of critical faults. An electro-mechanical emergency stop system is provided as a back up to the logic system. The governor is solid state electronic type, that provides following: < < < Limiting Control Normal Control Output Signals

Page 11 of 27

SPIC GT Operating Manual

7.1

Limiting Control The governor will limit the fuel input for (a) starting (b) load acceptance (c) maximum power and (d) maximum temperature. During the starting cycle the governor start limiting schedule allows the fuel valve to open slowly, with respect to time, and thus allows the gas generator to accelerate. The gas generator eventually runs fast enough to cause the power turbine to rotate. The power turbine increases in speed to approximately demanded speed at which point normal governing takes place.

7.2

Normal Control When the power turbine reaches governed speed, normal engine governing takes place, i.e. the fuel flow is regulated by the governor to achieve a steady constant speed. The speed can be adjusted in the following manner, (a) by using the manual raise / lower push buttons on chassis 3 (b) by remote speed control contacts. The location of control is selected by the local / remote switch.

7.3

Output Signals Indication of gas generator speed and output shaft speed is provided and speed switches provide signals for control of pumps, valves, circuit breakers, etc. Some of these switch levels are site adjustable.

8.0 STARTING AND STOPPING

8.1 PRELIMINARY CHECKS a) Check that the oil level in the frame tank is to the Standing level mark on the oil level indicator. b) Check that the slam-shut valve in the gas fuel system is correctly reset, i.e. with the slot in the squared head of the reset plunger horizontal and the reset plunger capable of being pushed in inch. (6.35 mm) approximately (with no gas pressure in the line). c) Open the necessary valves in the main fuel and igniter supply lines and check that the correct pressures are obtained. d) Ensure the manual fuel valves in both fuel systems are open. e) Check that the turbine liquid fuel supply is adequate. f) Check that the A.C supply is established to the motor control centre and switched ON. g) Check that the A.C motor selector switches at the motor control centre are set to Auto. h) Check that the D.C emergency lube oil pump motor switch is set to Auto. i) Ensure the fire and gas detection equipment is switched ON. j) Close the manual isolators in the control and auxiliary circuits, D.C circuit breakers CB1 and CB2, and A.C. circuit breaker. k) On closing the D.C circuit breakers power is connected to some of the turbine control circuits. A few of the fault warning and shutdown lights will commence flashing. Press the Accept button to change the flashing lights to steady. l) Turn the local / remote switch to the required position.

Page 12 of 27

SPIC GT Operating Manual

m) Switch on the hood ventilation fan. After a pre-set purge period power is connected to the remainder of the turbine control circuits and the igniter circuits. After approximately 15 seconds the Reset button may be pressed to set the fault shutdown circuits. All the fault indication lights should be extinguished and the Ready to Run light illuminated. 8.2 STARTING SEQUENCE Press the start button. The start memory is set, the Ready to Run light will start flashing and the A.C Lube oil Pump on light will be illuminised. The start memory then starts the following items: < The A.C auxiliary lube oil pump. < A digital timer circuit, which gives a number of timed outputs during the start sequence. < The liquid fuel pump A.C motor if liquid is selected. < The air filter motor. When the digital timer reaches 16 seconds, the starter motor is engaged providing that pre-lube oil pressure is present and the fuel valves are at minimum set point. The gas generator speed starts to rise, and to 18% speed a governor signal prepares the igniters and pilot gas fuel circuit; when the digital timer reaches 40 seconds the igniters and pilot gas fuel are turned on. When four pilot flames are seen by the flame detection equipment, a Four Flames On signal opens the main fuel valve and the main burners light up. When the digital timer reaches 64 seconds the ignition and pilot gas fuel is turned off. The power developed due to the fuel input to the gas generator assists the starter to accelerate the gas generator further. At 28% speed the governor starts to open the fuel valves from their light-up position, increasing the fuel valve angle linearly with time. At 48% speed a signal disengages the starter motor. As the gas generator exit gas flow increases the power turbine starts to rotate, and when it has accelerated up to a speed of 45%, the governor provides signals to de-inhibit the 'Lube Oil Pressure Low fault protection circuit, inhibit the Start Failed shutdown circuit, energise the hours run counter, reset the digital timer, de-inhibit the Exhaust Temperature Deviation High circuit, de-inhibit the vibration protection circuit, deenergise the start seconds counter, extinguish the flashing Ready to Run light and illuminate the Turbine Running lamp. A Ramp-Up signal is also provided. At 90% speed a further governor signal de-energises the auxiliary lube oil pump motor. When the turbine reaches approximately 1/3 full load the inlet guide vanes change over to the run position. This operation is automatically carried out by the inlet guide vane pneumatic system.

