LM2500-course.pdf

Internal LM-MicroNet

g Energy Learning Center

Slide 1

g Energy Learning Center Model Number Designation Since April of 1983 all LM2500 engines have been identified by a numbering system consisting of a prefix, engine family designation, type code, and configuration code. Engines manufactured before April 1983 retain the old numbering system and it is not anticipated that they will be updated with the new model numbers.

Example: 7LM2500-PE-MGW 7LM = Prefix 2500 = Engine family designation PE = Type code MGW = Configuration code

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LM2500+ – Page 1


g Energy Learning Center The prefix “7LM” is a GE company designation for a mechanical, aero derivative (non-aircraft) gas turbine or gas generator. The “7” is the department number for the Marine & Industrial section of the GE Aircraft Engine Company, “L” stands for land and “M” for Marine. The Engine family designation is determined by taking the nominal brake horsepower rating and dividing it by 10. The LM2500 had an initial design rating of 25,000 bhp, dividing this by 10 gives an engine

family designation of 2500. The type code is always comprised of two letters. If the first letter is a “G” it would mean that the engine is a gas generator only, it was not intended to be coupled to a GE power turbine. The above example indicates that the unit is a gas turbine, by virtue of the “P”. The second letter in the type code indicates the design differences of the unit.

Slide 3

g Energy Learning Center In the case of the LM2500+ the second letter represents a major design difference of the same product. The letter “K” would indicate a Single Annual Combustor (SAC) engine. The letter ”R” would refer to a Dry Low Emission (DLE) engine. For a LM2500+ gas generator engine built for a High Speed Power Turbine (HSPT) the type code would be “GV” for a SAC engine and “GY for a DLE engine.

The configuration code identifies major physical characteristics of the engine in terms of utilization. Codes are assigned as follows: HPT Blade Coatings M = Marinized(CODEP or Platinum Aluminide) N = Non-Marinized Fuel System G = Natural Gas L = Liquid Fuel D = Dual Fuel (both types)

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g Energy Learning Center NOx Suppression A = Steam NOx with steam power enhancement B = Water NOx with steam power enhancement C = Steam power enhancement only D = Dry low Emission S = Steam NOx only W = Water NOx only X = NOx Suppressed with water or steam (old convention)

Accessories are considered to be bolt on components which could be added or deleted from the engine anytime. Because of this they are not included in the model designation of the engine. Accessories are identified by kit identification numbers given on model lists or purchase documents. The following table illustrates the difference between the various gas turbine model designations and provides a correlation between the old and new numbering systems.

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g Energy Learning Center A Brief History The LM2500 is an aeroderivative gas turbine. At GE this means that the basic design has proven itself successful initially as an aircraft engine, with possibly several years and and the experience of in-thefield production engines to draw from. The LM2500 is the most successful aero-derivative in its field. But, it was not the first, or even in the first generation.

1959 The GE aero-derivative engine makes its debut when proven aircraft engine designs are adapted for use in two experimental hydrofoils. A wide variety of applications in marine, industrial, electric utility and other fields soon follow. The following are the pioneering derivatives and their uses.

Slide 7

g Energy Learning Center LM1500

LM100 Derivation: T58 – Helicopter Turboshaft engine Applications: V – 169 Locomotive HS Denison, Hydrofoil HS Victoria, Hydrofoil USS President Van Buren Hamilton Class USCG Cutter 100 ton ore hauling trucks Bell SK –5 Air Cushion Vehicle

Derivation: J79 – Airplane Turbojet engine Applications: Portable aircraft catapult USS Plainview, Hydrofoil HS Denison, Hydrofoil PG84 Class Gunboat

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g Energy Learning Center 1961 With the support of the U.S. Navy, a long range program was initiated to solve the specific problems encountered with operating in a marine environment. This marinization program included the laboratory development and testing of new materials, protective coatings and control devices that would operate properly at sea. Through-out the 1960’s this technology was proven at sea and in industry.

1965 The U.S. Air Force awarded General Electric a contract to develop an engine for their new super sized air transport, the Lockheed C-5 Galaxy. This engine, designated the TF39, proved so successful that a commercial version called the CF6-6 was developed almost immediately.

Slide 9

g Energy Learning Center 1968 The basic design of the TF39 (now in its second generation) was used in conjunction with the marinization program to create the LM2500. 1969 The first production LM2500 engine replaced one of two development engines installed aboard the GTS Adm. William W. Callahan, a roll on/roll off (Ro-Ro) cargo ship with a GWT of 24,000 tons, and a cruising speed of 26 knots.

1971 The first engines were delivered to industrial systems suppliers Dresser-Rand and Cooper Energy Systems for natural gas compression applications. Dresser-Rand Columbia Gulf Transmission Co., Delhi, Louisiana, USA Great Lakes Transmission Co., Wakefield, Michigan, USA Nova, Airdaire S/S, Canada Nova, Clearwater, Canada Westcoast Energy, Inc., McLeod Lake, VBC, Canada

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g Energy Learning Center Cooper Energy Systems Great Lakes Transmission Co., Duluth, Minnesota, USA The LM2500 has been in production for over 30 years, with a basic design that is now over 35 years old. The engine although originally specified and designed for marine use, has found industrial applications on oil platforms, natural gas compression stations, power generation and cogeneration plants, and pipeline pumping stations.

Today the engine is available in several different configurations. Either as a gas generator, or gas turbine. Fueled by gaseous or liquid fuels, or both. And may have its power output augmented by the injection of steam that was produced by the heat from its own exhaust gas. This material will be discussed in greater detail later.

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Slide 13

g Energy Learning Center Genealogy

Derived from Proven Technology Slide 14

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g Energy Learning Center Gas Turbine Modules

Slide 15

g Energy Learning Center GLOSSARY A ABS - Absolute ac - alternating current ACCEL - Acceleration Ac-dc - alternating current to direct current ACT - Actuator AGB - Accessory Gearbox ALF - Aft Looking forward amp - amplifier, ampere, or amperage AOA - Angle of Attack AR - As Required

Assy Ave @ Alarms

Butt B/E bhp BSI Btu Blade

- Assembly - Avenue - at - predetermined parametric values at which an automatic warning is executed B - Flanges that lie flat against each other - Base/Enclosure - brake horsepower - Borescope Inspection - British thermal unit - Rotating airfoil Slide 16

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g Energy Learning Center C °C - Degrees Centigrade (Celsius) cc - cubic centimeter CCW - Counterclockwise CDP - Compressor Discharge Pressure CFF - Compressor Front Frame Chan - Channel Check - Inspection off CIP - Compressor Inlet (PT2) Total Pressure

CIT (T2) - Compressor Inlet Temperature cm - centimeter CMD - Command Co - Company CO2 - Carbon Dioxide Cont - Continued Corp - Corporation CRF - Compressor Rear Frame CW - Clockwise

Slide 17

g Energy Learning Center dc distal lens DOD DLE DVM dwg EEA

D - direct current - viewing lens in line with object to be viewed - Domestic Object Damage - Dry Low Emissions - Digital Voltmeter - drawing E - Electronic Enclosure Assembly

F

°F fig FIR flex FMP

- Degree Fahrenheit - figure - Full Indicated Runout - flexible - Fuel Manifold Pressure FOD - Foreign Object Damage. That damage which occurs to gas turbine internal airflow path surfaces Frame - Establishes the rotational axis (houses bearing sumps)

