Rolls Royce 1004227 Users Manual Design Evolution, Reliability And Durability Of Aero Derivative Combustion Turbines

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Design Evolution, Reliability and Durability of

Rolls-Royce Aero-Derivative Combustion Turbines

Pedigree Matrices, Volume 6

1004227

Effective December 6, 2006, this report has been made publicly available in accordance with Section 734.3(b)

(3) and published in accordance with Section 734.7 of the U.S. Export Administration Regulations. As a result

of this publication, this report is subject to only copyright protection and does not require any license agreement

from EPRI. This notice supersedes the export control restrictions and any proprietary licensed material notices

embedded in the document prior to publication.

EPRI Project Manager

D. Grace

ELECTRIC POWER RESEARCH INSTITUTE

3420 Hillview Avenue, Palo Alto, California 94304-1395 ▪ PO Box 10412, Palo Alto, California 94303-0813 ▪ USA

800.313.3774 ▪ 650.855.2121 ▪ askepri@epri.com ▪ www.epri.com

Design Evolution, Reliability and

Durability of Rolls-Royce

Aero-Derivative Combustion

Turbines

Pedigree Matrices, Volume 6

1004227

Technical Update, March 2006

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iii

CITATIONS

This report was prepared by

Electric Power Research Institute

3420 Hillview Avenue

Palo Alto, CA 94304

Principal Investigator

D. Grace

This report describes research sponsored by the Electric Power Research Institute (EPRI).

The report is a corporate document that should be cited in the literature in the following manner:

Design Evolution, Reliability and Durability of Rolls-Royce Aero-Derivative Combustion

Turbines: Pedigree Matrices, Volume 6, EPRI, Palo Alto, CA: 2006. 1004227.

v

PRODUCT DESCRIPTION

Competitive pressures are driving power generators to exploit aviation combustion turbine

technology to create more efficient and powerful generation plants at lower cost. However, the

use of aero-derivative combustion turbines (third generation or "next generation") carry a degree

of technical risk because technologies incorporated into their design push them to the edge of the

envelope. This report reviews the design evolution and experience base of advanced Rolls-Royce

aero-derivative combustion turbines in a comprehensive format, which facilitates an assessment

of the technical risks involved in operating these high-technology combustion turbines. In

addition, a quantitative analysis-or reliability, availability, and maintainability (RAM)

assessment-is made for Rolls-Royce’s Avon, RB211 and Trent aeroderivative engines.

Results & Findings

Elements of aero-derivative technology developed in the 1970s form the basic design foundation

of the aero-derivative type machines of today. These designs have been refined over time to

provide proven, reliable, and maintainable designs while allowing the users the maximum degree

of flexibility in plant designs or configurations. The aero-derivative's greatest asset is its

modularity. With complete interchangeability of like modules and line-replaceable components,

it relies on a maintenance philosophy called "repair by replacement.” High performance, high

efficiency aero-derivatives are also fast starting and tolerant to cycling, characteristics that make

them suitable for peaking power and distributed generation applications. There are some generic

long-term problems associated with aero-derivatives, however, including bearings and seals that

require monitoring and conditioning equipment, Dry Low Emissions (DLE) combustion systems

that need refinement, and compressors sensitive to stall or surge.

The ultimate result of this report is a concise presentation of the design evolution of Rolls-Royce

combustion turbines in the form of a pedigree matrix that allows risk to be assessed. The

pedigree matrices identify design trends across all of a manufacturer's products that can be

categorized as low, medium, or high risk. Some of the trends identified as high risk include (1)

single crystal alloys and complex cooling schemes, (2) DLE combustion systems, and (3)

proprietary Thermal Barrier Coatings (TBCs) and bond coatings exclusive to industrial turbine

applications. Experience information includes site listings, O&M issues, and RAM-Durability

fleet data to provide a comprehensive assessment of model maturity.

Challenges & Objectives

Adapting aviation combustion turbine technology to power generation allows power companies

to benefit from development efforts and costs already absorbed by commercial and military

development programs. Computer-aided engineering and design programs and computer-aided

manufacturing programs make it possible to rapidly develop and produce new turbines.

However, this increased rate of change has increased the potential risk of new product

vi

introductions as design changes go from the ‘drawing boards’ into production testing at a

customer’s site early in the learning curve. The absence of long-term experience with the

technology raises issues of reliability and durability. For specific models and components,

chronic durability problems could result in insurability issues potentially undermining a project’s

financial structure.