Page 13 of 27

SPIC GT Operating Manual

8.3

NORMAL STOPPING Pressing the stop button causes a normal shutdown to take place. Alternatively one of the Emergency Stop buttons may be used, if the need arises, to initiate an immediate shutdown. When a stop signal is sent to the stop memory allowing the stop circuits to operate, the following functions automatically take place: < The fault annunciation is locked out. < The main fuel valve of the fuel being supplied to the engine is closed. < The sequence logic is reset. < The generator circuit breaker is tripped and after a short delay the generator excitation is tripped. As the speed falls below 90% the A.C motor driven lubricating oil pump is started. When the gas generator speed falls to below 200 rpm, a signal resets the stop memory. When the engine cools to below 130 Deg.C, an engine cold signal stops the Ac motors of the auxiliary lube oil pump, air filter and air blast oil cooler, provided that the gas generator has topped. The AC and DC isolators must not be opened until the AC auxiliary motor stops running. If the engine is not being restarted immediately, then both manual fuel shut off valves should be closed.

8.4

EMERGENCY STOPPING Emergency stopping is initiated automatically if the 24V power supply fails or manually by pressing one of the emergency stop push buttons. In each case the emergency stop relay is de-energised and its contacts operate to shut off the fuel supply to the engine. This is done by closing the main gas fuel valve when running on gas and by closing the main liquid fuel valve and stopping the liquid fuel pump when running on liquid fuel. A slam-shut valve in the gas supply line is closed irrespective of which fuel the engine is being run on. A signal is provided initiating Emergency Stop shutdown annunciation.

Page 14 of 27

SPIC GT Operating Manual

9.0
9.1 TRIPS

TRIPS AND ALARMS SYSTEM

Gas Temperature Trips Exhaust Temperature High: a. b. Rising Power Turbine Exit Temperature: Thermocouple Deviation Temperature : : : : 600 oC > 60 oC

Over Speed Trip Lube oil pressure Low Lube oil high Temperature 9.2 ALARMS

110 % of output shaft speed 2.5 Ksc (g) 74 oC

Operating Temperature High Warning : 510 oC Engine Hot Signal Lube Oil High Temperature Any gas temperature differ from average temperature : 130 oC : 66 oC : 60 oC

Page 15 of 27

SPIC GT Operating Manual

10.0 TROUBLESHOOTING
In this section a number of faults and their possible causes and remedies are tabulated. This list can not however be considered comprehensive and should be used as a guide only. A commonsense and methodical approach to fault finding should be adopted, eliminating obvious causes first before interfering with involved circuitry and controls. In use, the solid stage control system has proved extremely reliable and the majority of defects arising during running have been external to the control module. If fault finding has to be carried out on any of the control module circuits it is most importing that only personnel competent to carry out such work be used and that they should be conversant with the procedure listed in sections TB-6G2, 3 and 4. PRECAUTIONS 1. Ensure that the main supply shut off valves in the fuel, igniter and gas/ air starting systems are closed when investigating faults in these systems. It is also important that the fuel demister is vented by opening the drain cock on its base before disconnecting any gas fuel pipelines. 2. Ensure that there are no naked flames or live circuits in the vicinity when opening gas pipelines. 3. Ensure that the control module is electrically isolated when using a megager (insulation tester) in its vicinity. 4. Do not attempt to run the engine without a fully serviceable and calibrated high exhaust gas temperature protection facility. 5. Many of the fault protection sensing switches are connected to a 100V D.C power supply. Exercise great care when dealing with these circuits. 6. Do not use a soldering iron larger than 25 W when working on solid state circuits. It is also recommended that a de-soldering tool be used when removing components from printed circuit boards.

Page 16 of 27

SPIC GT Operating Manual

SECTION A PRESTART FAULTS S No

1

FAULTS
D.C On lamp does not light when D.C isolator set to ON and Circuit breaker closed A.C On lamp does not light when A.C power available.

POSSIBLE CAUSES
A. Ament lamps loose or faulty. B. 24V fuse link (F1) ruptured in Chassis 2. A. Filament lamps loose or fault B. A.C control fuse link ruptured. C. 24V mains transformer faulty.