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g Energy Learning Center Ft

- foot (0.3048 meter) or feet FWD - Forward G gal - gallon (3.785 liters) GE - General Electric Company GG - Gas Generator gpm - gallons per minute Green - Repair weld on a weld (previously) fully heat treated part, not subjected to heat treatment before welding. (No re- quirement for

solutioning, re-solutioning, stressreliving, or aging of repair weld.) GT - Gas Turbine H Hg - Mercury H2O - Water HPT - High Pressure Turbine hr - hour HSCS - High Speed Coupling Shaft Hz - Hertz (cycles per second) HPTN - High Pressure Turbine Nozzle (vanes) Slide 19

g Energy Learning Center I id - inside diameter IGB - inlet Gearbox IGV - Inlet Guide Vane in - inch insp - inspection I/O - Input/Output IP - Idle Position K kg - kilogram kg cm - kilogram centimeter kg m - kilogram meter kg/sq cm - kilogram per square centimeter

kPa kw

- kilopascal - kilowatt L L or l - Liter lb - pound Lb ft - pound foot Lb in - pound inch LH - Left Hand LS & CA- Lube Storage and Conditioning Assembly LSP - Lube Supply Pressure

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g Energy Learning Center M m ma max MCU MFC Mfg mils min ml mm mv Mw,

- meter - milliampere - maximum - Manual Control Unit - Main Fuel Control - Manufacturer - 0.001 inc - minimum or minute - milliliter - millimeter - millivolt - Mega watt MW or Meg

N NGG (N1) - Gas Generator Speed No. - Number Nom - Nominal Nozzle - Turbine Stators NPT (N2) – Power Turbine Speed O OAT - Outside Air Temperature OD - Outside Diameter OGV - Outlet Guide Vane OS - Overspeed OT - Overtorque

Slide 21

g Energy Learning Center para PLA PN(s) pot pph PPM press psi psia

P - paragraph - Power Lever Angle - Part Number(s) - potentiometer - pounds per hour - Parts per Million - pressure - pounds per square inch pressure - pounds per square inch absolute pressure

Psid

- pounds per square (∆P) inch differential pressure psig - pounds per square inch gage pressure PS3 - Compressor Discharge Pressure, Static PT - Power Turbine PT2 -Compressor Inlet (CIP) Total Pressure PT5.4, - Power Turbine Inlet PT4.8 Total Pressure

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g Energy Learning Center Q QAD - Quick Accessory Disconnect Qt - quart Qty - quantity R Rabbet - Overlapping flange or joint Ref - Reference Req - Required Rpm - revolutions per minute Req’d - Required RTD - Resistance Temperature Detector Run on - The torque required to Torque bring a fastener to a sealed position

SC SCP sec SFC SG SIG SN SST Stall

S - Signal Conditioner - Ship’s Control Panel - second - Specific Fuel Consumption (lbs/bhp-hr) - Specific Gravity - Signal - Serial Number - Signal Shank Turbine Blade - A disruption of the normally smooth airflow through the gas turbine

Slide 23

g Energy Learning Center Std Day- Standard Day 59 deg 29.92”hg,0%hum,Sea level Stator - Casing which Case houses internal located vanes Station - Location of a point on an imaginary line through a turbine engine from front to rear identifying specific parts or sections in Arabic numerals Sys - System

T Tabs - small protrusions (for attachment or alignment) Tach - tachometer Tangs - alignment tabs (fit into slots or sockets) TBD - to be determined T/C - Thermocouple Temp - Temperature TGB - Transfer Gearbox TM - Torque Motor TMF - Turbine Mid Frame TNH - High Speed Turbine Speed Slide 24

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g Energy Learning Center TNL - Low Speed Turbine Speed TST - Twin Shank Turbine Blade T2 - Compressor Inlet (CIT) Temperature T5.4,4.8- Power Turbine Inlet T54,48 Temperature U US - United States USA - United States of America V V - Volt VA - Voltamps

Vac current Vane Vdc VSV

-volts, alternating

- stationary airfoils - volts, direct current - Variable Stator Vane W W - Watt WP - Work Package X X - By X DCR- Transducer

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LM2500+ – Page 13


g Energy Learning Center All references to location or position on the LM2500 are based on the assumption that the individual is standing behind the engine and looking forward. This is true in all cases unless stated otherwise. Unless otherwise stated, all views in this training manual are from the left side of the engine, with the intake on the observers left and the exhaust on the right. All GE engines rotate CW aft looking forward, (ALF) Generators are viewed forward looking aft. (FLA) Slide 27


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g Energy Learning Center Rubber Gasket

P=P0 vs. P1 1”H20=Alarm 2”H20=S/D

Keep Clean Room Clean!

Inlet has minimum of 200 lbs/sec airflow

Slide 29

g Energy Learning Center Inlet Components The inlet components direct air into the inlet of the gas generator to provide for smooth, non-turbulent airflow into the compressor. These components consist of: 1. Inlet duct 2. Centerbody.

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LM2500+ – Page 15


g Energy Learning Center Inlet Duct The inlet duct is constructed of aluminum (AMS4026) and shaped like a bellmouth. The inlet duct is painted white, and must be maintained in the painted condition. Centerbody The centerbody is a flow divider bolted to the front of the gas generator. The centerbody is sometimes known as the bulletnose, and is made of a graphite reinforced fiberglass composite.

unpainted

Slide 31

g Energy Learning Center Airflows Introduction z Primary and secondary airflows are supplied to the gas turbine through the inlet. z Primary air is supplied to the enclosure inlet plenum area, and flows through the gas turbine. Secondary air is supplied to the enclosure gas turbine environment, and provides a cooling flow around the gas turbine. z Most primary air within the engine is used to support the gas turbine power cycle (inlet, compression, ignition,

expansion and exhaust). This airflow is referred to as the “main gas flow”, and its flow path is the Main Gas Path. z Some of the primary air is extracted from the main gas path at the 9th and 13th stages of compression, and from the compressor discharge chamber to supply various cooling and pressurization functions essential to the operation of the engine. This reduces the total amount of air available to the power cycle, and for this reason, these are referred to as “parasitic airflows”. Slide 32

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g Energy Learning Center zCustomer

bleed air requirements for off-engine functions, are also supplied by parasitic airflow from the compressor discharge chamber. Main Gas Path zBetween the gas turbine inlet and the compressor discharge, the airflow duct formed by the inlet components, CFF, and compressor is continuously convergent. zTo produce airflow between these two points, work is done on the air by the rotating compressor blades.

z From

the compressor discharge chamber; through the combustor, HPT, TMF, LPT, TRF, and gas turbine exhaust the airflow duct is almost continuously diffusive. z Airflow between these two points is produced by the internal energy stored in the air during its transition through the compressor, and by energy added to the air by combustion. z During its transition through the compressor, ambient pressure present at the gas turbine inlet is increased by an 23:1 ratio.

Slide 33

g Energy Learning Center zAt

the compressor discharge, the combustor diffuser cowl forms an airflow divider that routes approximately 20% of the high pressure air into the combustor dome area. The remaining 80% continues to diffuse into the compressor discharge chamber around the combustor. zAs the 20% flow supplied to the combustor dome area passes through the swirler cups, it is mixed with fuel, and ignites upon reaching the combustion chamber.

z The

resulting combustion reaction releases tremendous amounts of heat, and causes violent and rapid expansion of the ignited gases. z Large masses of high pressure dilution air entering the combustion chamber through holes in the inner and outer liners center the ignition flame within the chamber, and create an instant cooling effect as they are expanded by the super heated combustion gases.

