2012 wtui conference lm2500 breakout session march 18-21, 2012,

2012 WTUI Conference LM2500 B k t S i LM2500 Breakout Session

March 18-21, 2012,

Agenda

• Independent Depots

• Engine Fleet Statistics• Engine Fleet Statistics

• Recent Service Bulletins & Letters

• CWC Breakdown• CWC Breakdown

• Depot Findings

• Critical Parts Life Management• Critical Parts Life Management

• Engine Preservation, Handling and Transportation

• Expected Maintenance Intervals• Expected Maintenance Intervals

• The Depot Experience

2012 WTUI PresentationLM2500 Breakout Session

22

Authorized Service Providers

Trans Canada Turbines(TCT) Canada

Independent LM2500 Level 4 OEM Authorized Depots participating

(TCT), Canada

Steve [email protected]: +001 (403) 420 4290

MTU Maintenance, Germany

Christian [email protected]: +49 (0) 3378 824-277

Avio, Italy

Claudio [email protected]: +001 201 625 3766

Air New Zealand Gas Turbines (ANZGT), New Zealand

Chris [email protected]: +64 (9) 256 3990


3

Ph: 64 (9) 256 3990

3

What does being Authorized mean?

GE Aero Energy authorizes a number of independent Authorized Service Providers for Level 4 engine maintenance service in specific locations.

See Service Letter SL2500-11-02 for details.

• Access to GE technical documents:

Level 4 Depots receive the following from the OEM:

• Access to GE parts and service support as defined in their license

• Approved Vendor List for Component Repairs

• Departure Records (DR’s)/Deviation requests from GE to cover minor deviations

All of the above helps ensure the performance and safety of the Equipment However Authorized Service Providers are fully

Departure Records (DR s)/Deviation requests from GE to cover minor deviations to the O&M and IRM’s.

Equipment. However, Authorized Service Providers are fully responsible for their own workmanship and for the decisions of

how to apply GE’s maintenance, repair, overhaul, and test technology to their customer’s engines.


44

Engine Fleet Statistics(as of Dec 30, 2011)

Combustion System ALL * SAC DLE Augmented/ Sprint (SAC)

Total Engines 1559 1156 403 20

Total Operating Hours 65,654,150 55,862,543 9,791,607 1,852,443

High Time Engine 230,377 230,377 120,055 167,579

Engines In Service 1 499 1 102 397 20Engines In Service 1,499 1,102 397 20

Total Operating Engines 1,006 735 271 13

* Approx 557 engines are LM2500+ and +G4


55

Recent Service Bulletins

and

Service Letters


66

Latest Service Bulletins

• 230 01 C 02/23/12 T5.4 Harness Support

IND Rev Class Date Description

• 233 00 O 02/17/12 EU Pressure Equipment Directive Compliance

• 232 00 O 02/08/12 HPC CDP Seal – Thin Ribbon Honeycomby

• 229 00 R 01/26/12 TMF Liner Improvement• 231 00 C 11/11/11 Electrical Harness Bracket

Improvement117 02 O 10/07/11 Indi id all Replaceable t5 4 P obes • 117 02 O 10/07/11 Individually Replaceable t5.4 Probes

and Harnesses• 158 CANX O 08/04/11 Acoustic Baffle Seal Simplification• 228 00 C 05/17/11 HPC Stage 0 Shroud bolted joint g j

improvement• 225 01 C 04/11/11 Compressor Discharge Pressure Seal• 221 02 O 01/06/11 HPT Stage 1 Nozzle Outer Seal


77

Recommended Service Bulletins(LM2500 Base)

• For overhaul workscope the following Service Bulletin are recommended to provide best reliability on LM2500 Base (SAC/DLE) enginesp y ( / ) g

• SB recommendation always depends on engine operation, customer, workscope

CFF GBX HPC CRF HPT TMF PT Ext. Acc.085 050 094 098 079 080 024 091 082108 063 132 105 087 092 065 116 173152 093 137 168 125 099 092 149 17920 02 0 20 08 099 98205 102 144 170 201 108 099 157 198

160 174 181 221 115 165 217 213180 194 167 183 219 222199 200 175 226208 211 187208 211 187225 227 190/197

215(202)


88

Recommended Service Bulletins(LM2500 Plus)

• For overhaul workscope the following Service Bulletin are recommended to provide best reliability on LM2500 Plus (SAC/DLE)/+G4 enginesp y ( / )/ g

• SB recommendation always depends on engine operation, customer, work scope

CFF GBX HPC CRF HPT TMF PT E t ACFF GBX HPC CRF HPT TMF PT Ext. Acc.113 157 106 168 087 215 128 154 107152 160 132 170 120 (216) 136 155 173205 193 134 188 131 165 185 179

137 194 150 183 186 213145/146 195 206 217 222161 181 221 219162 211174 227192192196199225


99

Recent Service Letter

SL Rev. Date Description

• LM2500-IND-11-003 R0 11.18.11 Pressure settings for HP recoup and PT Thrust

• LM2500-IND-04-003 R1 11.14.11 Cancelled Authorized Service Providers

• LM2500-IND-11-002 R0 11.14.11 Authorized GE Service Providers

• LM2500-IND-11-001 R0 11 08 11 EU Regulatory – Thermal Insulation Blanket • LM2500-IND-11-001 R0 11.08.11 EU Regulatory – Thermal Insulation Blanket

• LM2500-IND-09-005 R3 10.28.11 Restart Procedure after a Hot Shutdown

• LM2500-IND-09-001 R1 02.17.11 Elimination of Mechanical Protractor


1010

CWC Breakdown• So what’s inside?


1111

CWC Breakdown• So what’s inside?