Applications, Values & Use

This report, along with EPRI’s previously published design evaluations for GE aero-derivative

combustion turbines (EPRI report 1004220) and Pratt and Whitney aero-derivative combustion

turbines (EPRI report 1004222), provide a context for the risk assessment of currently available

aero-derived combustion turbine designs for power generation. This information is essential

background to generation planning and equipment procurement decisions. Aero-derivative

machines have been of particular interest due to their inherently short construction schedules,

fast startup times, and ease of maintenance, particularly in simple cycle configuration for

peaking and distributed generation service.

EPRI Perspective

To help project developers, owners and operators manage the risks of new combustion turbine

technologies, the durability surveillance report series supported by the EPRI New CT/Combined

Cycle Design and Risk Mitigation Program provides a structured context for understanding

design changes that drive these risks and related life cycle O&M costs. This information fully

complements a machine selection process heavily based on first cost, efficiency, and delivery

schedule. The multi-volume report series, along with regular updates, covers heavy-frame and

aero-derivative turbine product lines manufactured by ALSTOM, General Electric, Pratt &

Whitney, Rolls-Royce, Siemens Power Generation, and Mitsubishi Power Systems.

Approach

The project team reviewed the design characteristics of the Rolls-Royce aero-derivative

combustion turbine product lines (RB211, RB211 Uprate, and the Trent) to assess the technical

risk associated with these advanced technology combustion turbine designs. Information was

drawn from operations data and directly from the owners of machine fleet leaders operating in

peaking, cycling or baseload service. The resulting pedigree matrix supplemented with reported

experience consolidates information for each combustion turbine model into a format that allows

the reliability status of the machines to be reviewed and major design changes or areas of

potential risk to be evaluated. In addition, the team determined RAM statistics from the fleet of

engines reporting to the Operational Reliability Analysis Program (ORAP) database.

Keywords

Combustion Turbines

Aero-Derivative Gas Turbines

Reliability

Durability

Risk Assessment

vii

ACKNOWLEDGMENTS

Thanks to Ted Gaudette (formerly of Strategic Power Systems, Inc.) and to Ian Langham of Ian

Langham & Associates Inc. for preparing the original report in 2002. Thanks to Rolls-Royce for

welcoming EPRI attendance at the Turbine Operator’s Conference in Houston in 2005. Thanks

to Dale Paul and Bob Steele at Strategic Power Systems, Inc. for providing current reliability

statistics for the Rolls-Royce engines reporting to the ORAP database.

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CONTENTS

1 INTRODUCTION ....................................................................................................................1-1

Risk Trends ...........................................................................................................................1-3

Current Technology Trends Related to Industrial Combustion Turbines: Low Risk ........1-3

Applied Aero Technology Trends Directly Transferred to Industrial Combustion

Turbines: Low to Medium Risk ........................................................................................1-3

Advanced Aero Technology Trends Transferred to Industrial Combustion Turbines:

Medium to High Risk ........................................................................................................1-4

Independently Developed Technology Applied to Industrial Combustion Turbines:

Medium to High Risk ........................................................................................................1-5

Other Risk Factors............................................................................................................1-6

The Use of Advanced Technology for Peaking Duty.............................................................1-7

Insurers and Lenders Perspective.........................................................................................1-8

2 ROLLS-ROYCE AERO-DERIVATIVE COMBUSTION TURBINE BACKGROUND..............2-1

Summary...............................................................................................................................2-1

RB211 Background Information ............................................................................................2-1

RB211 Horsepower Ratings.............................................................................................2-3

RB 211 Maintenance Approach........................................................................................2-4

Turnaround Time and Costs ........................................................................................2-5

Parts Life Upgrades .....................................................................................................2-5

Trent Background Information...............................................................................................2-7

Trent Maintenance Approach ...........................................................................................2-9

Avon Background Information...............................................................................................2-9

Pedigree Matrix for the RB211 and Trent 60 Engines.........................................................2-10

3 RELIABILITY, AVAILABILITY AND MAINTAINABILITY......................................................3-1

Data Analysis: Rolls-Royce Aero-derivative Engines...........................................................3-1

RAM Statistics: Avon, RB211 and Trent - All Duties .......................................................3-2

Additional RB 211 Operating Statistics.............................................................................3-4

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RAM Assessment..................................................................................................................3-4

Conclusion ............................................................................................................................3-4

4 BIBLIOGRAPHY ....................................................................................................................4-1

Literature Citations ................................................................................................................4-1

A KNOWN ISSUES .................................................................................................................. A-1

B RB 211 MAINTENANCE SCOPE ......................................................................................... B-1

RB 211 - 2,000 Hour Inspection........................................................................................... B-1

RB 211 - 8,000 Hour Inspection........................................................................................... B-1

RB 211 - Midlife Workscope................................................................................................. B-3