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LM2500+ – Page 17


g Energy Learning Center z Small

film cooling holes drilled in the leading edge of the inner and outer liner rolled ring segments provide a thin layer of cool compressor discharge air between liners and the hot combustion gases (SAC only). z The constant inflow of high pressure air through ignition, dilution, and film cooling channels forces the hot combustion gases to expand aft-ward through the turbines. z Most of the energy contained in the expanding combustion

gases is dissipated against the HPT rotor blades to drive the compressor. z The expanding gases discharged from the HPT still contain considerable amounts of energy, and continue to expand through the LPT. z After passing through the LPT all usable energy is consumed, and the depleted gases are expelled from the engine through the exhaust components.

Slide 35


MAIN GAS PATH

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LM2500+ – Page 18


g Energy Learning Center Aerodynamic Stations z Various instrumentation points along the main gas path are identified with “aerodynamic station numbers” for monitoring temperature and pressure characteristics of the main gas flow. z The system used to identify these instrumentation points is mainly intended for use by various engineering functions in the design phase and production testing of the engine. However, some of terminology has spread into the field.

zActual

aerodynamic station numbers range from 0 to 9, but only military aircraft applications require this many numbers to describe the main gas path. zLM2500+ applications require only three numbers. Station 2 (Compressor inlet) Station 3 (Compressor Discharge) Station 5.4 (4.8) (Power Turbine Inlet) zCombining the monitored parameters with the station numbers produces the

Slide 37

g Energy Learning Center Following terminology. T2 (Compressor Inlet Temperature or CIT) Pt2 (Compressor Inlet Total Pressure or CDP) Ps3 (Compressor Discharge Static Pressure of CDP) T3 Compressor Discharge Temperature T5.4 (4.8) (Power Turbine Inlet Temperature) Pt5.4 (4.8) (Power Turbine Inlet Total Pressure)

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LM2500+ – Page 19


g Energy Learning Center Component Heritage

Slide 39

g Energy Learning Center Comparison

=13.8” longer

Maximizes Design Commonality with Technology Advancements

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LM2500+ – Page 20


g Energy Learning Center Frames The LM2500 has 4 frames: 1. Compressor Front Frame (CFF) 2. Compressor Rear Frame (CRF) 3. Turbine Mid Frame (TMF) 4. Turbine Rear Frame (TRF) z Frames are rigid, non-moving, engine structural elements. The primary purpose of a frame is to provide support.

Slide 41

g Energy Learning Center z Each

of these frames is an assembly consisting of a central hub connected to an outer casing through the use of hollow struts. These struts provide access for cooling, lubrication, and pressurization. Compressor Front Frame z The CFF supports the forward stub shaft of the compressor rotor through the use of a roller bearing, which is situated in the hub of the frame, the walls of which form the “A” bearing sump. The CFF also supports the forward

portion of the compressor stator, inlet duct, centerbody, and the front of the gas turbine. z The outer portion of the frame is supported by 5 equally spaced struts that radiate axially from the hub. The struts are hollow to provide services to and from the engine, and are shaped like airfoils to provide a turbulent free airflow path for compressor inlet air.

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#3R Bearing

A

#3 oil supply

Slide 43

g Energy Learning Center Compressor Section z The compressor is a 17 stage, high pressure ratio, axial flow design. z Air, taken in through the compressor front frame, is forced by rotating airfoils called blades to pass into a successively smaller volume. Passing through the 17th and final stage results in a compression ratio of approximately 23:1. z The primary purpose of the compressor is to provide high volumes of compressed air to

support combustion; however some air is extracted for cooling purposes and customer use. z The major components of the compressor are: 1. Compressor Front Frame (CFF) 2. Compressor Rotor 3. Compressor Stator 4. Compressor Rear Frame (CRF)

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Complete rotor weighs 1609 lbs

Slide 45

g Energy Learning Center Compressor Rotor z The HPCR is a spool/disk structure. It is supported at the forward end by the No. 3 roller bearing, which is housed in the CFF (A-sump). The aft end of the rotor is supported by the No. 4 ball and roller bearings, which are housed in the CRF (B-sump). There are six major structural elements and five bolted joints as follows: -Stage 0 blisk with wide chord, shroudless blade -Stage 1 disk -Stage 2 disk with air duct interface

z

z

-Stages 3-9 spool -Stages 10-13 spool with integral aft shaft -Overhung stages 14-16 spool All rotor joints are bolted and interfering rabbets are used in all flange joints for good positioning of parts and rotor stability. A slip fit, single wall designed air duct that is supported by the shafts and a stage 2 disk, routes pressurization air aft through the center of the rotor for pressurization of the B-sump seals.

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g Energy Learning Center z Use

of spools reduces the number of joints and makes it possible for several stages of blades to be carried on a single piece of rotor structure. z Stages 1 and 2 disks have a series of single blade axial dovetails, while each of stages 3 through 16 have one circumferential dovetail groove in which blades are retained. Disks Disks are major structural elements providing strength and rigidity to the assembly-and contain only a single stage of blades.

Spools Spools span the distance between disks, or are suspended from disks. A spool will contain more than 1 stage of blades and allows for weight and material reduction. Blades Blades are airfoils retained by axial dovetail grooves in stages 1 and 2, and by circumferential dovetail grooves-in stages 3 through 16.

Slide 47

g Energy Learning Center Blisk Blade disk combination comes as one unit. The blades are not removable.

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g Energy Learning Center 1 stage of Compression= 1 stage of rotation & 1 stage of stator

Stage 0 blisk

Muff spline

Stage 2 retainers

#3R bearing Stage 1 retainers

Slide 49

g Energy Learning Center HP Compressor

(midspan deleted)

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Slide 51


Circumferential Dovetail Slot Blade Retention Slide 52

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Forward Looking Aft

Zero Indexing of HPC Rotor and HPT Rotor

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Variable Stator Vane System

Slide 55

g Energy Learning Center 4 Rod End 5 Head End Cases are made of M-152 steel

Vanes are made Of A286

Aluminum Extrusions

IGV’S, Stg 0, Stg 1, & STG 2 are Shrouded

LM2500+ – Page 28

VG Servo Pump (Electrohydraulic) Slide 56


g Energy Learning Center Stationary Vanes

-shows seal leakage

Bleed air is extracted from the 9th and 13th stages through cut-outs in the base of the vanes

Cross bleed orifice Safetied to preset length

Slide 57

g Energy Learning Center Variable Vanes z The Inlet Guide Vanes (IGV’s) and next 7 stages of vanes are called Variable Stator Vanes, or VSV’s. These vanes are all mechanically ganged together, and will change their angular pitch in response to a change in compressor inlet temperature or a change in gas generator speed. The purpose of this is to provide stall-free operation of the compressor through-out a wide range of speed and inlet temperatures.

z Due

to their long length the IGV’s and stages 0, 1and 2 are shrouded. The shrouds are aluminum extrusions split into a matched set of forward and aft halves.

