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Internal LM-MicroNet

LM2500+ Page 1

Energy Learning Centerg

Slide 1


Slide 2

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 1983retain 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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Slide 3

The prefix 7LM is a GEcompany designation for amechanical, aero derivative(non-aircraft) gas turbine or gasgenerator. The 7 is thedepartment number for theMarine & Industrial section ofthe GE Aircraft EngineCompany, L stands for landand M for Marine.

The Engine family designationis determined by taking thenominal brake horsepowerrating and dividing it by 10. TheLM2500 had an initial designrating of 25,000 bhp, dividingthis by 10 gives an engine

family designation of 2500.

The type code is alwayscomprised of two letters. If the

first letter is a G it would

mean that the engine is a gas

generatoronly, 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 4

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 codeidentifies major physicalcharacteristics of the engine interms of utilization. Codes areassigned as follows:

HPT Blade Coatings

M = Marinized(CODEP orPlatinum Aluminide)

N = Non-Marinized

Fuel System

G = Natural Gas

L = Liquid Fuel

D = Dual Fuel (both types)

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Slide 5

NOx Suppression

A = Steam NOx with steam

power enhancementB = 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 tobe bolt on components whichcould be added or deleted fromthe engine anytime. Because ofthis they are not included in themodel designation of theengine. Accessories areidentified by kit identificationnumbers given on model lists orpurchase documents.

The following table illustratesthe difference between thevarious gas turbine modeldesignations and provides acorrelation between the old andnew numbering systems.


Slide 6

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Slide 7

A Brief History

The LM2500 is an aero-

derivative gas turbine. At GEthis means that the basic design

has proven itself successful

initially as an aircraft engine,

with possibly several years and

and the experience of in-the-

field 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 provenaircraft 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 8

LM100

Derivation:

T58 Helicopter Turboshaft

engine

Applications:

V 169 Locomotive

HS Denison, Hydrofoil

HS Victoria, HydrofoilUSS President Van Buren

Hamilton Class USCG Cutter

100 ton ore hauling trucks

Bell SK 5 Air Cushion Vehicle

LM1500

Derivation:

J79 Airplane Turbojet

engine

Applications:

Portable aircraft catapult

USS Plainview, Hydrofoil

HS Denison, HydrofoilPG84 Class Gunboat

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Slide 9

1961

With the support of the U.S.

Navy, a long range programwas 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

1960s this technology wasproven at sea and in industry.

1965

The U.S. Air Force awarded

General Electric a contract todevelop 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 10

1968

The basic design of the TF39(now in its second generation)was used in conjunction withthe marinization program tocreate the LM2500.

1969

The first production LM2500engine replaced one of twodevelopment engines installedaboard the GTS Adm. WilliamW. Callahan, a roll on/roll off(Ro-Ro) cargo ship with a GWTof 24,000 tons, and a cruisingspeed of 26 knots.

1971

The first engines were deliveredto industrial systems suppliersDresser-Rand and CooperEnergy Systems for natural gascompression applications.

Dresser-Rand

Columbia Gulf TransmissionCo., 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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Slide 13


Slide 14

Genealogy

Derived from Proven Technology

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Slide 15

Gas Turbine Modules


Slide 16

GLOSSARY

A

ABS - Absolute

ac - alternating current

ACCEL - Acceleration

Ac-dc - alternating current to

direct current

ACT - ActuatorAGB - Accessory Gearbox

ALF - Aft Looking forward

amp - amplifier, ampere, or

amperage

AOA - Angle of Attack

AR - As Required

Assy - Assembly

Ave - Avenue

@ - at

Alarms - predeterminedparametric values atwhich an automaticwarning is executed

B

Butt - Flanges that lie flatagainst each other

B/E - Base/Enclosure

bhp - brake horsepower

BSI - Borescope Inspection

Btu - British thermal unit

Blade - Rotating airfoil

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Slide 17

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 18

D

dc - direct current

distal - viewing lens in line

lens with object to be

viewed

DOD - Domestic Object

Damage

DLE - Dry Low Emissions

DVM - Digital Voltmeter

dwg - drawing

E

EEA - Electronic Enclosure

Assembly

F

F - Degree Fahrenheit

fig - figure

FIR - Full Indicated Runout

flex - flexible

FMP - Fuel ManifoldPressure

FOD - Foreign ObjectDamage. Thatdamage which occursto gas turbine internal

airflow pathsurfaces

Frame - Establishes therotational axis (housesbearing sumps)