REMEDIES
Tighten or renew lamps Determine Cause, renew fuse Tighten or renew lamps. Determine cause, renew fuse. Check transformer input / output A.C voltage. Push reset button. If unable to Reset investigate fault displayed. Tighten or change lamps. Determine cause, renew fuse. Check pin U11 card 1, chassis 3 is at logic 0. If not, check on C.T. speed module front panel, chassis 4, that lamps Cl (Probe O.K) and C6 (gas generator below C.T. speed 3) are illuminated. If lamp Cl not illuminated change probe. If lamp C6 not illuminated change C.T. module. If both lamps C1 and C6 are illuminated check wiring between chassis 4 and chassis 3 logic circuits. Allow starter motor to cool for 1 hour. Check 100 V D.C supply to switches and switch operation. Check inlet guide vanes are fully closed. Check 100V D.C to MS21, check operation of microswitch and inlet guide vanes.

LOCATION
Chassis 2 Chassis Chassis 2 Chassis 6 Chassis 6 Chassis 3 Chassis 2 Chassis 3 Chassis 3 Chassis 4

Ready to Run lamp not lit after Reset button pressed

A. Annunciator trip displayed. B. Filament lamps loose or faulty C. Chassis 3 fuse-link ruptured. D. False gas generator above 200 rpm signal from governor to logic.

E. F.

Starter motor switches open.

tempera-ture

Starter motor Engine

Inlet guide vanes not fully closed (MS21 open)

Page 17 of 27

SPIC GT Operating Manual

SECTION B STARTING FAULTS S No

1

FAULTS
Ready to Run lamp does not flash when start button pushed.

POSSIBLE CAUSES
A. Faulty push-button or circuit. B. Faulty Card C. No flashing signal.

REMEDIES
Check push-button and wiring. Change card 1. Check flashing signal at output 307 change card 3 of necessary Run A.C lubricating oi pump for a few minutes before starting up. Bleed system if necessary Check lubricating oil pump motor starter supply and circuits. Check 100V D.C supply to pre-lub oil pressure switches. Check pressure switches, temperature switches and oil level. Carry out checks listed in TB-64GB applicable to fuel valve actuator and electronic module. Check 100 V D.C supply to actuator electronic module. On P.T speed module front panel chassis 4 check that lamp D1 (Probe O.K) is illuminated and lamp D2 (Probe Failed) is extinguished. (Probe failure will close the fuel valve and also illuminate the Governor Failed lamp on the annunciator panel). If problem O.K change the LIMITER module. If fault still present, change the CONTROL module.

LOCATION
Chassis 3 Chassis 3 Chassis 3 M.C.C M.C.C D.C Cabinet Lub Oil Module Fuel Valve Module Fuel Valve Module

Start Failed seconds after button

shutdown 16 pushing start

A. Lubricating primed.

oil

system

not

B. A.C auxiliary lubricating oil pump or circuit faulty.

C. Fuel valve actuator stepper motor not activated D. No fuel valve at minimum set point signal within 16 seconds. E. Fuel valve not at minimum set point within 16 seconds.

Chassis 4

Page 18 of 27

SPIC GT Operating Manual

S No
3

FAULTS
Start Failed seconds after button shutdown 40 pushing start

POSSIBLE CAUSES
A. Insufficient igniter pressure. B. Solenoid 2 inoperative. gas

REMEDIES
Check supply on. Check pressure. Check 24V D.C supply to solenoid. Check solenoid not seized. Check control signal to solenoid. Check operation of pressure switch PS9 and gas line for leaks. Check that starter engagement piston has moved fully forward allowing gas pressure to the pressure switch. Turn off starting gas supply and check with external supply to engagement cylinder. Check that the starter motor contactor selector is set to auto and that the motor winding temperature switches are closed. Check starter motor connections and circuits. Check that the signal on pin U12, card 1, chassis 3 changes from 0 to 1 at 48% speed. Check that lamp C5 (above C.T speed 2) is extinguished until 48% gas generator speed is reached. If not, change the C.T speed module. Otherwise, the fault lies within the logic circuits, chassis 3, or associated wiring. Check that during the start sequence, the signal on pin U22 card 1, chassis 3, changes to 1 before 40 seconds has elapsed. If not, check on C.T speed module front panel chassis 4, that lamp Cl (Probe O.K) is illuminated and that lamp C2 (Probe failed) is extinguished. If lamp indications are correct, check that lamp C4 9above C.T speed 1) is illuminated above 18% gas generator sped. If lamp C4 remains extinguished above that speed, change the C.T. speed module. If lamp lights satisfactorily, the fault lies within the logic circuits, chassis 3 or associated wiring. Check that starter motor is in the correct operating mode, i.e. 4 pole operation.