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Slide 59

g Energy Learning Center Variable Stator Control System The variable stator vane (VSV) control is an electrohydraulic system consisting of an enginemounted hydraulic pump, servovalve, and VSV actuators with integral linear-variable differential transformer (LVDT) to provide feedback position signals to the main engine control. The system positions the IGV’s and first seven stages of stator vanes (Stages 0 through 6) as a function of compressor inlet temperature and gas generator speed to maintain optimal compressor

performance over the full range of operating conditions.

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Rod End Drain Line LVDT

Head End

Slide 61

g Energy Learning Center BLEED AIR SYSTEM Stage 16 compressor discharge pressure (CDP), bleed air is used for control of flame temperature in DLE applications. Air is also bled from stage 9 of the compressor for sump pressurization and TMF cooling. Stage 13 compressor bleed air cools the turbine nozzles and used for LPT piston thrust balance.

COMPRESSOR DISCHARGE PRESSURE BLEED The CDP bleed manifold combines two compressor case bleed ports into a single interface. The purchaser is required to provide the interconnecting piping between this interface and the package installed CDP bleed valve (DLE only).

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g Energy Learning Center STAGE 9 BLEED AIR Stage 9 bleed air is extracted though holes bored in the stator casing aft of the stage 9 vane dovetails. A manifold combines the two HPC case ports into a single interface. STAGE 13 BLEED AIR Stage 13 air is bled from the compressor through holes in the casing into a manifold and is used to cool the turbine nozzles.

HIGH PRESSURE RECOUP SYSTEM The CRF B-sump pressurization system is isolated from the HPC by the CDP and vent labyrinth seals. These seals serve to form HP recoup chamber. The HP recoup airflow results from compressor discharge air leaking across the CDP seal.

Slide 63

g Energy Learning Center Gas Generator – Strut Functions

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Gas Generator Piping – Left Side View

Slide 65


Gas Generator Piping– Right Side View

LM2500+ – Page 33

Slide 66


g Energy Learning Center COMPRESSOR REAR FRAME z The compressor rear frame (CRF) is an assembly constructed of an inconel alloy. z The CRF outer case supports the compressor rear case, combustor, fuel manifold, 30 fuel nozzles, 2 or 1 spark igniters and the stage 2 high pressure turbine nozzles. z Bearing axial and radial loads, and a portion of the 1st stage high pressure turbine nozzle load are taken in the hub and transferred to the CRF outer case through 10 axially mounted struts.

z The

hub inner wall forms the “B” sump area, and houses the #4 roller bearing (4R) and the #4 ball bearing (4B) or the #4 thrust bearing. z There are 8 borescope ports located in the CRF. Six (6) of these ports are positioned just forward of the mid flange. This allows for the inspection of the combustor, fuel nozzles and the 1st stage high pressure turbine nozzle. Two (2) additional borescope ports are located in the aft portion of the case to provide access for the inspection of the high pressure turbine blades and nozzles.

Slide 67

g Energy Learning Center COMPRESSOR REAR FRAME AFT CASE (DLE) CRF aft case provides the transition from the CRF to the TMF. Located in the CRF aft outer case are the stages 1 and 2 nozzle assemblies. The CRF aft case supports the clap traps. Two (2) borescope ports are provided in the aft portion of the case for inspection of the turbine blades and nozzle.

Compressor Rear Frame SAC Same as base except 2nd T3 port has been added Made of Inconel 718

B CDP discharge

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g Energy Learning Center “Fire eyes” UV Flame Detectors (2 ea) With air cooled sapphire lenses

B

(6 ea)

DLE CRF

Slide 69


Slide 70

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#4B

Compressor Rear Frame Assembly Slide 71

g Energy Learning Center Customer Bleed z In SAC applications high pressure air can be extracted from the compressor discharge chamber for anti-icing of the inlet ducts. z High pressure airflow for customer use, is supplied through a customer bleed chamber located within the CRF cavity. High pressure air to supply the flow, passes into the customer bleed chamber through holes in the CRF.

zA

baffle forming the aft wall of the chamber reduces Ps3 fluctuations, these fluctuations are caused by load variations reflected through the bleed air piping. z Ports machined into CRF struts 3, 4, 8 and 9 route the air to manifolds mounted to the left and right-hand sides of the engine. #4 Bearing Thrust Balancing z The CDP seal support and the HPT rotor forward shaft form the #4 Bearing Thrust Balance Chamber.

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g Energy Learning Center z During

engine operation, the compressor exerts a forward thrust load on the #4B bearing. z High Pressure air in the thrust balance chamber exerts an aft directed force on the HPT rotor to counteract the forward directed thrust load. Frame Vent and HP Recoup z From the CDP seal mini-nozzles, air leaks in the forward direction across two rotating seals to supply the Frame Vent HP Recoup flows.

z Frame

vent air leaks into an isolation chamber surrounding the B Sump, and continues flow outward to secondary pressure through ports machined into CRF struts 7 and 10. z This flow cools the sump area and prevents fouling of the CRF cavity in the event of sump oil seal failure. z HP Recoup air is routed to the forward side of the CRF through series of tubes, combined with high pressure seal leakage air on the aft end of the compressor rotor, and ported out of CRF Slide 73

g Energy Learning Center struts 5 and 6. The air pressure is used to regulate bearing loads on the high pressure system. z External piping carries the HP Recoup flow into the TMF. There it cools the area between the frame and the TMF liner, before it is released to the main gas flow.

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Thrust Balance Slide 75


Bottom View Slide 76

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Slide 77

g Energy Learning Center High Pressure Recoup

Slide 78

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g Energy Learning Center HP Recoup

Slide 79


Slide 80

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g Energy Learning Center Combustion System/Fuel System •Available with standard annular or dry low emissions combustors •DLE combustor same design provided on the LM2500

Slide 81

g Energy Learning Center 120 lbs

Strut Clearance Made of Hastelloy X

Small holes=film cooling Large holes=Dilution

Fishmouth seals

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g Energy Learning Center A=Outer ring B=Pilot ring C=Inner ring

3 zones 75 premixed areas

Slide 83


Slide 84

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g Energy Learning Center DLE vs. Standard Combustor With dry low emissions combustor 2 PX36 combustor dynamic pressure 0-10 psi 2 flame detectors 0-1(on or off) Heat shields are investment cast Impingement and convection cooled Combustor is TBC coated and has No film cooling Less than 25 ppm Nox 25 ppm CO 15 ppm UHC

DLE requires a lower heating value to be 800-1200 Btu per standard cubic foot and Less than 300 deg. F supply temp

With standard combustor Slide 85

g Energy Learning Center Combustor z The combustor is mounted in the compressor rear frame on 10 equally spaced mounting pins in the forward low temperature section of the cowl assembly. The mounting hardware is enclosed within the CRF struts so that it will not affect airflow. z The combustor is annular and consists of the following components riveted together: 1. Cowl assembly 2. Dome 3. Inner & outer liner

Cowl Assembly The cowl assembly in conjunction with the compressor rear frame, serves as a diffuser and distributor of compressor discharge air. The cowl furnishes air to the combustion chamber, providing for uniform combustion and even-temperature distribution at the high pressure turbine. Dome The dome provides flame stabilization and mixing of fuel and air. The interior surface of the dome is protected from the high temperatures of combustion by a cooling air film. Slide 86

LM2500+ – Page 43


g Energy Learning Center Inner & Outer Liner The combustor liners are a series of overlapping rings joined by welded and brazed joints. They are protected from the high combustion heat by circumferential film cooling. Primary combustion and cooling air enters through closely spaced holes in each ring. These holes help to center the flame, and admit the balance of combustion air. Dilution holes are employed on the outer and inner liners for additional mixing to lower the gas temperature at the turbine inlet.