1212

CWC Breakdown

• LM Tech Docs


1313

CWC Breakdown• LM Tech Docs


1414

CWC Breakdown• LM Tech Docs


1515

CWC Breakdown• My Compliance Info


1616

Depot Findings• CFF No. 3 Bearing Stationary Seal (ANZ)

• CFF Front Frame Paint Peeling (Avio)

• HPCR Spline Adapter Wear (TCT)

• IGB Horizontal Gear Shaft Wear (Avio)

• HPTN2 Air Tube Issue (ANZ)

• HPTR Stage 1 Blades (TCT)

• HPT Damper Seal Corrosion(TCT)• IGB Horizontal Gear Shaft Wear (Avio)

• HPCR 14-16 Spool Rub (Avio)

• HPCR Stage 16 Blades (TCT)

• HPCR Blades Release (Avio)

• Xtend Hot Section (TCT)/(ANZ)

• Nozzle Ejector Tube (MTU)

• TMF Hub IND-197 (MTU)

• TMF Liner Wear (TCT)• HPCS VSV Off-Schedule Wear (TCT)

• HPCS Lever Arm Wear (ANZ)

• HPCS VSV Control Issue (ANZ)

• CRF Expandable Bolts (TCT)

( )

• TMF Leaf Seal Liberation (TCT)

• TMF Strut Wear (SB 215) (AVIO)

• TMF Cast Case (MTU)

LPTS C D (ANZ)p ( )

• CRF Mid Flange Cracking/Wear (TCT)

• CRF DLE Vent Tube (MTU)

• CRF Event (ANZ)

b i ( )

• LPTS Cover Damage (ANZ)

• LPTS Honeycomb Damage (ANZ)

• TRF Chafing Damage (TCT)

• Misc - Starter Issue (ANZ) • Combustor Burning (ANZ)

• Combustor DLE Heat Shield (MTU)

• HPTN1 Outer Leaf Seals (MTU)

• Misc - Bearing Corrosion (TCT)


1717

Compressor Front Frame


1818

BASE PLUSSAC DLE SAC DLENo. 3 Brg. Stationary Seal

Observed Condition• Delamination of the teflon type seal • Completely delaminated in extreme cases

B k d/N D l t

© Air New Zealand Gas Turbines

Background/New Developments• Oil leaks present in the compressor flow path. Oil flowing

from HPCS bushings seen in extreme cases. • The operating temperatures within the A-sump are too high

for the capability of the Teflon seal and adhesive (LM2500-IND-085).085)

• Teflon seal replaced with Metco 601 type per LM2500-IND-205.

• New seal type with body made of stainless steel.• Increased resistance against cracking and general damage.

© Air New Zealand Gas Turbines© Air New Zealand Gas Turbines


1919

BASE PLUSSAC DLE SAC DLENo. 3 Brg. Stationary Seal

Recommended Action/Timing• Field

Monitor for oil leaks, borescope HPCR if leak is present., p p Field replacement possible per WP 218 and WP 221.

• Depot Embody LM2500-IND-205 with Metco 601 seal coating

h i dwhen required.



20


20

BASE PLUSSAC DLE SAC DLEFront Frame Paint Peeling

Observed Condition• During the Front Frame inspection, the item showed missing or peeling paint.

Results of peeling paint was:

Background/New Developments

Results of peeling paint was: micro FOD/DOD by flaking rust development on casting surface

• In accordance with GE, a repair procedure for full repainting of Front Frame assembly has been implemented

• IRM to be updated with paint procedure

Avio

Recommendations / TimingRecommendations / Timing• Field

Paint condition: Check and monitor

• Depot Full Paint removal by chemical process and full recoat of

Avio

Full Paint removal by chemical process and full recoat of the part


2121

High Pressure Compressor Rotor


2222

BASE PLUSSAC DLE SAC DLESpline Adapter Wear

Observed Condition• Red paste/sludge deposits are blocking Compressor Rotor(Stage 2 Disk) mounted Spline Adapter oil galleries.• Heavy spline wear to both Spline Adapter and mating Heavy spline wear to both Spline Adapter and mating IGB horizontal gearshaft.• More commonly seen on LM2500+ models.

Background/New Developments• SB LM2500-IND-160 introduced a new “ruggedized” oil

nozzle with an improved oil jet impingement. • SB LM2500-IND-199 introduced a new Spline Adapter

with extra Qty x 4 drain holes to improve the flow of with extra Qty. x 4 drain holes to improve the flow of lubrication through the spline interface.

• Per SL2500-10-03R1 usage of HTS oil is notrecommended by GE


2323

BASE PLUSSAC DLE SAC DLESpline Adapter Wear


Monitor oil pressure, A-sump scavenge oil temperature and filter check on regular basistemperature and filter check on regular basis For LM2500+ engines, perform visual inspection of spline at every SAI Switch to STD or C/I oils which are included in the latest revision of QPL

• Depot Replace worn parts Embody SB-160 and SB-199 if not already accomplished.


2424

BASE PLUSSAC DLE SAC DLEIGB Horizontal

Gearshaft WearObserved Condition• Light wear on Horizontal Gearshaft due to friction of Ring Seal Oil Inlet

Gearbox P/N 9671M82P01/P02

• Slight signs of oil on inner diameter of Air Duct

Background/New DevelopmentsRing Seal Oil• New Seal Plain Encased P/N 9032M78P05 has been introduced. The new

seal material is changed from bronze to Teflon Encased Viton O-Ring

• New seal provides better sealing and a improved temperature/oil resistance capability

Ring Seal Oil


Check ring seal condition onsite and replace as required WEAR Check ring seal condition onsite and replace as required• Depot

Replace Ring Seal P/N 9671M82P01 or P02 with Seal Plain Encased P/N 9032M78P05

WEAR


2525

BASE PLUSSAC DLE SAC DLEHPCR 14-16 Spool Rub

Observed Condition• Abradable coating found with light wear. • It has been processed as per standard repair for the coating

refurbishmentrefurbishment After the aluminum coating has been removed the area

underneath revealed the exposed material with unexpected damage

The inspection of the inner spool surface has shown the The inspection of the inner spool surface has shown the material discoloration

Recommended Action/Timing• Field• Field

Review operational procedures, if full load trip occurs BSI spool for damage

• Depot Comply with SB 144 (spool shaft configuration) Comply with SB 144 (spool shaft configuration) May be required to replace rotor spool Inspect inside surface for discoloration when the external surface looks suspect Recovery repair development program underway by OEM.