On Removal..................................................................................................................... B-3

Rebuild ............................................................................................................................ B-6

RB 211 - Overhaul Workscope............................................................................................. B-7

On Receipt of Engine ...................................................................................................... B-7

C RAM TERMS AND DEFINITIONS ........................................................................................ C-1

D INSTALLATION LISTS......................................................................................................... D-1

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LIST OF FIGURES

Figure 2-1 Industrial RB211: Gas Generator and Free Power Turbine......................................2-2

Figure 2-2 Industrial Trent..........................................................................................................2-8

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LIST OF TABLES

Table 2-1 Pedigree Matrix: Rolls-Royce RB211-6562, RB211-6761, Trent 60 (DLE and

WLE) Engine Design Characteristics ...............................................................................2-11

Table 3-1 RAM Statistics: Fleet Characteristics for Avon, RB211, and Trent............................3-2

Table 3-2 RAM Statistics for Roll-Royce Avon, RB211 and Trent Engines – All Duties............3-3

Table 3-3 Additional RB 211 Operating Statistics......................................................................3-4

Table A-1 Listing of Known Issues for Rolls-Royce Units......................................................... A-1

Table D-1 RB211 Sites ............................................................................................................. D-2

Table D-2 Trent Sites................................................................................................................ D-4

Table D-3 Avon Sites................................................................................................................ D-5

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1

INTRODUCTION

The power generation market place and the combustion turbine market in particular are evolving

at an ever-increasing pace. Market forces are driving the introduction of new technologies and

advanced combustion turbines designs. The introduction of these technologies inherently

involves risk. The economic pressure of a market moving towards deregulation intensifies this

risk of new technologies. Whereas in the past new products were gradually introduced into the

market, the demands of competing in an open market have driven the pace of incorporating new

technologies to improve profitability on a $/kW basis. The intent of this report is to allow a

qualitative assessment of the risks involved in the use of these new technologies to be made.

In reviewing the available information on the designs of the heavy-duty combustion turbines,

several immediate observations can be drawn on the progression and evolution of the

combustion turbine over the last several decades. The economic pressures in the market place

have driven the pace of incorporation of military and commercial aviation combustion turbine

technology (e.g. single crystal turbine blades) into the power generation market. This increased

rate of design changes has also increased the potential risk of the new product introductions.

This increased risk is incurred for several reasons but is primarily attributed to going from the

‘drawing boards’ into production testing at a customer’s site early in the learning curve before

the design changes have been fully tested and proven over time.

In the past, the rate of incorporation of military and commercial aviation combustion turbine

technology into industrial combustion turbines was slow due to limited production schedules

(compared to military or commercial aviation) and largely limited to the under 50 MW class of

industrial aeroderivative combustion turbines. In recent years, this technology is being

incorporated into the new generation frame machines to create more efficient and powerful

plants at lower costs by:

• Taking advantage of the development efforts and costs initially absorbed by the commercial

and military development programs

• Availability of computer-aided engineering and design programs (CAE/CAD)

• Computer-aided manufacturing programs (CAM), and the current worldwide manufacturing

capability

The advanced frame machines being produced today and the future Advanced Turbine System

(ATS) machines sponsored by the U.S. Department of Energy are blending these technologies

more quickly and producing hybrid combustion turbines with frame technologies, aero designed

flow paths, aero designed cooling technologies, and industrial designed low NOx combustion

systems. The advanced industrial machines have even surpassed the military and commercial

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turbines in combustion technology with dry low NOx and CO levels that are several orders of

magnitude lower and meet land based pollution requirements in many geographic areas.

The enabling technology of today’s advanced frame machines lies with the computer codes and

manufacturing processes developed by the aviation combustion turbine industry. The application

of these processes is inevitable under the pressure of the power generation industry to produce

power at low cost with maximum efficiency, reliability, and availability.

The power generation combustion turbines have different operating demands than the aviation

combustion turbines and the designers and developers have programs in place to advance the

technology beyond the aviation programs. Manufacturers have extended the technology to more

advanced industrial thermal barrier coatings (TBCs), oxidation resistant coatings, bond coat

technologies, large size single crystal blade and vane manufacturing processes, single digit dry

low NOx combustion systems, and integrated electronic digital control systems handling more

than 4800 I/Os.