Combustion Section/Triple Annular Combustor z The LM2500+ DLE GT utilizes a lean premix combustion system designed for operation on natural gas fuel. z The combustor is of a triple annular design consisting of five major components: cowl (diffuser) assembly, dome inner liner, outer liner, and baffle. z The triple annular configuration enables the combustor to operate in a uniformly mixed lean fuel to air

Slide 87

g Energy Learning Center ratio (premix mode) across the entire power range, minimizing emissions. z The head end or dome of the combustor supports 75 segmented heat shields that form the three annular burning zones in the combustor, known as the outer or A-dome, the pilot or B-dome, and the inner of C-dome. In addition to forming the three annular domes, the heat shields isolate the structural dome plate from hot combustion gases. The heat shields are an investment-cast

superalloy, are impingement and convection cooled, and have a thermal barrier coating. The combustion liners are aft mounted with thermal barrier coating and no film cooling. z Gas fuel is introduced into the combustor via 75 air/gas premixers packaged in 30 externally removable and replaceable modules. Half of these modules have two premixers, and the other half have three. The premixers produce a very uniformly mixed, lean fuel/air mixture. Slide 88

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g Energy Learning Center High Pressure Turbine z The high pressure turbine rotor (HPTR) extracts energy from the gas stream to drive the compressor rotor. The HPTR and the compressor rotor are directly coupled by means of a spline and coupling nut. The HPT nozzles direct the hot gas from the combustor onto the HPTR blades at the optimum angle and velocity. z The high pressure turbine (HPT) consists of : 1. High pressure turbine rotor (HPTR)

2. 1st stage nozzles (HPTN1) 3. 2nd stage nozzles (HPTN2) 4. Turbine Mid Frame (TMF) High Pressure Turbine Rotor (HPTR) The HPTR has two stages of blades. Each stage of blades are retained in its respective disk by axial fir-tree slots. Both sets of blades have long hollow shanks which prevent heat from being convected to the rotor, and allow cooling air that enters the rotor to exit, thereby cooling both blades and rotor. The

Slide 89

g Energy Learning Center cooling air that enters the blade shank is serpentined through the blade to distribute the cooling evenly. High Pressure Turbine Rotor Cooling zCooling air enters HPT rotor forward shaft, provides a cooling flow to the rotor cavity and disks, then is discharged through the rotor blades. zStage 1 blades are cooled by a combination of internal convection, leading edge internal impingement, and external film cooling.

z Stage

2 cooling is accomplished entirely by convection. z Cooling channels within the blades are serpentine to ensure a uniform temperature distribution across blade surface.

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g Energy Learning Center Stage 1 Blades

=RENE 80

Sacrificial Internal convection & external film cooling

Approx. 2200 deg F

Stage 2 Blades

Laminar Flow Cooling

=RENE 80

Convection cooled

Forward Shaft CDP

Disks are made of Inco 718

450-500 deg F Cooler than stg 1

Slide 91


HPT Rotor Cooling Slide 92

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g Energy Learning Center High Pressure Turbine Blade Cooling

Slide 93

g Energy Learning Center High Pressure Turbine Nozzle z The turbine nozzles are contained in and supported by the compressor rear frame. The 2nd stage nozzle support is bolted between the CRF and TMF flanges. z The nozzles are coated to improve erosion, corrosion, and oxidation resistance, and are designed to direct the high pressure gases from the combustor onto the stage 1 blades, and from the stage 1 blades onto the stage 2 blades at the optimum angle and velocity.

Stage 1 Nozzles (HPTN1) z The nozzles themselves are assembled from a pair of vanes welded together to form a single nozzle segment. They are bolted to the stage 1 nozzle support and receive axial support from the stage 2 nozzle support. z The stage 1 nozzles are cooled by convection and film cooling. The cooling air is supplied from the compressor discharge chamber.

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g Energy Learning Center HPTN1 Cooling z Impingement, convection and film cooling circuits within each individual HPTN1 vane are supplied with high pressure cooling air directly from the compressor discharge chamber. z To distribute the cooling flows, inserts are installed into forward and aft cooling chambers machined into the vanes. z High pressure air from the compressor discharge chamber enters the forward insert through the underside of the HPTN1 forward inner seal.

z Holes

in the insert impinge the high pressure air directly against the inner walls of the forward chamber, displacing hot air, and providing a continuous supply of cool air to absorb heat directly from the metal structure of the vane. z Hot air displaced by the impingement flow is carried out of the vanes through nose holes by convection. z Gill holes in side of the vane maintains a thin layer of film cooling air between the metal structure of the vane and the hot combustor discharge gases. Slide 95

g Energy Learning Center z Impingement

and convection cooling circuits in the aft chamber function similar to those in the forward chamber. Film cooling is not provided.

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g Energy Learning Center Ignitor 10 pins, silver coated For anti-siezing

Air goes into impingement inserts for even Distribution, chambers have same area.

Made of X-40

Knife edge seals

Slide 97


Nozzle= converging duct which Increases velocity and decreases pressure

Stage 1 High Pressure Nozzle Cooling Slide 98

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g Energy Learning Center Stage 2 Nozzles (HPTN2) The stage 2 nozzle is also made of a pair of vanes. The nozzle vane is cooled by convection from 13th stage bleed air that enters through the cooling air tubes and cools the center area and leading edge. Some of the air is discharged through holes in the trailing edge, while the remainder is used for cooling the inter-stage seals and the HPTR blade shanks.

13th Stage Parasitic Flows HPTN2 Cooling z Delivered through the CRF casing at four different locations (2 per side), and flows through air tubes on the nozzle support into the individual nozzle vanes. z Inserts installed in the vanes are divided into forward and aft chambers. z Cooling in the forward chamber is by convection and impingement.

Slide 99

g Energy Learning Center z Cooling

in the aft chamber is by convection. z Cooling air released through the bottom of the vanes provides cooling to the HPT rotor thermal shield and interstage seal.

If shroud clearance is too large, more Fuel is needed which=more temp

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g Energy Learning Center PARASITIC AIRFLOWS Parasitic airflows supplied through the compressor discharge chamber are provided to supply customer bleed air requirements and the following cooling and pressurization functions. HPTN1 Cooling HPT Rotor Cooling #4B Bearing Thrust Balancing B Sump Isolation and Cooling (Frame Vent) TMF Liner Cooling (HP Recoup)

Turbine Mid Frame z The turbine mid frame (TMF) supports the aft end of the HPTR, and the forward end of the power turbine rotor. z The TMF is bolted between the CRF and the power turbine stator case and provides a smooth diffuser flow passage for the HPT exhaust gas into the power turbine. z The stage 1 power turbine nozzles are attached to the rear of the TMF.

