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Thanks CSA, you are totally correct, and sorry to the poster, I must have been having a dozy day yesterday.

I don't know what model of machine you have, but GE machines always has 1 or 2 Thermocouples tagged CTIF (Compressor Temp. Inlet Flange). What you want to measure is the temp. just at the Inlet Bell Mouth as near to the compressor 1st. stage as possible. To calculate this from ambient Temp is...

> Trying to start up a turbine after a long while. Turbine > fails to reach FSNL always stops at 92-95 TNH. the turbine > is a frame V GE nuovo pignone gas turbine. Well, you've had a lot of help, are you ever going to reply or are you just wasting our time?

> Check P2 pressure. Speed/Ratio Valve Calibration. Sorry but P2 pressure is not going to stop you getting to FSNL. If it is, you are going to get a "Loss of flame " alarm. Definitely not SRV Calibration. Remember, you need very little fuel to get to FSNL

Let's take a guess that this is happening when 14HM Speed Relay picks up. 1) Inlet Guide Vane problem? 2) Aux/Main Lube Oil problem? 3) Aux/Main Hydraulic Oil Problem? Please write back and we can help.

How about some more information. Alarms would be useful. fuel type, control system?

Great stuff CSA, but how many years do we need to keep telling ops. and maintenance staff to do this before they start doing it?

Good luck, looks like you've found something. If there is a fault in the Gov. Control that could be the fuel hunting problem

Thanks for the reply. Your problem is fuel hunting will usually give you Kw swings whereas excitation swings will give you PF hunting. As you seem to have a bit of both, you need to try and separate the data from both and identify what is swinging first, if possible

The fact that the Power Factor swings around kind of points to excitation. Can you check the field voltage + current when the swinging happens. Have you done any work on the excitation? Do you have a spare excitation control system that you can try?

Give me an email address and I can send you a document on TTPW.

Could someone in the forum comment on their use (success or failure) of Swirl Angle data to try and predict where high spreads on Gas Fuel are coming from.

Back to the beginning "Flow" try adjusting VPR-2, this the Lube Header Pressure regulator, not Bearing Header Pressure,that is VR-1.

Hi CSA, I had a private conversation with these guys and learned something myself. The 4-1/2/3/4 relays are 24v coils. If you look at the drawing each pair of relays are connected in series with 2 large 8K resistors also in series all across the 125v supply (just above the orange relays)...

Give me an Email address at [email protected] and I'll send you a copy of GEH 6195D which is a later version.

Sounds like this is a Liquid Fuel machine, is it? It's possible that you had some problems with air in the liquid fuel system on the first start which cleared, and your second start was OK, but, still unusual to get an Exhaust Temp. Trip. Did anyone check the Trip History Log to see what...

Sorry but that is nonsense. Exhaust Temp. Control should stop this from happening before you reach the trip point.

OK. The 4-1, 4-2,4-3 & 4-4 are 125v relays and these are used in the Emergency Push button trip circuit. The contacts from these relays are then used in a 2 from 4 circuit which takes it's 24V power from the three TCEA cards in a high select circuit. The 24V power is then used to energize the...

It would be good to see a copy of your Lube Oil P&ID, can you post it on a file sharing site? Is VPR-2 installed as a dump from the Lube oil Header back to tank or after the filters in line with the Bearing Header. If the Bearing Header is 6bar, VR-1 is completely closed (have you checked?)...

Firstly Bearing Header Pressure should be 1.7 Bar, this is controlled by VPR-2. To get 2.1 Bar with Aux. Pump & 1.5 Bar with the Main Pump is kind of strange. Have you tried adjusting VPR-2 when the Aux. Pump is running? How did you make these two tests to check the pressures, at Full Speed? Is...