2626

BASE PLUSSAC DLE SAC DLEStage 16 HPC Blades

Observed Condition• Platform Trailing Edge Cracking

Recent incidents of platform cracking/liberation have been reported All reports have been on engines that are post SB 161/162

Background/New Developments• At this time no solution has been presented

GE states the Stage 16 blade has a 2nd torsional resonance frequency in platform and a 1st flex resonance in the engine operating range. SB-161/SB-162 released for Plus units to correct the cracking of blade tip corners, but instances of platform cracking have still been noted. SB-180 released for Base units as solution to blade airfoil & platform cracking, but is ONLY APPLICABLE to Stage 10-13 Spool/Shaft configuration compressor rotors. SB 162 & SB 180 increase the quantity of Stage 15 Vanes (by one on SB-162 & SB-180 increase the quantity of Stage 15 Vanes (by one, on upper stator case only) to reduce the dynamic stresses on the blades. NEW stage 16 blade Inco 718 introduced. SB to be released Q2 2012.

Recommended Action/TimingFi ld• Field

Monitor issue during BSI• Depot

Embody SB-161 & SB-162 on Plus units. Embody SB-180 on Spool/Shaft config Base units NDT St 16 Bl d h d


27

NDT Stage 16 Blades whenever exposed

27

BASE PLUSSAC DLE SAC DLEHPCR Blades Release

Observed Condition• Heavy damage on the compressor blades and vanes due to dovetail separation• Three blades of the 10th stage have been releasedg

Background/New Developments• Previous maintainence history of these blades were not known

Avio

Avioknown • Some historical dovetail separations due to H.C.F. [High Cycle Fatigue] have occurred in the fleet• Blades found with crack on dovetail; due to not having history, blade inspections did not occur

AvioCRACK ON DOVETAIL


Track time between maintenance of compressor blades

• Depot Perform NDT as per IRM (Ultrasonic inspection, FPI etc.)

RELEASED BLADE


28Avio

28

High Pressure Compressor Stator


2929

BASE PLUSSAC DLE SAC DLEVSV System Wear

“Off-Schedule” ConditionObserved Condition

• Missing or degraded/brittle actuation arm Sleeve “top hat” bushings. • Worn actuation Ring segment/”bridge” Connector holes.• Worn/loose vane actuation Arm pins.

General wear and tear causing “play” in VSV actuation system• General wear and tear causing “play” in VSV actuation system.• Dirty condition will contribute to wear and tear.• Dirty condition makes thorough inspection difficult.

Background / New Developments• Vane Actuation Arm bends in excess of 4 degrees “off-schedule” will

cause that vane to create enough localized aerodynamic disturbance in relation to general airflow through compressor, that a once per evolution excitation to passing blades will eventually lead to a blade failure event due to HCF (high cycle fatigue).E i ti t li i d i d t t ti A b d l • Existing tooling is designed to measure actuation Arm bend only, whether installed (sight gauge) or piece-part (go/no-go gauge).

• Piece-part inspections per manual requirements are to be applied to other VSV system components, ensuring a potential “off-schedule” condition does not exist due to excessive wear (e.g. elongated hole wear to Actuation Ring or worn/loose vane actuation Arm pinhole wear to Actuation Ring, or worn/loose vane actuation Arm pin,etc).


3030

BASE PLUSSAC DLE SAC DLEVSV System Wear

“Off-Schedule” ConditionRecommendations / Timing• Field

Keep VSV system clean. Replace defective parts immediately. I i A i i h f Inspect vane actuation Arms using sight gauges for

“off-schedule” condition. Piece-part inspections to be applied to remaining VSV hardware.

• Depot Inspect vane actuation Arms in-situ using sight gauge set to

check for bend damage and potential “off schedule” conditioncheck for bend damage and potential “off-schedule” condition. Use Go/No-Go Gauges when vane actuation arms are removed. Inspect for general VSV system wear, specifically vane actuation

Arms for loose or worn pins, actuation Ring segments for missing “top hat” bushings and elongation wear to pin/bushing holes, etc. holes, etc.


3131

BASE PLUSSAC DLE SAC DLEVSV Lever Arm Wear

Observed Condition• Visual gap observed between Lever Arms and Half Rings.• Both IGV and a few Stage 1 VSV Lever Arms appeared to be not fully seated against the Sleeve Bushings (Top Hats), Half Rings and/or Bridge Connectors leaving a visual gapRings and/or Bridge Connectors, leaving a visual gap.• Further site inspections reported individual Actuation Ring Spacer ‘button’ to case clearances were not ideal with some clearances greater than IRM limits.



Background/New Developments• Not an unusual condition but concern that if disengagement was extreme, premature wear of the Top Hats could result due to reduced surface contact area/higher load concentrations.• This ‘disengagement’ condition is not generally over the full travel range of the VSV system stroke, due to flexing of the Half


g y , gRing/Bridge Connector combination and how the button clearance adjustments are made.• Possible that Half Rings or Bridge Connectors are distorted whilst meeting the IRM serviceable requirements. Also incorrect fitment of Lever Arms possible.


Confirm components have the correct P/N


32

• Depot Check P/N’s, inspect, function test and replace parts as required.

BASE PLUSSAC DLE SAC DLEVSV Control Issue

Observed Condition• VSV Control would not function at site following a

routine shut down.

Background/New DevelopmentsBackground/New Developments• VSV Control removed and the drive spline found to have

excessive movement.• No oil leak noted on this occasion.• Modified to P/N L34379P04 via LM2500-IND-198.• Previous VSV Control issue was linked to oil leak and

Recommended Action/Timing

• Previous VSV Control issue was linked to oil leak and carbon face seal assembly found to be stuck open allowing an oil passage via the ‘o-ring’.

• Under investigation.


If VSV Control does not function trouble shoot. If VSV Control continues not to function remove and

exchange. Changing the outer ‘o-ring’ seal will have no effect


effect.

• DepotSend to authorized repair vendor for internal repairs.


3333

BASE PLUSSAC DLE SAC DLEVSV Control Issue

‘O-ring’ Seal

Spring Washer

Inner Shaft

Outer Body


Carbon Face SealMounting Flange

Carbon Face Seal Assembly

Drive Shaft

Pump Body


34

Drive Spline (Knuckle)© Air New Zealand Gas Turbines

34

Compressor Rear Frame


3535

BASE PLUSSAC DLE SAC DLECRF Expandable Bolts

Observed Condition• Relative motion between diffuser, CRF and mounting pins resulting in

reduced service life.