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Slide 19

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 beforewelding. (No re- quirement for

solutioning,

re-solutioning, stress- reliving, 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 20

I

id - inside diameter

IGB - inlet Gearbox

IGV - Inlet Guide Vane

in - inch

insp - inspection

I/O - Input/Output

IP - Idle PositionK

kg - kilogram

kg cm - kilogram centimeter

kg m - kilogram meter

kg/sq cm - kilogram per square

centimeter

kPa - kilopascal

kw - kilowatt

L

L or l - Liter

lb - pound

Lb ft - pound foot

Lb in - pound inch

LH - Left HandLS & CA- Lube Storage and

Conditioning Assembly

LSP - Lube Supply Pressure

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Slide 21

M

m - meter

ma - milliampere

max - maximum

MCU - Manual Control Unit

MFC - Main Fuel Control

Mfg - Manufacturer

mils - 0.001 inc

min - minimum or minute

ml - milliliter

mm - millimeter

mv - millivoltMw, - 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 22

P

para - paragraph

PLA - Power Lever Angle

PN(s) - Part Number(s)

pot - potentiometer

pph - pounds per hour

PPM - Parts per Million

press - pressurepsi - pounds per square inch

pressure

psia - 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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Slide 23

Q

QAD - Quick AccessoryDisconnect

Qt - quart

Qty - quantity

R

Rabbet - Overlapping flange orjoint

Ref - Reference

Req - Required

Rpm - revolutions per minute

Reqd - Required

RTD - Resistance Temperature

DetectorRun on - The torque required to

Torque bring a fastener toa sealed position

S

SC - Signal Conditioner

SCP - Ships Control Panelsec - second

SFC - Specific Fuel

Consumption (lbs/bhp-hr)

SG - Specific Gravity

SIG - Signal

SN - Serial Number

SST - Signal Shank Turbine

Blade

Stall - A disruption of the

normally smooth airflowthrough the gas turbine


Slide 24

Std Day- Standard Day 59 deg

29.92hg,0%hum,Sea

level

Stator - Casing which Case

houses internal

located vanes

Station - Location of a point on an

imaginary line through aturbine 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

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Slide 25

TNL - Low Speed Turbine

Speed

TST - Twin Shank TurbineBlade

T2 - Compressor Inlet (CIT)

Temperature

T5.4,4.8- Power Turbine Inlet

T54,48 Temperature

U

US - United States

USA - United States of

America

VV - Volt

VA - Voltamps

Vac -volts, alternating

current

Vane - stationary airfoilsVdc - volts, direct current

VSV - Variable Stator Vane

W

W - Watt

WP - Work Package

X

X - By

X DCR- Transducer


Slide 26

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Slide 27

All references to location or

position on the LM2500 are based

on the assumption that theindividual 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) Generatorsare viewed forward looking aft.

(FLA)


Slide 28

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Slide 29

Rubber Gasket

Keep Clean Room Clean!

P=P0 vs. P1

1H20=Alarm

2H20=S/D

Inlet has minimum of 200 lbs/sec airflow


Slide 30

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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Slide 31

Inlet Duct

The inlet duct is constructed of

aluminum (AMS4026) and shapedlike 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 fiberglasscomposite.

unpainted


Slide 32

Airflows

Introduction

Primary and secondary airflowsare supplied to the gas turbinethrough the inlet.

Primary air is supplied to theenclosure inlet plenum area, andflows through the gas turbine.Secondary air is supplied to the

enclosure gas turbineenvironment, and provides acooling flow around the gasturbine.

Most primary air within the engineis used to support the gas turbinepower 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.

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 tosupply 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.

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Slide 33

Customer bleed air requirements

for off-engine functions, are also

supplied by parasitic airflow fromthe compressor discharge

chamber.

Main Gas Path

Between the gas turbine inlet and

the compressor discharge, the

airflow duct formed by the inlet

components, CFF, and

compressor is continuously

convergent.

To produce airflow between these

two points, work is done on the airby the rotating compressor blades.

From the compressor discharge

chamber; through the combustor,

HPT, TMF, LPT, TRF, and gasturbine exhaust the airflow duct is

almost continuously diffusive.

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.