Slide 101

g Energy Learning Center Turbine Mid Frame Strut and Liner Cooling

Liner is aerodynamically shaped for smooth airflow 9th stage HP Recoup P4.8

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LM2500+ – Page 51



C

Turbine Mid Frame Made of Inco 718, Hastelloy X and HS 188

PTs are attached here GE, Dresser, Pignone, Ruston

8- T4.8 probes Ground handling mounts deleted from Plus #5 brg- supports aft end of HPT #6 brg- supports forward end of PT If oil is present, seal is leaking

Slide 103

g Energy Learning Center Six Stage Power Turbine-Low Speed zSix stage power turbine (3,600 rpm design point) -10% increase in flow function for 20% increase in airflow -Modified stage 1 blade and nozzle, stage 5 and 6 blades -Stage 1-3 nozzles supported from new casing liners to isolate casing from flowpath temperature. -Disks and drive train strengthened for higher torque loads

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g Energy Learning Center Power Turbine The power turbine is composed of : 1. Low Pressure Turbine Rotor 2. Low Pressure Turbine Stator 3. Turbine Rear Frame (TRF). The Power turbine is aerodynamically coupled to the gas generator and is driven by the gas generator exhaust gas.

Low Pressure Turbine Rotor z The power turbine rotor is a low pressure rotor consisting of 6 stages of blades. Each stage of blades is retained in its own disk by axial fir-tree slots, and incorporate interlocking tip shrouds to prevent blade tip vibration. z Rotating seals are secured between the disk spacers, and mate with the stationary seals to prevent excessive gas leakage between stages.

Slide 105

g Energy Learning Center Low Pressure Turbine Stator The power turbine stator consists of: 1. Two (2) Case halves split horizontally. 2. Stages 2 though 6 power turbine nozzles 3. Six (6) stages of blade shrouds 4. Five (5) stages of interstage seals Case Halves The power turbine stator case halves are the improved thick flange design. They are a machined/matched set of cases. This means that damage

sufficient to cause the replacement of one half, will result in the replacement of both halves. Power Turbine Nozzles The power turbine nozzles provide pressure recovery and direct the exhaust gases of the gas generator against the rotor blades. The stage 1 nozzles are connected to, and considered part of the turbine mid frame. Stages 2 through 6 are bolted to the power turbine stator case. Blade Shrouds The blade shrouds are a honeycomb material mounted in casing channels of the stator Slide 106

LM2500+ – Page 53


g Energy Learning Center case. These honeycomb shrouds mate with the interlocking tip shrouds of the blades to provide close-clearance seals, and to act as a casing heat shield. Insulation is installed between the nozzle/shrouds and casing to protect the casing from the high temperature of the gas stream. Inter-stage Seals The stationary interstage seals are attached to the inner ends of the nozzle vanes to maintain low air leakage between stages.

Slide 107

g Energy Learning Center Six Stage Power Turbine “ 6 Pack “

9th Stg sump pressurization 7B

Seal added to prevent oil from entering PT spool (revent)

7R

Speed Sensor Ring

PT can only expand in forward direction

Slide 108

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g Energy Learning Center Monitor TB

Stg 1 nozzles are attached to Aft flange of TMF Upper and Lower Cases are matched set

D

Unfilled honeycomb Made of Hastelloy

Antirotation lugs prevent Nozzle rotation

Turbine Case Half

Turbine Rear Frame Slide 109

g Energy Learning Center Turbine Rear Frame z The turbine rear frame (TRF) forms the exhaust gas flow path for the exhaust gases leaving the power turbine, and provides support for the aft end of the power turbine, and the flexible coupling adapter for the high speed coupling shaft. z The forward portion of the TRF outer casing supports the aft end of the power turbine stator case, and the aft portion supports the outer exhaust cone. The outer case also provides attaching points for the gas turbine rear mounts.

Turbine Rear Frame Frame vent

Slide 110

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g Energy Learning Center z The

struts are hollow and contain service lines for lubrication, scavenge, and vent. The power turbine speed transducers are also mounted in the struts. z The hub of the TRF houses both 7B ball and 7R roller bearing assemblies. The hub and bearing housings have flanges to which air and oil seals are attached to form the “D” sump.

Flexible Coupling Adapter The PT rotor terminates in a bolted flange adapter. The purchaser’s flexible coupling mates with this adapter. Exhaust Components The exhaust duct consists of an inner and outer duct forming the diffusing passage from the turbine rear frame. The inner diffuser duct can be moved aft to gain access to the high speed coupling shaft. The exhaust duct is mounted

Slide 111

g Energy Learning Center separately from the gas turbine, and piston-ring type expansion joints are used to accommodate the thermal growth. Note: The exhaust duct may not be supplied as part of the gas turbine. Made of 321 stainless steel Approximate weight is 2240 lbs Without HSCS.

Not GE Supplied Anymore Slide 112

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g Energy Learning Center High Speed Coupling Shaft The high speed coupling shaft adapter is connected to the power turbine rotor and provides shaft power to the connected load. The high speed coupling shaft (HSCS) consists of: 1. Forward adapter 2. 2 flexible couplings 3. Distance piece 4. Aft adapter Note: Flexible couplings, distance piece and aft adapter may not be supplied as part of the gas turbine.

The forward and aft adapters are connected to the distance piece by the flexible couplings. The flexible couplings allow for axial and radial deflections between the gas turbine and the connected load during operation. Inside the aft adapter and the rear flexible seal is an axial damper system consisting of a cylinder and piston assembly. The damper system prevents excessive cycling of the flexible couplings. Anti-deflection rings restrict radial deflection of the couplings during shock loads. Slide 113

g Energy Learning Center Body bound bolts

Max diameter of 24”

Must be less than 20 gram inches of unbalance

Slide 114

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g Energy Learning Center 7B Bearing Thrust Balancing zA portion of 13th bleed air is delivered into TRF through strut #8. zThe airflow is then ported into the 7B bearing thrust balance chamber. zAft wall of chamber is formed by a thrust balance seal mounted to the TRF hub. Forward wall is formed by the power turbine aft air seal mounted to the LPT rotor. zAir pressure inside the chamber exerts a forward directed force on the LPT rotor to counteract aft directed thrust

forces caused by the main gas flow operating against the LPT rotor blades. z The #2 strut of the TRF has a plate over it, it maybe used by the packager to measure the pressure in the thrust balance chamber.

Slide 115


Slide 116

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g Energy Learning Center Bearings z The LM2500 Plus contains seven sets of bearings. Five of these sets are roller bearings numbered form 3R to 7R, and the remaining two sets are ball bearings numbered 4B and 7B. These bearings are used to support two separate rotating systems; the gas generator and the power turbine. z Support for the gas generator rotor consists of: 1. 3R bearing in “A” sump supporting the forward compressor shaft.

2. 4R bearing in “B” sump supporting the aft compressor shaft. 3. 4B bearing in “B” sump carrying the thrust loads. 4. 5R bearing in “C”-sump supporting the aft high pressure turbine shaft. z Power turbine support consists of: 1. 6R bearing in “C” sump supporting the forward power turbine rotor shaft. 2. 7R bearing in “D” sump supporting the aft power turbine rotor shaft. Slide 117

g Energy Learning Center 3. 7B bearing in “D” sump carrying the thrust loads of the power turbine rotor. NOTE: The rolling member of 6R bearing is mounted in the TMF. Mounting z All bearing outer races, except 4B, 5R and 7R are flanged. The 4B bearing is retained by a spanner nut across its outer face. The 5R and 7R bearings are retained by a tabbed ring which engages slots in the outer race.

z Bearing

3R and 5R, under some conditions, can be lightly loaded. To prevent skidding of the rollers under these conditions, the outer race is very slightly elliptical to keep the rollers turning.

