Search results

Take a look in your manuals, there are some very good drawings in the Spare Parts manual. Without going into great detail, simply it is a two part device with a hydraulic pump being driven by the diesel and the produced hydraulic pressure driving a hydraulic turbine which drives the load.

I don't really see any big deal with this.Running 88BT. I'm not so sure, it can cause uneven cooling. Take a look at your P&ID, I don't think that running 2xTK fans is any better than running one only? You are monitoring the Starting Motor temp. which is good. Why are you taking 10 hours to do...

I've seen this many times on Frame 3 Twin Shaft machines driving Gas Compressors. This is usually caused by Gas Compressor gas valve sequencing (Suction, Discharge, Re-cycle, etc.). This will spin the LP Gas Turbine rotor for short or long periods of time. It could be damaging particularly if in...

What Control system do you have? What fuel system, Simple or Combined Cycle? Give me an email, I'll find something for you.

You must have some other Alarm together with the "Master Protective Lockout". I find it nearly impossible to believe that that was the only Alarm. Please help and we can try and help with your problem.

Sorry, but I don't know why you have that run back setting. Is this a problem that you have always had? Are you sure that you Fuel Gas Supply Pressure (P1) has not decreased?

Hi, To try and analyze your problem we really need a lot more information. Machine Model, age & type, Control System, Fuel, Alarms showing? When did this problem start? installation location?

At the time of specification of the gas turbine, the fuel control system will be set up to a specified CV (range). If the CV gets too high, it can cause a control problem with gas fuel control valves and how they will react. Control problems for sure, damage to hot gas parts, I would doubt...

The diesel is a Detroit 600 HP Twin Turbo. Previously (20-25 years ago) it was a Cummins 500 HP. For the Torque Converter, etc. I'd need to see a Frame 5 Control Spec. I don't have one. Maybe someone else on the forum has one?

This assuming that you have IGV Temp. Control on. If IGVs are fully open, bleed valves closed and no bleed heat, you will still get the same effect. What do think causes it then?

This is normal operation for diesel shutdown. The turbine is producing more HP than the diesel, the clutch faces start to open, and the clutch opens. This should the diesel to idle rpm and cooldown before diesel shutdown.

Have you tried asking Shell about this?

2.3 mins. from Fire to FSNL is way too short. What is your AccelFSR set at? I don't have a Frame V Control Spec with me, maybe someone has one and can tell us. That would explain your high TTXM during S.U> and should help with a lower Accel rate. Please write back and let us know.

Toolbox & Control Specification will give you both.

I don't think that you need to modify your Tuning for the climate in Bangladesh.

Not really, what kind of climate (temps) do have?

Your question is a little vague. Can we get a bit more information? Are we talking DLN tuning or general performance? Please give more information, winter vs Summer is interesting. Please give location and climate.

As this is a 9FA ,it will be running a DLN 2.6 fuel system. This means at different stages, it will be using different fuel nozzles. I think that you need to read up on DLN before trying to analyze flows.

Altogether this is the strangest set of L.O. procedures compared to GE recommendations. Do you guys take regular oil samples, how regular? Who taught you all this on filter cleaning?

CSA's post reminded me of one thing on these older machines, when the Aux. Hyd. cuts in it "latches" and needs an operator to open the latch. I'm sure this has just been a hydraulic "bump" as the liquid fuel cut in. If you haven't adjusted the Pressure regulator on the Main Hyd. pump for a...