During its transition through the

compressor, ambient pressure

present at the gas turbine inlet isincreased by an 23:1 ratio.


Slide 34

At 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.

As 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.

The resulting combustion reaction

releases tremendous amounts of

heat, and causes violent and rapid

expansion of the ignited gases.

Large masses of high pressure

dilution air entering the

combustion chamber through

holes in the inner and outer liners

center the ignition flame within thechamber, and create an instant

cooling effect as they are

expanded by the super heated

combustion gases.

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Slide 35

Small film cooling holes drilled in

the leading edge of the inner and

outer liner rolled ring segmentsprovide a thin layer of cool

compressor discharge air between

liners and the hot combustion

gases (SAC only).

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.

Most of the energy contained inthe expanding combustion

gases is dissipated against the

HPT rotor blades to drive the

compressor.The expanding gases discharged

from the HPT still contain

considerable amounts of energy,

and continue to expand through

the LPT.

After passing through the LPT all

usable energy is consumed, and

the depleted gases are expelled

from the engine through the

exhaust components.


Slide 36

MAIN GAS PATH

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Slide 37

Aerodynamic Stations

Various instrumentation points

along the main gas path areidentified with aerodynamic

station numbers for monitoring

temperature and pressure

characteristics of the main gas

flow.

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.

Actual aerodynamic station

numbers range from 0 to 9, but

only military aircraft applicationsrequire this many numbers to

describe the main gas path.

LM2500+ applications require

only three numbers.

Station 2 (Compressor inlet)

Station 3 (Compressor

Discharge)

Station 5.4 (4.8) (Power

Turbine Inlet)

Combining the monitored

parameters with the station

numbers produces the


Slide 38

Following terminology.

T2 (Compressor Inlet

Temperature or CIT)

Pt2 (Compressor Inlet

Total Pressure or CDP)

Ps3 (Compressor

Discharge Static

Pressure of CDP)

T3 Compressor DischargeTemperature

T5.4 (4.8) (Power Turbine

Inlet Temperature)

Pt5.4 (4.8) (Power Turbine

Inlet Total Pressure)

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Slide 39

Component Heritage


Slide 40

Comparison

Maximizes Design Commonality with

Technology Advancements

=13.8 longer

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Slide 41

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)

Frames are rigid, non-moving,

engine structural elements. The

primary purpose of a frame is to

provide support.


Slide 42

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

The CFF supports the forwardstub 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.

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 likeairfoils to provide a turbulent free

airflow path for compressor inlet

air.

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Slide 43

#3 oil supply

#3R Bearing

A


Slide 44

Compressor Section

The compressor is a 17 stage,

high pressure ratio, axial flow

design.

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.

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.

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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Slide 45

Complete rotor weighs 1609 lbs


Slide 46

Compressor Rotor

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 airduct

interface

-Stages 3-9 spool

-Stages 10-13 spool withintegral aft shaft

-Overhung stages 14-16spool

All rotor joints are bolted andinterfering rabbets are used in allflange joints for good positioningof parts and rotor stability.

A slip fit, single wall designed airduct that is supported by theshafts and a stage 2 disk, routespressurization air aft through thecenter of the rotor forpressurization of the B-sumpseals.

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Slide 47

Use of spools reduces thenumber of joints and makes itpossible for several stages ofblades to be carried on a singlepiece of rotor structure.

Stages 1 and 2 disks have aseries of single blade axialdovetails, while each of stages 3through 16 have onecircumferential dovetail groove inwhich blades are retained.

DisksDisks are major structuralelements providing strength and

rigidity to the assembly-andcontain only a single stage ofblades.

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 48

Blisk

Blade disk combination comes as

one unit. The blades are not

removable.

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Slide 49

Muff spline

Stage 0 blisk

Stage 1 retainers

Stage 2 retainers

1 stage of Compression= 1 stage of rotation & 1 stage of stator

#3R bearing


Slide 50

HP Compressor

(midspan deleted)

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Slide 51


Slide 52

Circumferential Dovetail Slot Blade Retention

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Slide 53

Zero Indexing of HPC Rotor and HPT RotorForward Looking Aft


Slide 54

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Slide 57

Stationary Vanes

Bleed air is extracted from the 9th and

13th stages through cut-outs in the

base of the vanes

-shows seal leakage

Safetied to preset lengthCross bleed orifice


Slide 58

Variable Vanes

The Inlet Guide Vanes (IGVs) and

next 7 stages of vanes are called

Variable Stator Vanes, or VSVs.