Background / New DevelopmentsBackground / New Developments• GE introduced SB 153 which replaces the expandable bolts with PN

1753M57P01, however it is intended that these bolts continuously be replaced every 4000 hrs or ½ year interval. Can be done in the field.

GE introduced SB 170 which introduces a CRF change that allows • GE introduced SB 170 which introduces a CRF change that allows replacement of expandable bolts with bolt PN L56202P01 which thread into the diffuser. To be done in the depot.

Recommendations / Timingg• Field

If Pre-SB 170 CRF installed, continue to inspect and replace bolts as required every 4000hrs or ½ year interval per SB 153.

• Depot• Depot Consider upgrade of CRF to incorporate SB-170 which removes

the need to replace the bolts per SB-153.


3636

BASE PLUSSAC DLE SAC DLEMid Flange Damage

Observed Condition• Radial cracks tend to propagate from “unused” mid flange

bolt holes and extend outward through the edge of the flange and inward through the radius and into the case wall.Elongated holes due wear from loose bracket bolts• Elongated holes due wear from loose bracket bolts.

• Bend distortion due rough handling/incorrect positioning.

Background / New Developments• GE say alternating stresses in the boltholes are highest in the G say a te at g st esses t e bo t o es a e g est t e

7,000 – 8,000 RPM range, hence Marine LM2500 programs introduced SB’s to install bolts/nuts in unused mid flange bolt holes to improve the structural integrity and the HCF (high cycle fatigue) margin by changing the stress pattern in the area around the holes

• Industrial applications do not operate in same critical 7,000 –8,000 RPM range so GE say no benefit in fitting bolts in unused bolt holes.

• SB LM2500-IND-191 released to allow improved redesigned mid flange part (LM2500+ SAC) to be installed on SAC Base CRF as an upgrade Same SPAD mid flange replacement CRF as an upgrade. Same SPAD mid flange replacement repair nominated in GE Authorised Repair Manual EK112834 can be used to rectify an out-of-limit mid flange condition.

• NOTE: Crack weld repairs on mid-flange (or case) no longer permissible.

MTU M i B li B d b


37

© MTU Maintenance Berlin‐Brandenburg

37


Recommendations / Timing• Field

Inspect mid-flange for bends, undue loading forces and cracks, especially at unused bolt hole locations and cracks, especially at unused bolt hole locations during SAI and when exposed during maintenance events.

Check tighten mid-flange bolts for tightness at the same opportunity.

• Depot Recommend SB-191 mid-flange SPAD replacement

for major level work scope. Replace mid-flange SPAD to rectify out-of-limit

conditions per GE Authorised Repair Manual repair.


3838



39

© Component Repair Technologies

39



LM2500 CRF with replacement Mid-flange EB ld d t f d EB welded to forward

casing and tack welded to aft casing to aft casing


4040



• Complex repair • Can take longer than standard CRF repairs


p


4141

BASE PLUSSAC DLE SAC DLEDLE CRF Oil Scavenge

TubeObserved Condition

• During incoming inspection of CRF determined contact between DLE CRF and Oil Scavenge

B k d / N D l tBackground / New Developments• Discovered in approximately four engines during disassembly in depot• Discovered wear/sharp edge at oil scavenge tube• So far no oil leakages have been caused by this issue


• Highlighted to GE


Can only be borescoped in field through the PS3 port Can only be borescoped in field through the PS3 port No repair possible in field

• Depot Check area during inspection process Smooth blending of chafed frame Smooth blending of chafed frame


42


42

BASE PLUSSAC DLE SAC DLECRF Event

Observed Condition• High ‘B-sump’ temperatures noted during operation.• A borescope inspection confirmed heavy coking

indicating internal damage/wear within the CRF.

Background/New Developments• GG removed and sent to the depot for disassembly.• Disassembly confirmed that the rotating CDP seal had

separated from the HPCR and was found seized in the CRF t ti t lCRF stationary vent seal.

• Ships de-icing system used but not modulated.• Thought that thrust balance/HPCR axial position affected

due to de-icing system and shrinkage of stationary seal due to cold air.

• Under investigation© Air New Zealand Gas Turbines


Monitor sump temperatures carefully especially in extreme (cold) operating conditions

• Under investigation.

extreme (cold) operating conditions.

• Depot Send to authorized depot for investigation and internal

repairs.© Air New Zealand Gas Turbines


4343

BASE PLUSSAC DLE SAC DLECRF Event

© General Electric



4444

Combustor (SAC)


4545

BASE PLUSSAC DLE SAC DLECombustor Burning

© Air New Zealand Gas TurbinesObserved Condition• Missing (burnt) material from the splash plates observed.• TBC loss and associated base material loss due to burning in

isolated positions observed.b d• Premature burning rate suspected.

Background/New Developments• Burning first noted to lease engine.• Then to Combustor, PN 9010M29G77 (TBC). Fuel nozzles

changed ~2 000 hrs Burning continued but at a reduced ratechanged ~2,000 hrs. Burning continued but at a reduced rate.• Combustor replaced after ~7,000 hrs with PN L43663G01

(LM2500+, non TBC) as well as OEM overhauled fuel nozzles.• Burning continued. New OEM fuel nozzles installed. Combustor

replaced with PN 9010M29G77 (TBC) after ~3,000 hrs.• Combustor replaced with PN L43663G02 (TBC) after ~8,500 hrs.p ( ) ,• Thought to be due to water injection, water/fuel flow rate and/or

combustor compatibility – under investigation.


C fi NO i t d/ fl t Confirm NOx requirements and/or flow rates. Contact CSM or ASP.

• Depot Check PN’s, repair/replace as required. Review history and advise.