LOCATION
Igniter Gas bot-tle supply D.C Cabinet Engine

C. Pressure switch PS9 fails to close. D. Sticking starter engage- ment piston. E. Starter motor not opera-ting correctly.

Starter motor M.C.C Starter motor D.C cabinet. Chassis 3

F.

False gas generator speed above 48% signal from governer G. No gas generator speed above 18% signal from governor.

Chassis 3 Chassis 4

Starter Motor

H. Gas Generator accelerate.

does

not

Page 19 of 27

SPIC GT Operating Manual

S No
4.

FAULTS
No light up on igniter gas

POSSIBLE CAUSES
A. Insufficient pressure. or no gas

REMEDIES
Check shut off valve is open. Check bottle pressure this is critical and should be 80-100 lb/in2. Check pipelines for leaks and correct restrictor fitted. Check system filter. Determine cause, renew fuse. Check 24 V D.C supply to solenoid. Check control signal to solenoid. Check seized solenoid valve. Clean or renew spark plugs. Check H.T cables for damp and short circuit. Check supply to igniter units. Check igniter units relay. Replace igniter units if necessary. Check that blocks are fitted so that spark plug is downstream in direction of swirl. Orifice plates, either individually or in sets, may be removed to achieve reliable ignition.

LOCATION
Igniter System

B. Igniter units ruptured.

fuse

links

D.C contactor Box D.C Cabinet Combustion Chamber D.C Cabinet Combustion Chamber Combustion Chamber

C. Sol. 1 not energising D. Spark plug/plugs not working E. Wipac igniter failed. Igniter fitted. blocks unit / units

F.

incorrectly

G. Incorrect gas flow from gas connection.

Page 20 of 27

SPIC GT Operating Manual

S No 5

FAULTS Flame Failed shutdown 64 seconds after pushing start button (with liquid fuel selected).

POSSIBLE CAUSES A. Start up fault No.4 B. Insufficient fuel supply. C. Fuel pump inoperative.

REMEDIES Check fuel filter not blocked. Check A.C power supply to main pump motor and circuit. Check that signal on pin L9 card 1, chassis 3 is at 0. If not determine cause and rectify. Check 24V D.C supply to solenoid. Check control signal to solenoid. Check seized solenoid valve. Check circuits and viewing heads, carry out flame failure test procedure (TB-6G2C). Check viewing heads for cleanliness and alignment with viewing holes inside combustion chamber. Check supply pressure of 1800 lb/in2 (125 bar) is indicated. If not, check drive shaft and coupling. Check light up pressure. Observe light up pressure. If gauge reading fluctuates unduly remove pressurising valve and bench test with burner. If fuel issue from burner pilot orifice not atomising at light up pressure figure, and/or fuel issuing from main burner orifices, change pressurising valve.

LOCATION Fuel pipelines. Distribution Panels D.C Cabinet Fuel pipelines Chassis 1 Combustion Chamber Fuel Pump

D. Main liquid fuel valve solenoid So1.8 not energising. E. Flame detector circuits faulty.

F.

Incorrect light up pressure

G. Duplex burner pressurising valve not operating correctly due to valve not seating.

Combustion Chamber

Page 21 of 27

SPIC GT Operating Manual

S No 6

FAULTS Flame failed shutdown 64 seconds after pushing start button (with gas fuel selected).

POSSIBLE CAUSES A. Start up fault No.4 B. In correct main gas fuel light up pressure. C. Gas fuel closed. slam-shut valve

REMEDIES Check supply pressure and light-up presure. Reset Check 24V D.C supply tosolenoid. Check control signal to slenoid. Check seized solenoid. Check circuits and viewing heads, carry out relevant test procedure in Section TB-6G2. Check viewing heads for cleanliness and alignment with viewing holes inside combustion chamber. Check that fuel valve is moving to correct light up angle when starting sequence is initiated. If not, carry out item 2c and 2e, Section B. If yes, check that gas generator speed is indicated during starting. If not, change C.T module. If yes, change LIMITER module. Check undercurrent relay for correct operation. Check on C.T speed module front panel, chassis 4, that lamp Cl (Probe O.K) is illuminated and that lamp C2 (Probe failed) is extinguished. If lamp indications are correct, check that lamp C5 (above C.T speed 2) is illuminated above 48% gas generator speed. If not, change C.T speed module. If lamp C5 is illuminated at the correct speed, the fault lies within the logic circuits, chassis 3 or associated wiring.