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 gasgenerator speed. The purpose of

this is to provide stall-free

operation of the compressor

through-out a wide range of speed

and inlet temperatures.

Due to their long length the IGVs

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


Slide 60

Variable Stator Control System

The variable stator vane (VSV)

control is an electrohydraulic

system consisting of an engine-

mounted hydraulic pump,

servovalve, and VSV actuators with

integral linear-variable differential

transformer (LVDT) to provide

feedback position signals to themain engine control. The system

positions the IGVs 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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Slide 61

LVDT

Rod End

Drain Line

Head End


Slide 62

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 andused 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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Slide 63

STAGE 9 BLEED AIR

Stage 9 bleed air is extracted

though holes bored in the statorcasing 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 pressurizationsystem 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 64

Gas Generator Strut

Functions

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Slide 65Gas Generator Piping Left Side View


Slide 66Gas Generator Piping Right Side View

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Slide 67

COMPRESSOR REAR FRAME

The compressor rear frame (CRF)

is an assembly constructed of aninconel alloy.

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.

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 10axially mounted struts.

The hub inner wall forms the B

sump area, and houses the #4

roller bearing (4R) and the #4 ballbearing (4B) or the #4 thrust

bearing.

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 theaft portion of the case to provide

access for the inspection of the

high pressure turbine blades and

nozzles.


Slide 68

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 thecase for inspection of the turbine

blades and nozzle.

Compressor Rear Frame

SAC

Same as base except 2nd T3 port

has been added

B

Made of

Inconel 718

CDP discharge

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Slide 69

DLE CRF

B

(6 ea)

Fire eyes UV Flame Detectors (2 ea)

With air cooled sapphire lenses


Slide 70

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Slide 71

Compressor Rear Frame Assembly

#4B


Slide 72

Customer Bleed

In SAC applications high pressure

air can be extracted from the


for anti-icing of the inlet ducts.

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.

A baffle forming the aft wall of the

chamber reduces Ps3 fluctuations,

these fluctuations are caused by

load variations reflected through

the bleed air piping.

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

The CDP seal support and the

HPT rotor forward shaft form the

#4 Bearing Thrust Balance

Chamber.

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Slide 73

During engine operation, the

compressor exerts a forward

thrust load on the #4B bearing.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

From the CDP seal mini-nozzles,

air leaks in the forward direction

across two rotating seals to

supply the Frame Vent HP

Recoup flows.

Frame vent air leaks into an

isolation chamber surrounding the

B Sump, and continues flowoutward to secondary pressure

through ports machined into CRF

struts 7 and 10.

This flow cools the sump area

and prevents fouling of the CRF

cavity in the event of sump oil

seal failure.

HP Recoup air is routed to the

forward side of the CRF through

series of tubes, combined with

high pressure seal leakage air onthe aft end of the compressor

rotor, and ported out of CRF


Slide 74

struts 5 and 6. The air pressure is

used to regulate bearing loads on

the high pressure system.

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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Slide 75

Thrust Balance


Slide 76

Bottom View

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Slide 77


Slide 78

High Pressure Recoup

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Slide 79

HP Recoup


Slide 80

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Slide 81

Combustion System/Fuel System

Available with standard annular or dry low emissions combustors

DLE combustor same design provided on the LM2500


Slide 82

Made of

Hastelloy X

120 lbs

Strut

Clearance

Small holes=film cooling

Large holes=Dilution

Fishmouth seals

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Slide 83

A=Outer ring

B=Pilot ring

C=Inner ring

3 zones

75 premixed

areas


Slide 84

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Slide 85

DLE vs. Standard Combustor

With dry low emissions combustor

With standard combustor

DLE requires a lower heating value to be

800-1200 Btu per standard cubic foot and

Less than 300 deg. F supply tempLess than 25 ppm Nox

25 ppm CO

15 ppm UHC

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


Slide 86

Combustor

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.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 pressureturbine.

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.

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Slide 87

Inner & Outer Liner

The combustor liners are a series of

overlapping rings joined by weldedand 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 theturbine inlet.

Combustion Section/Triple

Annular Combustor

The LM2500+ DLE GT utilizes alean premix combustion system

designed for operation on natural

gas fuel.