46


BASE PLUSSAC DLE SAC DLECombustor Burning






47

Combustor (Dry Low Emissions)


4848

BASE PLUSSAC DLE SAC DLEHeat Shields (DLE)

Observed Condition• Burning/TBC loss detected in general after 50k hrs life.• Non-repairable conditions noted during visual inspection.p g p• Cracks in heat shields

Background / New DevelopmentsP d i h t hi ld i b d d t l bl • Per design, heat shield is brazed and not replaceable as

single parts• Complete set of heat shields (75ea) need to be removed/ reinstalled• Only B-ring cut back heat shields for scrap replacement availableavailable• Cast Dome Plate design developed by OEM• OEM developed bolted heat shield design for single replacement• LM2500 +G4 DLE combustor removes wings from heat shields


4949

BASE PLUSSAC DLE SAC DLEHeat Shields (DLE)

cut back heat shield design – B-ring with shorter wingsRecommendations / Timing

• Field Liberated heat shields require depot visit for repair Liberated heat shields require depot visit for repair.

• Depot Rotable dome or rotable combustor is reasonable to keep

high cost (long TAT) repair Update to cut-back heat shield combustor will improve life Update to cut-back heat shield combustor will improve life


50

G4-design – B-ring without wings

50

High Pressure Turbine Stage 1 Nozzle

SAC DLE


5151

BASE PLUSSAC DLE SAC DLENozzle Stg. 1 Outer Seal

Observed Condition• Increased NOx emissions observed• Temperature spread observed• After removal of Nozzle 1 assembly for HS exchange, segments were found with damaged or missing outer seals segments were found with damaged or missing outer seals

Background/New Developments• Sealing plates break due to high cycle fatigue or high temperature stress• Air leakages will cause hot spots• SB IND-221 will rework nozzle segments with improved outer seal support

Recommendations / Timing

• Field Replace nozzle stage 1 assembly per applicable work

kpackage• Depot

Replace nozzle stage 1 assembly Remove nozzle segments and rework per SB-IND-221


5252

High Pressure Turbine Stage 2 Nozzle


5353

BASE PLUSSAC DLE SAC DLEHPTN2 Air Tube Issue

Observed Condition• Disintegrated, missing and turned Cooling Air

Tubes/‘spoolies’ and missing retainers and washers are common across engine lines.‘ l ’ f d b k d d d

Retaining RingAir Cooling Tube

• ‘Spoolies’ found worn, broken, damaged or turned.• Missing ‘spoolies’, retainers and washers and/or fragments

found inside Nozzle Segments.


Spring Washer

© General ElectricBackground/New Developments• Turned ‘spoolies’ do not seem to have any affect on

degradation of NGV airfoil.• Vibration and the temperature difference between nozzles

and cooling air from the HPC are thought to be amongst the main reasons.

Stage 2 NGV


Monitor via periodic inspections

• A study is ongoing at the moment across all engine lines.

Monitor via periodic inspections.

• Depot Repair/replace when module exposed.


5454


High Pressure Turbine Rotor


5555

BASE PLUSSAC DLE SAC DLEDamper Seals - Wear

Observed Condition• Wear and corrosion to damper weight slot, retention wire and

damper weight tang surfaces.

• Damper weight becoming detached due wear and causing damage downstream (e.g. TMF liner puncture damage, etc.)

B k d / N D l tBackground / New Developments• Xtend Hot section has different design on damper seals


N/A unless removing HPT blades for any reason.

• Depot Careful inspections required to determine wear to damper Careful inspections required to determine wear to damper weight slot, retention wire and adjacent surfaces

Recommend replacement if reached 50,000 hrs.


56

© TransCanada Turbines

56

BASE PLUSSAC DLE SAC DLELM2500 Hot Section Life

Extension Programs

XtendTM

TM

er Value ELHSTM

Twin Shank toSingle Shank

• LM2500+G4 Technology…– 50,000 Hr HS Life

Custom

e Single ShankHPT

• LM2500+ Technology…C – 50,000 Hr HS Life– 25,000 Hr Combustor

• 25,000 Hr HS Life• 25,000 Hr Combustor


57

1983 2002 200657

BASE PLUSSAC DLE SAC DLEDescription

• The XtendTM and ELHS are only available for SAC engine configurations.

• Although the ELHS is no longer available, both the Xtend and existing ELHS fleets will be supported.

•GE’s Extended Life Hot Section (ELHS) incorporated hot section components GE s Extended Life Hot Section (ELHS) incorporated hot section components from the LM2500+ gas turbine. Operating these improved materials at BASE LM2500 gas path temperatures enabled extended hot section life.

• The XtendTM kit contains advanced hot section components developed for • The XtendTM kit contains advanced hot section components developed for the LM2500+ G4 gas turbine. The kit also includes special fuel nozzles also designed to provide 2X life over the BASE LM2500.

Ad d i l i d li i l • Advanced materials, coatings, and component cooling improvements result in the first 50,000** hour hot section.


5858

BASE PLUSSAC DLE SAC DLE

LM2500 Hot Section Upgrades – Configuration

•Component Xtend

S1 & S2 Shrouds

•HPTR (Blades) Plus•HPT S1 N G4•HPT S2 N G4

S1 Nozzle

S1 Blade

S2Nozzle

S2 Blade

Thermal

•Shrouds G4

•Component Base Xtend

ThermalShield

•Component Base Xtend•S1 Blade R80/PtAl N5/PtAl•S1 Nozzle X40/VPA N5/TBC* XtendTM

•S2 Blade R80/PtAl R80/PtAl•S2 Nozzle R80/PtAl N5/PtAl•S1 Shroud Mar509/TBC N2

Incorporates the LatestDesign Improvements& Materials fromthe LM2500+ G4


59

•S2 Shroud R41/Bradealloy N5the LM2500+ G4

59

BASE PLUSSAC DLE SAC DLEHadward

Modifications• Both XtendTM and ELHS Hadward Modifications consist of the following:

• Increased cooling air flow from the stage 13 compressor bleed air manifold in order to provide increased cooling to the stage 2 HPT nozzle assembly

• New HPT cooling tubes (with increased orifice size) are required any time ELHS or XtendTM products are installedor Xtend products are installed.

• Improved material properties, and coating capabilities

• Proven materials and coatings

• HPT stage 1 blade cooling increased

• T5.4 control limit increase of 25°F

** Operators should expect to see 2x their normal expected life based on their particular site conditions. Combustor may still require


60

replacement prior to the rest of the hot section components.