Slide 118

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g Energy Learning Center Two Stage Power Turbine Transition case mates To GG TMF flange, Fwd flange is nickel base Alloy, rear flange is Carbon steel.

Supported by 2 hydrodynamic journal bearings and 1 hydrodynamic thrust bearing. Total weight is 21,243 lbs! Rotor weighs 4919 lbs.

Off engine lube system ac motor driven pump heat exchanger, filters and tank not on GG

3 reluctance type NPT sensors

Required oil is ISO VG32 mineral oil w/supply pressure approx 22 psi @122-140 deg F PT wheelspace temp has 8 t/c’s for monitoring cooling air temp between turbine disks and disk cooling cavities

Exhaust frame/TRF has 6 equally spaced struts. 6 ejectors are used to mix bleed air and ambient Air for cooling of struts (54 psi,375 deg F, and .180 lbs/sec.

Rated at 6100 rpm/ 40,200 hp

PT stator is made up of transition case, 1st stage Case w/40 shrouds and 2nd stage case w/ 40 shroud

Slide 119

g Energy Learning Center Two Stage Power Turbine

Slide 120

LM2500+ – Page 60


g Energy Learning Center Two Stage Power Turbine

6,100 rpm Design Point z M&I

is providing a two stage high speed power turbine option z HSPT being sold to packagers for mechanical drive and other applications where continuous shaft output speeds up to 6,400 rpm are desirable z Design will be more industrial than aeroderivative Weight ~22,000 lbs. Hydrodynamic bearings z Design speed 6,100 rpm; operating speed 3,050-6,400 rpm z Direction of rotation is clockwise (aft looking forward) z Overall efficiency for gas turbine > 40% @ 40,200 SHP (29,980 KWs) rating (ISO) Slide 121

g Energy Learning Center Industrial Gas Turbine

Slide 122

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Slide 123


Slide 124

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g Energy Learning Center Accessory Drive Section The accessory drive section consists of: 1. Inlet gearbox (IGB). 2. Radial driveshaft. 3. Transfer gearbox (TGB). Power to drive the accessories is extracted from the gas generator at the front of the compressor, through a large diameter hollow splined shaft. The IGB is bolted to the compressor front frame and mated to the compressor shaft through the splines. The IGB then transfers this power to the radial driveshaft by means of a

set of beveled gears. Another set of bevel gears in the TGB receives the power from the radial driveshaft, and distributes it to the accessories through a planetary gear train. During a start sequence this arrangement is reversed, with the accessory drive section extracting power from the starter, and transferring it through the TGB to the radial driveshaft, to the IGB, to the gas generator. Inlet Gearbox (IGB) The inlet gearbox is bolted to the hub of the compressor front frame.

Slide 125

g Energy Learning Center Radial Driveshaft The radial driveshaft is a hollow tube externally splined at each end allowing it mate with the IGB and TGB. The radial driveshaft also contains a shear section to help prevent damage to the accessory drive section. Transfer Gearbox (TGB) zThe forward section of the TGB, also called the “bevel gearbox”, contains the set of bevel gears and a horizontal drive shaft which transmits the power to the gear train in the main body of the TGB. An access cover in the bottom of the casing facilitates removal

and installation of the radial driveshaft. z In the main body of the TGB the following may be removed and replaced without disassembly of the gearbox: 1. Gears 2. Bearings 3. Seals and adapters assemblies

Slide 126

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Sheer point on top in case of failure, IGB can be removed splines

Duplex bearings on each bevel gear

Aluminum AMS 4218

Slide 127

g Energy Learning Center 1.3 revolutions of compressor Equals 1 revolution of ratchet

Slide 128

LM2500+ – Page 64



Slide 129

g Energy Learning Center LUBE OIL SYSTEM

Slide 130

LM2500+ – Page 65


g Energy Learning Center 15-80 psi depending on oil temp low temp=higher viscosity and higher delta P on filters

Check valve prevents gravity drain of tank into engine

Slide 131


Lube Oil System for

G Series Engine

LM2500+ – Page 66

Slide 132


g Energy Learning Center Control interlock- Lube pressure must be over 8 psi At idle and 15 psi at 8000 rpm Oil must be filtered to 10 micron nominal

Supply 140-160 deg F

Scavenge capability is approx twice that of supply Scavenge temp is approx 160-275 deg F W/ max of 340 degF

Maximum 3.5 psig head pressure

Lube supply temps must be over 20 deg F for MIL-L-23699 or over -20 deg F for MIL-L-7808 for VSV’s RTD’s for temp detection

Positive displacement vane type Pump, moves air and oil

To air/oil separator

Slide 133

g Energy Learning Center Sump Philosophy The LM2500 has 4 oil sumps, one in the hub of each frame. The sumps are designated alphabetically from front to back as “A” sump (CFF), “B” sump (CRF), “C” sump (TMF) and “D” sump (TRF). The purpose of the oil sump is to contain the lubricating oil, and not allow the oil to migrate to other areas of the engine. The design of the sumps do not allow oil to pool or collect. For this reason they are called dry sumps. To accomplish this the oil is collected or scavenged from the sump at about twice the rate of supply.

The oil is retained in the sump through the use of slingers, windback threads and air/oil seals. Slingers are notched elements mounted on the turbine shaft that throw oil against the windback threads. Windback threads are stationary elements containing threaded grooves that route the oil back into the sump. The air/oil seals retain oil in the sump by allowing pressurized air to flow across the seal elements and into the sump, thereby preventing oil from flowing out of the sump. Slide 134

LM2500+ – Page 67


g Energy Learning Center The sumps are vented to ambient to promote this airflow. To A/O sep Approx. 18 psi

Seal is teflon or Phonelic resin

Approx 40 psi

Prevents oil from hanging in this area

Sump Philosophy Slide 135


300 psi relief valve

Lube Supply and Scavenge Pump, Bottom View

LM2500+ – Page 68

Slide 136



Usually ferrous material is from bearings

Finger screens and Electronic chip detectors AGB,B,C,D & TGB

Connection kit # 537L317G06

Lube Supply & Scavenge Pump Screens

Air/Oil Separator Slide 137


FUEL SYSTEMS

Slide 138

LM2500+ – Page 69


g Energy Learning Center Fuel Systems

Liquid Fuel System ALWAYS anti-seize bolts!!!!! Suitable substitute=UNFLAVORED Phillips milk of magnesia

Slide 139

g Energy Learning Center Natural Gas Fuel System (New Configuration)

Dual Fuel System (Natural Gas/Liquid Fuel)

VIEW FORWARD LOOKING AFT

Slide 140

LM2500+ – Page 70



2 ea inline for dual redundancy

Liquid Fuel Shutoff Valve

Liquid Fuel Pump & Filter

Slide 141


35 psi delta

Liquid Fuel Pump & Filter

LM2500+ – Page 71

Liquid Fuel Filter

Slide 142



Natural Gas Fuel System With Steam Injection (STIG)