The combustor is of a triple

annular design consisting of five

major components: cowl

(diffuser) assembly, dome inner

liner, outer liner, and baffle.

The triple annular configuration

enables the combustor to operate

in a uniformly mixed lean fuel toair


Slide 88

ratio (premix mode) across the

entire power range, minimizing

emissions.

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, andthe 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.

Gas fuel is introduced into the

combustor via 75 air/gas

premixers packaged in 30externally 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.

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Slide 89

High Pressure Turbine

The high pressure turbine rotor

(HPTR) extracts energy from thegas 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.

The high pressure turbine (HPT)

consists of :

1. High pressure turbinerotor (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 bladesand rotor. The


Slide 90

cooling air that enters the bladeshank is serpentined throughthe blade to distribute thecooling evenly.

High Pressure Turbine Rotor

Cooling

Cooling air enters HPT rotor

forward shaft, provides a cooling

flow to the rotor cavity and disks,

then is discharged through the

rotor blades.

Stage 1 blades are cooled by a

combination of internal

convection, leading edge internal

impingement, and external film

cooling.

Stage 2 cooling is accomplished

entirely by convection.

Cooling channels within the

blades are serpentine to ensure a

uniform temperature distribution

across blade surface.

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Slide 91

Stage 1 Blades

Stage 2 Blades

Approx. 2200 deg F

CDP

Forward

Shaft

Disks are made of

Inco 718

Laminar

Flow

Cooling

Sacrificial

=RENE 80

=RENE 80

450-500 deg F

Cooler than stg 1

Internal convection& external film

cooling

Convection cooled


Slide 92

HPT Rotor Cooling

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Slide 95

HPTN1 Cooling

Impingement, convection and film

cooling circuits within eachindividual HPTN1 vane are

supplied with high pressure

cooling air directly from the

compressor discharge chamber.

To distribute the cooling flows,

inserts are installed into forward

and aft cooling chambers

machined into the vanes.

High pressure air from the


enters the forward insert throughthe underside of the HPTN1

forward inner seal.

Holes in the insert impinge the

high pressure air directly against

the inner walls of the forwardchamber, displacing hot air, and

providing a continuous supply of

cool air to absorb heat directly

from the metal structure of the

vane.

Hot air displaced by the

impingement flow is carried out of

the vanes through nose holes by

convection.

Gill holes in side of the vane

maintains a thin layer of filmcooling air between the metal

structure of the vane and the hot

combustor discharge gases.


Slide 96

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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Slide 97

Knife edge seals

10 pins, silver coated

For anti-siezing

Ignitor

Made of

X-40

Air goes into impingement inserts for even

Distribution, chambers have same area.


Slide 98

Stage 1 High Pressure

Nozzle Cooling

Nozzle= converging duct which

Increases velocity and decreases

pressure

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Slide 99

Stage 2 Nozzles (HPTN2)

The stage 2 nozzle is also made of

a pair of vanes. The nozzle vane iscooled 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

Delivered through the CRF casingat four different locations (2 per

side), and flows through air tubes

on the nozzle support into the

individual nozzle vanes.

Inserts installed in the vanes are

divided into forward and aft

chambers.

Cooling in the forward chamber is

by convection and impingement.


Slide 100

Cooling in the aft chamber is

by convection.

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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Slide 101

PARASITIC AIRFLOWS

Parasitic airflows supplied through

the compressor discharge chamberare 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 (HPRecoup)

Turbine Mid Frame

The turbine mid frame (TMF)

supports the aft end of the HPTR,and the forward end of the power

turbine rotor.

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.

The stage 1 power turbine nozzles

are attached to the rear of the

TMF.


Slide 102

Turbine Mid Frame Strut and Liner Cooling

HP

Recoup

9th stage

P4.8

Liner is aerodynamically shaped for smooth airflow

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Slide 103

Turbine Mid FrameMade of Inco 718, Hastelloy X and HS 188

8- T4.8 probes

Ground handling mounts deleted from Plus

#5 brg- supports aft end of HPT

#6 brg- supports forward end of PT

PTs are attached here

GE, Dresser, Pignone, Ruston

If oil is present, seal is leaking

C


Slide 104

Six Stage Power Turbine-Low Speed

Six 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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Slide 105

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

The power turbine rotor is a low

pressure rotor consisting of 6stages 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.