60

BASE PLUSSAC DLE SAC DLET5.4 Profile Shift

Observed Condition• Plus hot section components result in a gas path

temperature profile shift that causes the T5.4 probes to “see” a temperature that is 25°F hotter than beforesee a temperature that is 25 F hotter than before.

• The 25°F increase that is seen by the T5.4 sensor drives the fuel valve to close.

Recommendations• An adjustment to the continuous indicated temperature

control to compensate for the 25°F profile shift can be made in the control system with GE notification only.

• This is not “over firing” the engine, rather just compensating for the shift in the profile shift.


6161

BASE PLUSSAC DLE SAC DLENozzle Ejector Tube

Observed Condition• Completely broken ejector tube during operation• Customer run the engine without problems


Background/New Developments• Sump pressurization insufficient• Sisk of coking the sumps

© MTU Maintenance Berlin‐BrandenburgRecommendations / Timing gg• Field

Perform periodic hardware inspections Replace immediately if ejector tube is damaged

• Depot Replace/Repair ejector tubep p j Check sumps for oil coking


6262

BASE PLUSSAC DLE SAC DLENozzle Ejector Tube

© General Electric Company© General Electric Company



6363


63

Turbine Mid Frame


6464

BASE PLUSSAC DLE SAC DLETMF Hub IND-197

© General Electric Company


Observed Condition

Forward side

Observed Condition• TMF hub with incorrect holes• Causes insufficient cooling air to PT disk bore• Results in disk overheating and growth• Results in high PT vibrations

Aft side

G l El i C


• In 2006 Alert SB issued to check the hub through strut #3


65

© General Electric Companythrough strut #3

• Check in field possible

65

BASE PLUSSAC DLE SAC DLETMF Liner Wear

Observed Condition• The Oblate seal dislodges during movement between the liners due to thermal growth• This causes the liner fairing to bind and wear on the struts and the ginner liner bends under leaf seal load and wears on the strut fairing

Background / New Developments• The original liner design was a 2 piece inner and outer liner• One piece liner now available to replace the 2 piece liner.

d i / i i



Inspect liner for wear at hot section replacement If worn, replace TMF

• DepotDepot Repair at component repair vendor (if repairable) Replace liner with new one piece liner


66


66

BASE PLUSSAC DLE SAC DLETMF Leaf Seal Liberation

Observed Condition• Leaf seals found missing on frames• Some cases have not produced secondary damage as the leaf seals fall off into the TMF aft cavityy• Some cases have produced damage in the power turbine

Background / New Developments• Wear is being excited by vibratory load• Leaf seals are to be redesigned with a shorten length and a preload on all dimensional combinations• Changes will be incorporated with liner improvements (one piece liner)


Inspect Seals at hot section replacement If missing, complete a field repair or replace TMF

• Depot Repair at component repair vendor Replace seals and liner when products become available


6767

BASE PLUSSAC DLE SAC DLEStrut Oval Sleeves/SB-215

WEAR Observed Condition• Excessive wear at No. 2 (C-Sump vent) and No.6 (9th stage cooling air and oil scavenge tube) locations between strut cap oval sleeve and tube.

Background/New Developments• GE studies show wear mechanisms are a combination of vibratory impact and sliding due to relative thermal growth between case and strut.

R d ti /Ti i

• GE testing has shown improved wear characteristics when oval sleeve material was changed from 347SS to L605.• SB LM2500-IND-215 released to introduce improvement.

Recommendations/Timing• Field

Specifically inspect areas during Periodic Inspection or when exposed. (Refer Service Letter No. 2500-I-04-07)

D t• Depot Replace both No. 2 and No. 6 oval sleeves with latest L605 material parts per SB-215 at TMF overhaul or heavy repair visit.

WEAR


6868

BASE PLUSSAC DLE SAC DLETMF Cast Case IND-202

Background/New Developments• Fabricated case has experienced cracking near to aft flange due to temperatures and stress• Cast Case Design, one piece case

Thickness increase in areas that require reduction in • Thickness increase in areas that require reduction in stress• SL SL2500-I-02-01 is not necessary anymore


Complete exchange of TMF is possible per WP 208 00or WP 208 01 Introduction requires Retaining Ring L50630P01/P02 Outer Seal 9084M71P02 required

• Depot Fabricated TMF can be reworked to Cast TMF configuration by authorized service providerconfiguration by authorized service provider Introduction requires Retaining Ring L50630P01/P02 Outer Seal 9084M71P02 installed on G-Series


6969

Low Pressure Turbine Stator


7070

BASE PLUSSAC DLE SAC DLELPTS Cover Damage

Observed Condition• Cover (LPT Stage 1 Nozzle Insulation Cover Segment)

forward surface and corner chafing/fretting wear due to contact with LPT Stage 1 Nozzle outer lip.Cover cracks/breaks up into sections creating damage to • Cover cracks/breaks up into sections creating damage to LPTS vanes and/or LPTR blades.

• Worn LPTS vanes and outer sealing strips.• Worn LPTS case forward ring (rail) from chafing and fretting

contact by Cover forward edge.

Background/New Developments• Due to the LPTS Case design, field replacement of damaged

cover segments is difficult - a field type repair is available.• Weld repairs to LPTS case available per CF6-6 manual.• ‘Thick’ flange/SB-099 conversion/LM2500+ configuration


g / / gLPTS case still retain similar Cover design thus, potential wear to ring.


Inspect Covers/Nozzles for damage whenever exposed Talk to Depot if unserviceable.

• Depot Inspect Covers/Nozzles for damage whenever exposed. Replace Covers with new at depot level.


71


BASE PLUSSAC DLE SAC DLELPTS Cover Damage




72


BASE PLUSSAC DLE SAC DLELPTS Honeycomb Damage

Observed Condition• Case fretting wear/honeycomb imprint from HCB (honeycomb-backed) insulation left on case.


Background/New Developments• LPT Stage 1 honeycomb backed insulation was introduced as an improvement to replace foil bag type insulation for ‘thick’ flange Industrial configuration.