LOCATION Fuel Valve Fuel Pipeline

D. Main gas fuel valve solenoid So1.5 energising. E. F. Flame detector circuits faulty. Flame detector not seeing flame.

D.C Cabinet Fuel Pipeline Chassis 1 Combustion Chamber Fuel Valve Module

Start Failed seconds after button

shutdown 64 pushing start

A. Fuel valve does not move to light up angle when start button pushed.

B. Starter motor fails to change to 2 poles operation. 8 Start Failed seconds after button shutdown 96 pressing start No gas generator speed above 48% signal from governor.

M.C.C starter motor Chassis 4

Chassis 3

Page 22 of 27

SPIC GT Operating Manual

S No 9 9.1

FAULTS Gas Generator start up.

POSSIBLE CAUSES surges during A. Valves seized in closed position broken springs in interstage bleed valves. B. Check that inlet guide vanes operate correctly as described in section T6D-7 A. Load acceptance schedule operating, lamp E14 lit. B. Engine running on Engine Temperature Rise limit.

REMEDIES

Blow off valves closing too early. Inlet guide vanes incorrect operation seized or

Compressor Casing Compressor Casing. Check for correct fuel supply pressure. Check by increased Engine Temperature Rise set point adjuster on LIMITER module (not beyond the maximum allowable limit). NOTE: If running on Engine Temperature Rise limit, lamp E13 on front panel of LIMITER module will be illuminated. See item 1, Section C. Increase set point if necessary (not beyond maximum allowable limit). Check correct fuel supply pressure. Check fuel valve opening rate against, rate quoted in governor schematic drawing in Section 8. If incorrect, change LIMITER module. See item 3, Section C. Check for seized valves and leaking control pipelines. Reduce light up pressure. Check operation as described in Section T67D-7. Chassis 4 Chassis 4

10

Engine accelerates but does not reach full set speed

11

Engine speed reduces by more than expected amount when load is applied.

A. Lack of power B. Engine running on Engine Temperature Rise limit. C. Engine running on Power Limit A. Fuel valve opening too fast. B. Fuel valve opening delayed. C. Blow-off valves not closing. D. Undetected stall of compressor. E. Incorrect operation of inlet guide vanes.

12

Engine starting.

overheats

during

Centre casing Compressor casing

Page 23 of 27

SPIC GT Operating Manual

S No 13

FAULTS Lub Oil Pressure Low shutdown when output shaft speed above 45%.

POSSIBLE CAUSES A. Lubricating oil pressure switch circuits faulty. B. Lubricating oil pressure switches incorrectly set. C. Lubricating oil switches faulty. pressure

REMEDIES Check 100V D.C supply to pressure switch PS4. Check logic circuits in Chassis 3 (see relevant part of Section TB-6G2C)/ Check setting. Renew Check relief valves, pressure setting valves, N.R.V.s, aux. Pump check valve and main oil pump drive. Check that lamp D4 on P.T speed module front panel, chassis 4, is not extinguished before 45% output shaft speed is reached. If lamp D4 is extinguished before that speed, then change the P.T. speed module. Check fuel valve opening rate, change the LIMITER module. Check Turbine Running lamp comes on at 45% speed. If not, check that lamp D6 on P.T. speed module front panel is illuminated at 45% output shaft speed. If lamp is illuminated check for logic 1 at 3U27. If signal is logic 0, change P.T. speed module. With Raise Speed button pressed, check test point A3 on speed DEMAND module. If 0 check logic circuits Chassis 3. Check test point A4 on speed DEMAND module, Chassis 4. If 1, check chassis 3 logic circuits.

D.C Cabient Lub Oil Module Lub Oil Module.

D. Low lubricating oil pressure 14 Lub Oil Pressure Low shutdown when output shaft speed below 45% speed. Start Failed shutdown 160 seconds after pushing start button Incorrect output shaft signal from governor speed

Chassis 4

15

A. Output shaft not accelerating to 45% speed within 160 seconds. B. No Turbine above 45% speed, signal from governor

Fuel valve Module. Chassis 4 Chassis 2 Chassis 4

16

Output shaft runs at minimum sped.