STIG Fuel Nozzle Steam Manifold Slide 143

g Energy Learning Center Fuel Systems with Nox Suppression

Water injection temp= 80-90 deg F Flame temp is lowered to reduce NOX

Liquid Fuel System with Water Injection

LM2500+ – Page 72

Slide 144



START & IGNITION

Slide 145


Hydraulic Starter Vickers

Slide 146

LM2500+ – Page 73



Oil in

Input drive shaft to drive starter

Squash Plate

Oil out to reservoir

Hydraulic Starter Operating Principle

Slide 147

g Energy Learning Center Exhaust

Air/gas in

1200-1700 Ignition And fuel added CCW FLA

Approx. 4500 rpm Starter disengaged Exhaust Unshrouded

Pneumatic Starter Garret (Air Research)

Spring pushes on pall

CW ALF

Slide 148

LM2500+ – Page 74



For gas application

From lube pump

Pneumatic Starter with Continuous Lubrication Slide 149


Air/Gas in

Approx.75,000 rpm Exhaust

Pneumatic Starter Operating Principle (Sheet #1) Prior to Start, Engine Shut-Down

Pneumatic Starter Operating Principle (Sheet #2) Start Initiated Slide 150

LM2500+ – Page 75



P/T load

Pneumatic Starter Operating Principle (sheet #3) Engine Running, Starter Cut-Out

Spark then fuel add

Slide 151


Dual ignition kit # 682L510G02 Consists of ignition unit, lead, and Igniter

Ignition System

Slide 152

LM2500+ – Page 76



Converts 115V, 60 or 50 HZ To high voltage 14.5-16 joules

Location of Components in Housing

Slide 153

g Energy Learning Center SAC to here

DLE measured to here per GEK 105048 Vol.II WP 103, table 1

Immersion depth gauge

Maximum of 8 shims Approx. .030” each

Igniter Immersion Depth

Slide 154

LM2500+ – Page 77



SENSORS

Slide 155

g Energy Learning Center Pt2/T2 Duplex RTD’s

Dual element platinum RTD’s Read from –40 to 400 deg F -40 to 204 deg C

P2

T2 operates from –65 to 130 deg F Pt2 operates from 0 to 16 psia

Inlet Sensors

Lube Oil System Temperature Sensor Slide 156

LM2500+ – Page 78



Slide 157


Slide 158

LM2500+ – Page 79


g Energy Learning Center 2 each Reluctance type Reads 100-12,000 rpm

Magnet creates frequency off ferrous gear

Gas Generator Speed sensor Slide 159

g Energy Learning Center Operates from –40 to 2000 deg F -40 to 1093 deg C

Piezoelectric 1 on GG @ CRF 0-4 ips velocity 1 on PT @TRF (6 pk) 0-2 ips velocity @ Bearing support on 2 stage

Dual element thermocouple Alumel/Chromel

Bypassed with GG Speed less than 5500 rpm

T3 Sensor

Accelerometer Slide 160

LM2500+ – Page 80



Vibration Sensors

Gas Generator Discharge T4.8 (T5.4) Temperature Slide 161

g Energy Learning Center A

H Reads between -40 to2000 deg F

G B

F

C

D

E

T4.8 (5.4) Thermocouple Harness

T4.8 (5.4) Thermocouple Slide 162

LM2500+ – Page 81


g Energy Learning Center Reads 0- 125 psia Magnesium Oxide

Different lengths Give gas path average

Gas Generator Discharge Pressure PT4.8 (PT5.4) Sensor

OLD STYLE

Slide 163


Reads 0-10,000 rpm

Power Turbine Speed Pickups

LM2500+ – Page 82

Slide 164



WATER WASH

Slide 165


Slide 166

LM2500+ – Page 83


g Energy Learning Center On-Line Compressor Cleaning A method of removing the build up of deposits on compressor components while the engine is operating. On-line cleaning is accomplished by spraying cleaning solution into the inlet of the engine while the engine is operating. Crank-Soak Compressor Cleaning A method of removing the buildup of deposits on compressor components while the engine is motored by the starter. Crank-soak cleaning is accomplished

by spraying cleaning solution into the inlet of the engine while the engine is operating unfired at crank speed. Liquid Detergent A concentrated solution of water soluble surface active agents and emulsifiable solvents. Cleaning Solution A solution of emulsion of liquid detergent and water or a water and antifreeze mixture for direct engine application. The recommended dilution of liquid detergent and water shall be specified by the liquid detergent manufacturer. Slide 167

g Energy Learning Center z B&B

3100 (solvent base) z ARDROX 6322 (solvent base) z R-MC Engine cleaner (solvent base) z Rochem Fyrewash (solvent base) z ZOK 27 and ZOK27LA (water base) z Turbotect 950 (water base) z Techniclean GT (water base) z Other detergents that meet the requirements of MID-TD-0000-5. For on-line cleaning Rochem Fyrewash, R-MC, B&B TC100, Trubotect 950 and Airworthy

ZOK27 have been used. At present, only acceptable anitfreeze solutions are: z Isopropyl alcohol z MEK (methyl ethyl ketone) z Acetone Use of non-isopropyl alcohol, ethylene glycol, or additives containing chlorine, sodium, or potassium is not permitted; they might attack titanium and other metals in the installation.

Slide 168

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g Energy Learning Center Crank-Soak Cleaning Procedure The temperature of the cleaning solution and rinse water should be 100° to 150°F. If crank-soak compressor cleaning is necessary in below freezing weather, acetone, MEK, or isopropyl alcohol can be added to the water to prevent freezing. See Appendix A5 (MIDTD-0000-5) for antifreeze/water mixtures. 1. If the engine has been operating, allow it to cool so that the outside surfaces are under 200°F. Cooling can be expedited by motoring

the engine on the starter. 2. Prepare a 20 gallon solution of detergent and water. The liquid detergent manufacturer should be contacted for the recommended dilution. Liquid detergents meeting the requirements of MID-TD0000-5 and water meeting the requirements of MID-TD0000-4 are acceptable. The temperature of the cleaning solution should be 100° to 150°F. 3. Motor the engine with the starter. After the gas generator stars to rotate, open the water supply valve Slide 169

g Energy Learning Center to the spray manifold on the engine. When the gas generator reaches 1200 rpm, de-energize the starter, close the water supply valve, and let engine speed decrease to 100 rpm. At 100 rpm, energize the starter, open the water supply valve, and repeat the cycle until the solution is used up. 4. Allow the engine to coast to a stop, wait a minimum of 10 minutes, and then rinse by spraying 40 gallons of water through the spray manifold while motoring the engine between 100 and 1200 rpm

until the water is used up. 5. Blow residual water from the spray manifold with compressed air. 6. Start the engine and operate it at idle for 5 minutes to dry it. On-Line Cleaning Procedure Recommended flow rate of the cleaning solution is 5 +/- 1 gpm with engine operating above 8500 rpm. Recommended maximum duration of on-line cleaning is 10 minutes per wash, and the recommended maximum cleaning solution use is 100 gallons per 24 hour Slide 170

LM2500+ – Page 85


g Energy Learning Center period. Performance monitoring may indicate that this frequency and duration of washing should be adjusted. The temperature of the cleaning solution should be 100° to 150°F. If heated water is not used, it shall not be colder than ambient air at the time of cleaning. Cleaning solution should not be injected at an ambient air temperature lower than 50°F. If it is necessary to on-line clean at lower ambient temperatures, an antifreeze solution will be required. See MID-TD-0000-5 (Appendix A5) for antifreeze mixtures.

Slide 171

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LM2500-course.pdf

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