H b b k d i l ti i l li bl t • Honeycomb backed insulation is also applicable to Commercial Marine ‘thin’ flange configuration which had specific flange area cracking issues.• Honeycomb backed insulation is NOT APPLICABLE to ‘thin’ flange Industrial configuration.



None

Depot


• Depot Inspect area whenever exposed for this type of damage. Send Cases to GE authorized Repair Vendor for repairs. Replace insulation with new whenever area exposed.


7373

Turbine Rear Frame (TRF)


7474

BASE PLUSSAC DLE SAC DLETRF Frame Chafing

DamageObserved Condition

• Strap located incorrectly Fretting/Chafing wear to adjacent ground handling clevis mount structure.handling clevis mount structure.

Background/New Developments• External Insulation Kit developed• Frame

IRM serviceable limit is 0.016 inches deep following removal of high metal to TRF frame in clevis mount areas, otherwise full blending repair is required per GE Standard Practices Manual.

d d i / i iRecommended Action/Timing• Field

Check correct strap locations during periodic inspections Adjust if required to give clearance.

D t• Depot Check correct strap locations during kit installation and during inspections


7575

BASE PLUSSAC DLE SAC DLEMisc – Starter Issues

Observed Condition• Continuous start attempts/failures.• Flames emitted from the exhaust stack whilst starting the

GG.l l


• Multiple Starter events.

Background/New Developments• The correct restart procedure was reported as not being

followed (no dry motor)followed (no dry motor).• Internal components of the Starters showed; signs of

overheating, bearing failures, gear failures and seized components which, could be attributed to a lack of oil to the internal components.

• Under investigation.© Air New Zealand Gas Turbines


Carry out the correct start/restart procedures IAW the OEM manuals


IAW the OEM manuals.

• Depot Inspect/investigate the removed Starters.


7676

BASE PLUSSAC DLE SAC DLEMisc - Bearing Corrosion

Observed Condition• Corrosion to Mainline and Gearbox Bearings

Abnormal corrosion and pitting noted to all parts of the bearings Some cases have caused an increase metal particle count Some cases have caused an increase metal particle count

Background/New Developments• Improper drying techniques and long periods without Improper drying techniques and long periods without

operation Noted in marine/offshore environments Units are being water washed and then dried and not operated or ranked for long periods of time. The moisture that remains in the sump is attacking the bearing surfaces


Routinely crank engine to oil wet bearingsy g g Ensure engine is dried after water washing

• Depot Inspect and replace bearings as required


7777

Critical PartsCritical PartsLife Management

(CPLM)(CPLM)


7878

Critical Parts Life Management (LM2500 Base)


7979

Critical Parts Life Management(LM2500 Plus/+G4)


8080

Critical Parts Life Management

Observed Condition• Experiencing difficultly getting full GG/GT and individual Critical Life

Parts (e.g. Hot Section) operating history required to calculate Accumulated Cycles used/remaining for eachAccumulated Cycles used/remaining for each.

Background/New Developments• Operating stresses / cycles result in Thermal Mechanical

Fatigue and dimensional “Creep” changesFatigue and dimensional Creep changes• Critical Parts are those that under sudden fracture can

threaten the structural integrity of the engine/package. (Typically, major rotating parts, excluding airfoils).

• Aero engines first to adopt Life Limits for Critical parts.• Commercial Marine introduced CPLM then Industrial Base


Customer/Operator responsible to record operating hours partial cycles full cycles etchours, partial cycles, full cycles, etc.

• Depot Have an obligation to assist in calculating Accumulated Cycles for each Critical Life Part and tracking sheets.


8181

Critical Parts Life ManagementWhat to do in the absence of information?• If you have total hours on engine and the number of fired starts, an estimate of cycles can be done as shown in the below example on a HPC 3 – 9 spool.

Table 6 -1 provides declared life for critical rotating components. The cycle life of a 3-9 spool is 14,200 along with the K factors of Kf = 1, Kp = 0.5, Kt = 0.5. (Note Kp and Kt are N/A in table 6-1. Values used here are to give a conservative estimate) The 3-9 spool had ~100,000 TSN and 3350 fired starts. The following assumptions were used to determine a conservative estimate of the cycles:the cycles:

• Total hours on spool are 100,000 (known) + 20,000** = 130,000 hrs TSN• Fired starts 2500 (known) + 250**• For every full cycle there existed 1 partial cycle• All partial cycles assumed to be X>75 and <100 (worst case)• Assume 1 trip cycle every 500 hrs of operation** - these hours and starts were used to account for any error in the historical data. (~20% more hours for every 50,000 hrs run time and ~10% more starts for every 1000 fired starts)

Using the above data and assumptions you get the following:Number of full cycles = 2750Number of partial cycles = 2750Number of trip cycles = 260Total cycles = Kf(2750) + Kp(2750) + Kt(260) = 4255 Cycles < 14 200 Cycles


82

* Results based on ideal estimates that do not account for unscheduled or abnormal operation deviations. Data is for reference purposes only. Individual operators responsible to collect and track site specific data.

Total cycles Kf(2750) + Kp(2750) + Kt(260) 4255 Cycles < 14,200 Cycles

82

Engine Preservation

Engine Handling

Engine Transportation


8383

Engine Preservation

Typical Considerations• Duration

Short term is defined as less than 30 days. Long term is anything greater than 30 days Long term is anything greater than 30 days.

• Environment Engine can be stored either in package or alternatively in a Shipping & Storage Container which can be pressurized. High humidity is the greatest threat to engine bearings

Preservation in Package• Short Term

If engine is going to sit idle for more than 15 days, operators should Lube Oil Preservation Unit

oil wet bearings using Brayco 483 or equivalent. Recommended to cover inlet, exhaust and VBV.

• Long Term Oil wet bearings using Brayco 483 or equivalent. Recommended to cover inlet and exhaust Recommended to cover inlet and exhaust Oil wet bearings again every 30 days.


8484

Engine Preservation

Preservation in Container

• Short Term Oil wet bearings using Brayco 483 or equivalent. Install desiccant into container. Seal container.

• Long Term Same as short term except desiccant must be inspected every 30 days Same as short term except desiccant must be inspected every 30 days. If indicator is blue, no action required. If indicator is pink, replace desiccant and oil wet bearings within 14 days. Recommended to oil wet bearings every 60 days regardless of condition of desiccant/indicator.