Rotating seals are secured

between the disk spacers, and

mate with the stationary seals to

prevent excessive gas leakage

between stages.


Slide 106

Low Pressure Turbine Stator

The power turbine stator consistsof:

1. Two (2) Case halves splithorizontally.

2. Stages 2 though 6power turbine nozzles

3. Six (6) stages of bladeshrouds

4. Five (5) stages of interstageseals

Case Halves

The power turbine stator casehalves are the improved thick flangedesign. They are amachined/matched set of cases.This means that damage

sufficient to cause the replacementof one half, will result in thereplacement of both halves.

Power Turbine Nozzles

The power turbine nozzles providepressure recovery and direct theexhaust gases of the gas generatoragainst the rotor blades. The stage1 nozzles are connected to, and

considered part of the turbine midframe. Stages 2 through 6 arebolted to the power turbine statorcase.

Blade Shrouds

The blade shrouds are ahoneycomb material mounted incasing channels of the stator

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Slide 107

case. These honeycomb shrouds

mate with the interlocking tip

shrouds of the blades to provideclose-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 108

Six Stage Power Turbine 6 Pack

9th Stg sump pressurization

7B 7R

Speed

Sensor

Ring

PT can only expand in forward direction

Seal added to prevent oil from entering

PT spool (revent)

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Slide 109

Turbine Rear FrameTurbine Case Half

Unfilled honeycomb

Made of Hastelloy

Antirotation lugs prevent

Nozzle rotation

Stg 1 nozzles are attached to Aft flange of TMF

Upper and Lower Cases are matched set

Monitor TB

D


Slide 110

Turbine Rear Frame

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.

The forward portion of the TRFouter 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

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Slide 111

The struts are hollow and contain

service lines for lubrication,

scavenge, and vent. The powerturbine speed transducers are also

mounted in the struts.

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 purchasersflexible 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 112

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 lbsWithout HSCS.

Not GE Supplied Anymore

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Slide 113

High Speed Coupling Shaft

The high speed coupling shaft

adapter is connected to the powerturbine 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 besupplied as part of the gas turbine.

The forward and aft adapters are

connected to the distance piece bythe 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 radialdeflection of the couplings during

shock loads.


Slide 114

Must be less than 20 gram inches of unbalance

Max diameter of 24

Body bound bolts

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Slide 115

7B Bearing Thrust Balancing

A portion of 13th bleed air is

delivered into TRF through strut #8.The airflow is then ported into the

7B bearing thrust balance chamber.

Aft 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.

Air 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.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 116

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Slide 117

Bearings

The LM2500 Plus contains seven

sets of bearings. Five of these setsare 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.

Support for the gas generator rotor

consists of:

1. 3R bearing in A sump

supporting the forwardcompressor shaft.

2. 4R bearing in B sump

supporting the aftcompressor shaft.

3. 4B bearing in B sump

carrying the thrust loads.

4. 5R bearing in C-sump

supporting the aft high

pressure turbine shaft.

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 118

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

All bearing outer races, except 4B,

5R and 7R are flanged. The 4B

bearing is retained by a spannernut across its outer face. The 5R

and 7R bearings are retained by a

tabbed ring which engages slots in

the outer race.

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.

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Slide 119

Two Stage Power Turbine

Supported by 2 hydrodynamic journal bearings

and 1 hydrodynamic thrust bearing.

Total weight is 21,243 lbs!

Rotor weighs 4919 lbs.

3 reluctance type NPT sensors

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.

PT stator is made up of transition case, 1st stage

Case w/40 shrouds and 2nd stage case w/ 40 shroud

Transition case mates

To GG TMF flange,

Fwd flange is nickel baseAlloy, rear flange is

Carbon steel.

Off engine lube system

ac motor driven pump

heat exchanger, filters

and tank not on GG

Required oil is ISO VG32

mineral oil w/supply

pressure approx 22 psi

@122-140 deg F

PT wheelspace temp has

8 t/cs for monitoring

cooling air temp between

turbine disks and disk

cooling cavities

Rated at 6100 rpm/ 40,200 hp


Slide 120


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Slide 121


6,100 rpm Design Point

M&I is providing a two stage high speed power turbine option

HSPT being sold to packagers for mechanical drive and otherapplications where continuous shaft output speeds up to 6,400 rpmare desirable

Design will be more industrial than aeroderivative

Weight ~22,000 lbs.