Raise Speed signal ineffective (manual) Permanent Lower Speed signal

Chassis 3 Chassis 4 Chassis 4 Chassis 3

Page 24 of 27

SPIC GT Operating Manual

SECTION C RUNNING FAULS

S No 1 FAULTS Lack of power POSSIBLE CAUSES A. Faulty instrumentation giving apparent loss of power. B. Compressor air inlet fouled C. Low fuel supply pressure. D. Low burner pressure. REMEDIES Check and calibrate the exhaust temperature thermocouples and output shaft speed indicators. Check and clean air inlet filter. Check supply pressure; fuel filter. Check fuel supply pressure as item C above; check burners for blockage; check fuel valve for sticking or blockage; check actuator for correct operation Clean compressor using solids injection cleaning equipment. After each cleaning operation the inlet guide vanes pneumatic system should be blown through with low pressure air to remove any cleaning material which may have accumulated. Check operation of guide vanes, check air supply lines for damage and leaks, check valves operating correctly. Check mechanism for freedom of movement. Check valve freedom of movement and rectify if necessary. Check wiring to actuator stepper motor. Check valve freedom of movement and rectify if necessary. Check wiring to actuator stepper motor. Check Engine Temperature Rise limit setting. If temperature limiting is taking place (lamp E13 on LIMITER module front panel illuminated) below Engine Temperature Rise setting, change the limiter module. LOCATION Chassis 5 Chassis 4 Air Inlet Filter Fuel Line Fuel valve

E.

Fouled compressor.

Compressor

F.

Inlet guide vanes fail to open.

Engine

Output shaft governed.

speed

not

A. Fuel valve seized B. Fuel valve actuator faulty A. Fuel valve sticking. B. Fuel valve actuator sticking. C. Engine being governed by Engine Temperature Rise Control.

Fuel valve Module Fuel valve Module Fuel valve module Fuel valve module Chassis 4

Poor governing of output shaft speed.

Page 25 of 27

SPIC GT Operating Manual

S No 4

FAULTS Engine shutdown

POSSIBLE CAUSES A. Shutdown due annunciation trip.

to

REMEDIES Check annunciator panel and rectify fault displayed. Check power supply fuses in control cabinet. Check valve operation. Check power supplies to solenoid and control circuits. Check power supply to relay and operation. emergency stop buttons for open circuit. Check

LOCATION Chassis 2 Control cabinet Skid/ Cabinet Chassis 6

B. D.C electrical power supply failure. C. Main fuel failed. valve solenoid

D. Emergency relay deenergised. 5 A.C aux. Lub oil pump inoperative below 90% output shaft speed. A. See item 2b of Section B. B. Faulty speed governor signal from

Engine does not shutdown on Emergency stop

Faulty emergency stop relay.

Check that lamp D5 on P.T speed module front panel is extinguished below 90% output shaft speed. If lamp is illuminated, check lamp D1 (probe OK) is illuminated and lamp D2 (probe failed) is extinguished. If not change probe. If indications at D1 and D2 are correct, change the P.T. speed module. If lamp D5 is extinghished, fault lies within chassis 3, logic circuits or associated wiring. To stop engine select D.C lub oil pump to On and turn off the fuel supply. Check and rectify relay and circuits.

Chassis 4 Chassis 3

D.C Cabinet Chassis 6

Page 26 of 27

SPIC GT Operating Manual

SECTION D POST RUNNING FAULTS

S No 1 FAULTS A.C Aux lub oil pump does not run when engine is hot. POSSIBLE CAUSES A. See item 2b of Section B. B. Engine Hot signal faulty. REMEDIES LOCATION

Check Engine Hot signal and circuits. Check pressure at pump outlet. (pressure tapping 14C). Check pressure at pressure tapping 14F. Service or change N.R.V Check contactor and control circuits. Check Engine Hot signal and circuits. Check switches and circuits. Rectify as necessary. Check logic circuits.

Chassis 5 D.C lub oil pump Feed pipe bearings. to hot

No oil pressure at hot bearings.

A. D.C emergency lub oil pump faulty. B. N.R.V on manifold leaking.

D.C emergency lub oil pump does not run if A.C pump fails.

A. D.C contactor failed. B. Engine Hot signal faulty. C. Pressure switch PS1 and/ or 2 inoperative. D. Pump drive sheared. E. No signal from logic circuits.

D.C contactor box Chassis 5 Lube oil Module Lub oil Module Chassis 3

Page 27 of 27