Recommended Action

• REFERENCE O&M MANUAL, VOLUME 2, WORK PACKAGE (WP) 501-00

• KEEP A LOG !!!!

• High Humidity Environments If engine is stored in an environment with high humidity, oil wet bearings every 30 days and verify desiccant every 15 days.


8585

Engine HandlingObserved Condition• Handling Issues

Confusion over correct container lifting points with GG/GT inside

Background/New DevelopmentsBackground/New Developments• Lift Points

Top – Engine / container is designed to be lifted from the 4 lifting rings at corner areas of the lid providing all T-bolts are installed.Tie Down Bars – These are NOT be used for lifting the containerBottom – There are fork lift slots that can be used to lift container with GG/GT inside off ground and transported over short distances.Placard - GE planning to add the following in red paint on all shipping containers:

“Warning TRANSPORT ONLY ON AIR RIDE EQUIPPED TRUCK AND TRAILER”TRAILER”.


Check T-bolts and container “lifting points” for serviceability

• Depot As above


8686

Engine TransportationObserved Condition• Bearing Damage

Brinelling to bearing surfaces Probable vibration step indication in operation Bearing metal (M50 steel) on Mag Plugs / Scavenge Screen Bearing metal (M50 steel) on Mag Plugs / Scavenge Screen

Background / New Developments• GE recommends the use of tractor and trailers that have pneumatic “air ride” suspension to prevent bearing damage. p p p g g• Recommended corrective action for engines shipped on non pneumatic suspension, is to replace all main line bearings.• GE have developed an retro-fit air ride suspension kit for Shipping & Storage Containers, allowing a gas generator/gas turbine to be transported safely in remote areas of the world where no “air ride” truck/ trailer unit is available . Blue painted base denotes container truck/ trailer unit is available . Blue painted base denotes container • modified for kit retro-fit. Train trials to be conducted soon by GE.


Investigate any vibration step indications, especially if recently installed g y p , p y yfollowing transportation Organize approved transporting methods to and from site.

• Depot Promote correct handling and transportation methods. Main Bearings must be accessed and inspected if engine mishandled.


87

Main Bearings must be accessed and inspected if engine mishandled.

87

Expected Maintenance Intervals


8888

Expected Maintenance IntervalsBackground / New Developments

• General Electric has designed the LM2500 Gas T bi t h 50 000 ti h d iti Turbine to reach 50,000 operating hours, and itis generally understood from a budgeting/planning perspective that a Depot “overhaul” visit would be required by that time or earlier, depending on specific site operating conditions.

• Generally there is no instruction from the manual, when a major overhaul should performed

• In earlier presentation there was only a rough workscope recommendation given from GEworkscope recommendation given from GE


8989



9090


• Basically, maintenance intervals depend on engine operation depend on engine operation, handling and also preventive maintenance

• There is no standard workscope

• Workscope always depends on engine incoming condition


9191

DepotExperience


9292

The Depot Experience

Tips for a Successful Depot Experience

• Open a dialogue with your depot to create • Open a dialogue with your depot to create an effective workscope

• Combine disassembly level with related Service Bulletin Incorporation

• Notice effort of disassembly for incorporation of some SB´s “only”

• Avoid “Hold Days” due to detailed defined workscopeworkscope


9393


Tips for a Successful Depot Experience• Customer to provide engine history to Depot (i.e.

Questionnaire)Ques o a e) TSN, TSR, critical parts life hours

Provide last borescope report

Provide specific component history (i.e. operational hours on key components: Combustor HPT etc )components: Combustor, HPT, etc.)

Describe any operational event history or known issues

Provide Service Bulletin history and vouchers

Provide last Depot report


94


94


• Discuss expectations for future life (“workscoping to a budget”)

• Discuss YOUR reliability/availability and performance needs

• Consider an incoming test for engine repair

• What are your “hot” buttons?at a e you ot butto s

Cost vs. turnaround time

Replacement parts

(used serviceable vs new/overhauled)


(used serviceable vs. new/overhauled)

Usage of rotable parts


9595


What should you receive from your Depot visit?I i ( h h & d f i i )• Incoming report (photograph & record of missing parts)

• Inspection report and cost estimate

• Weekly status reports

• Final report Inspection findings On-off log SB compliance SB compliance

• Test report


9696

The Field Service Experience

Tips for a Successful Field Service Experience

• Open a dialogue with your field service provider to create an effective workscope and parts supply listworkscope and parts supply list

Combine outage with Service Bulletin (Field Level) Incorporation

Identify available resources at site including manpower, parts, dollies and toolingy g p , p , g

Identify resources required by field service team including manpower (technical, controls expert, mapper), parts and tooling

A id d l b h i i t k t d il bl t ti f Avoid delays by having equipment, package, parts and man power available at time of outage

Establish site specific HSE requirements up front:

Confined space training? Confined space training?

H2S Training?

Site specific PPE requirements?


97



• Customer can expect to provide the following:• Customer can expect to provide the following: TSN, TSR, critical parts life hours Site specific orientation

Site Emergency Response plan (including contacts)

First Aid Facility and equipment locations

Emergency escape routes

Lunch/Break rooms Load testing and inspection certificates for lift equipment Clean and safe work environment

Slip hazards contained

Isolations in place (confirm with field team)

LOTO’s in place LOTO s in place


98



C h f ll i f i ASP• Customer can expect the following from its ASP:

ASP certifications including, but not limited to the following:

ISO 9001 (Quality Management Certification)

ISO 14001 (Environmental Management Certification)

OHSAS 18001 (Health and Safety Management Certification)

Trained and Professional Field Service Representatives Ask for OEM training certificates

Site visit report including findings and recommendations

Depot level Engineering support (if needed)

Access to the right Parts and Tooling necessary to complete the work


99

work

Thank You...Questions?


100100

2012 wtui conference lm2500 breakout session march 18-21, 2012,

Documents

zealand gas turbines

seal plain encased

honeycomb backed insulation

xtend hot section

damper weight slot

hot section replacement

recommended service bulletins

recommendations timing