Hydrodynamic bearings

Design speed 6,100 rpm; operating speed 3,050-6,400 rpm

Direction of rotation is clockwise (aft looking forward)

Overall efficiency for gas turbine > 40% @ 40,200 SHP (29,980 KWs)rating (ISO)


Slide 122

Industrial Gas Turbine

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Slide 125

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, anddistributes 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 thehub of the compressor front frame.


Slide 126

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)The 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.

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 adaptersassemblies

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Slide 127

splines

Sheer point

on top in case

of failure, IGB

can be removed

Aluminum

AMS 4218

Duplex bearings on

each bevel gear


Slide 128

1.3 revolutions of compressor

Equals 1 revolution of ratchet

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Slide 129


Slide 130

LUBE

OIL

SYSTEM

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Slide 131

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 132

Lube Oil System for G Series Engine

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Slide 133

RTDs for temp

detection

Positive displacement vane type

Pump, moves air and oilTo air/oil separator

Lube supply temps must be over

20 deg F for MIL-L-23699 or over

-20 deg F for MIL-L-7808 for VSVs

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

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 pressur

Supply 140-160 deg F


Slide 134

Sump Philosophy

The LM2500 has 4 oil sumps, onein the hub of each frame. Thesumps are designatedalphabetically from front to back asA 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 notallow the oil to migrate to otherareas of the engine.

The design of the sumps do notallow oil to pool or collect. For thisreason they are called dry sumps.To accomplish this the oil iscollected or scavenged from thesump at about twice the rate ofsupply.

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 stationaryelements 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.

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Slide 135

The sumps are vented to

ambient to promote this airflow.

Sump Philosophy

Seal is teflon or

Phonelic resin

Prevents oil from

hanging in this area

Approx. 18 psi

To A/O sep

Approx 40 psi


Slide 136

Lube Supply and Scavenge Pump, Bottom View

300 psi relief valve

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Slide 137

Lube Supply & Scavenge

Pump Screens

Air/Oil Separator

Finger screens and

Electronic chip detectors

AGB,B,C,D & TGB

Usually ferrous material

is from bearings

Connection kit # 537L317G06


Slide 138

FUEL

SYSTEMS

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Slide 139

Fuel Systems Liquid Fuel System

ALWAYS anti-seize bolts!!!!!

Suitable substitute=UNFLAVOREDPhillips milk of magnesia


Slide 140

Natural Gas Fuel System(New Configuration)

Dual Fuel System(Natural Gas/Liquid Fuel)

VIEW FORWARD LOOKING AFT

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Slide 141

Liquid Fuel Shutoff Valve Liquid Fuel Pump & Filter

2 ea inline for dual redundancy


Slide 142

Liquid Fuel Pump & Filter Liquid Fuel Filter

35 psi delta

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Slide 143

Natural Gas Fuel System

With Steam Injection (STIG) STIG Fuel Nozzle Steam Manifold


Slide 144

Fuel Systems with

Nox Suppression

Liquid Fuel System

with Water Injection

Water injection temp= 80-90 deg F

Flame temp is lowered to reduce NOX

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Slide 145

START

&

IGNITION


Slide 146

Hydraulic StarterVickers

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Slide 147

Hydraulic Starter Operating Principle

Oil in

Oil out to reservoir

Squash Plate

Input drive shaft to

drive starter


Slide 148

Pneumatic StarterGarret (Air Research)

Unshrouded

Exhaust

Exhaust

CCW

FLA

Air/gas in

1200-1700 Ignition

And fuel added

Approx. 4500 rpm

Starter disengaged

Spring pushes on pall

CW ALF

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Slide 149

Pneumatic Starter with Continuous Lubrication

For gas application

From lube pump


Slide 150

Pneumatic Starter Operating

Principle (Sheet #1)

Prior to Start, Engine Shut-Down

Pneumatic Starter Operating

Principle (Sheet #2)

Start Initiated

Air/Gas in

Exhaust

Approx.75,000 rpm

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Slide 153Location of Components in Housing

Converts 115V, 60 or 50 HZ

To high voltage

14.5-16 joules


Slide 154

Igniter Immersion Depth

Immersion depth gauge

DLE measured to here per GEK 105048 Vol.II

WP 103, table 1

SAC to here

Maximum of 8 shims

Approx. .030 each

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Slide 155

SENSORS


Slide 156

Inlet Sensors Lube Oil System

Temperature Sensor

P2

Pt2/T2

Duplex RTDs

T2 operates from 65 to 130 deg F

Pt2 operates from 0 to 16 psia

Dual element platinum RTDs

Read from 40 to 400 deg F

-40 to 204 deg C

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Slide 157


Slide 158

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Slide 159

Gas Generator Speed sensor

Magnet creates frequency

off ferrous gear

2 each Reluctance type

Reads 100-12,000 rpm


Slide 160

T3 Sensor Accelerometer

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 thermocoupleAlumel/Chromel

Bypassed with GG

Speed less than 5500 rpm

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Slide 161

Vibration Sensors Gas Generator

Discharge T4.8 (T5.4) Temperature


Slide 162

T4.8 (5.4) Thermocouple Harness T4.8 (5.4) Thermocouple

A

B

C

DE

F

G

H

Reads between

-40 to2000 deg F

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Slide 163

Gas Generator Discharge

Pressure PT4.8 (PT5.4) SensorOLD STYLE

Different lengths

Give gas path average

Reads 0- 125 psia

Magnesium

Oxide


Slide 164Power Turbine Speed Pickups

Reads 0-10,000 rpm

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Slide 165

WATER

WASH


Slide 166

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Slide 167

On-Line Compressor Cleaning

A method of removing the build up

of deposits on compressorcomponents 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 ismotored 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 crankspeed.

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 watershall be specified by the liquid

detergent manufacturer.


Slide 168

B&B 3100 (solvent base)

ARDROX 6322 (solvent base)

R-MC Engine cleaner (solvent base)

Rochem Fyrewash (solvent base)

ZOK 27 and ZOK27LA (water base)

Turbotect 950 (water base)

Techniclean GT (water base)

Other detergents that meet therequirements of

MID-TD-0000-5.

For on-line cleaning RochemFyrewash, R-MC, B&B TC100,Trubotect 950 and Airworthy

ZOK27 have been used.

At present, only acceptable anit-

freeze solutions are:

Isopropyl alcohol

MEK (methyl ethyl ketone)

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.

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Slide 169

Crank-Soak Cleaning Procedure

The temperature of the cleaning

solution and rinse water should be100 to 150F. 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 (MID-

TD-0000-5) for antifreeze/water

mixtures.1. If the engine has been

operating, allow it to cool sothat the outside surfaces areunder 200F. Cooling can beexpedited by motoring

the engine on the starter.

2. Prepare a 20 gallon solution

of detergent and water. Theliquid detergent manufacturershould be contacted for therecommended dilution. Liquiddetergents meeting therequirements of MID-TD-0000-5 and water meetingthe requirements of MID-TD-0000-4 are acceptable. Thetemperature of the cleaningsolution should be 100 to150F.

3. Motor the engine with thestarter. After the gasgenerator stars to rotate,open the water supply valve


Slide 170

to the spray manifold on theengine. When the gasgenerator reaches 1200 rpm,de-energize the starter, closethe water supply valve, andlet engine speed decrease to100 rpm. At 100 rpm,energize the starter, open thewater supply valve, andrepeat the cycle until thesolution is used up.

4. Allow the engine to coast to astop, wait a minimum of 10minutes, and then rinse byspraying 40 gallons of waterthrough the spray manifoldwhile motoring the enginebetween 100 and 1200 rpm

until the water is used up.

5. Blow residual water from thespray manifold withcompressed air.

6. Start the engine and operateit at idle for 5 minutes to dryit.

On-Line Cleaning ProcedureRecommended flow rate of the

cleaning solution is 5 +/- 1 gpmwith engine operating above8500 rpm. Recommendedmaximum duration of on-linecleaning is 10 minutes perwash, and the recommendedmaximum cleaning solution useis 100 gallons per 24 hour

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Slide 171

period. Performance monitoringmay indicate that this frequency

and duration of washing shouldbe adjusted. The temperature ofthe cleaning solution should be100 to 150F. If heated wateris not used, it shall not be colderthan ambient air at the time ofcleaning. Cleaning solutionshould not be injected at anambient air temperature lowerthan 50F. If it is necessary toon-line clean at lower ambienttemperatures, an antifreezesolution will be required. See

MID-TD-0000-5 (Appendix A5)for antifreeze mixtures.

Date post:	03-Jun-2018
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