The trends by all the major manufacturers are similar with the adoption of the aviation

technology into the flow paths, with corresponding advances in materials, cooling schemes,

coatings, and clearance control. The basic approach, inherent in each manufacturer’s design

philosophy, is evident in their general combustion turbine designs (rotors, combustion systems,

and proprietary technology) but the general trend to higher firing temperatures, pressure ratios,

efficiency, low emissions, reliability (99%), and availability (96%) goals is similar. The overall

approach to compete worldwide is based on cost per MW. Supporting the supplied equipment

with long term maintenance contracts is the internal corporate incentive to provide reliable

equipment and designs. With the merging of companies and aviation and industrial technologies

to maintain competitiveness, the large frame combustion turbines are ‘hybrids’ absorbing

technology that previously lagged by a decade before incorporation into industrial turbines. The

industrial aero-derivative and some advanced frame combustion turbines are to the point of being

the leading edge of technology in the overall combustion turbine environment in terms of

efficiency, emissions, and advanced technology.

This strategy by the manufacturers is propelled in large part by advanced combustion turbines

becoming the “only game in town” due to the current worldwide disfavor with nuclear and fossil

boiler plants. The requirement to provide sited power quickly and cost effectively, with

guarantees, is pushing these technologies forward at a rapid pace.

In order to understand the risk associated with new product introductions, the changes in the new

products must first be understood. The design evolution of these machines have been reviewed

and incorporated in a Pedigree Matrix. The pedigree matrix consolidates information for

selected combustion turbine models into a format that allows the design evolution of the

advanced machines to be reviewed and major design changes or areas of potential risk to be

evaluated.

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Risk Trends

Based upon the review of the designs from all of the manufacturers, several trends are readily

apparent. These trends in the development of advanced designs involve incorporation of current

industrial combustion turbine technology, transfer of aircraft engine technology to industrial

combustion turbines, and new technologies developed specifically for industrial combustion

turbines. The subsections below discuss these trends in general terms and categorize the trends

in terms of relative risk (Low Medium, or High).

Current Technology Trends Related to Industrial Combustion Turbines: Low Risk

Elements of aero-derivative class technology developed in the 1970s form the basic design

foundation of the aero-derivative type machines of today. These designs have been refined over

time to provide proven, reliable, and maintainable designs while allowing the users the

maximum degree of flexibility in plant designs or configurations. These design trends, which

can be considered relatively low risk with respect to product reliability, include:

• High Degree of Modularity and Interchangeability

• Flight engine heritage provides for modular construction with separate sections completely

interchangeable with other like modules.

• Compact size allows for ease of maintenance and allows for easy removal in sections or in its

entirety with relatively common tools.

• Bolted on accessories and on-engine instrumentation that is accessible and designed for ease

of removal and replacement.

• High degree of commonality with the flight engine to retain durability gains of proven

hardware and retain lower costs due to higher production rates.

• Pre-tested packaged power units with small foot print for multiple units per site

• Fast starting and loading with tolerances to cycling duty.

• Easily adapted to cogeneration and combined cycle configurations.

Applied Aero Technology Trends Directly Transferred to Industrial Combustion

Turbines: Low to Medium Risk

Technology transfer with minimum risk to industrial aero-derivative and frame type combustion

turbines based on proven designs from the military/commercial combustion turbine have been

accomplished with CAE/CAD/CAM programs and analyses. The result is dramatic efficiency

and airflow performance improvements (e.g. air and gas flow paths) without impacting the

reliability or availability of the combustion turbine. Variable position compressor vanes have

contributed to improved part load performance and are desirable for DLE combustion.

Aerodynamic 2D and 3D designs have improved surge margins, compressor efficiency, and

general operability ranges. The aero-derivative compressors are sensitive to the occurrence of

surge and usually require a borescope inspection after a surge occurs to inspect for any

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abnormality in the flow path. Adoption of proven aviation technology has minimized leakage

paths and has improved clearance control. These aviation to industrial transfer technology

trends, which can be considered low to medium risk with respect to product reliability include:

• Advanced compressor designed flow paths

− Controlled diffusion airfoils

− Multiple circular arc airfoils

− Double circular arc airfoils

− 2D and 3D aerodynamics

− Variable vanes

− Shrouded stators with improved labyrinth seals

− Increased surge margins

− Exit (outlet) guide vanes

• Active and Passive Clearance and leakage control

Advanced Aero Technology Trends Transferred to Industrial Combustion

Turbines: Medium to High Risk

Hot end technology transferred to industrial turbines with firing temperatures in the

2300 o - 2600oF (1260o – 1427oC) range has been a challenge because of the duty cycle imposed

on the land-based turbine. The advanced materials (e.g. single crystal [SC] castings), exotic

cooling schemes, advanced coatings, and clearance control all had to be scaled to the sizes

utilized in the larger frame sized combustion turbine. Designing the 3D aerodynamic flow path

and providing adequate cooling for all the required blade and vane rows without exceeding base

metal temperature was required while maintaining durability, acceptable stress levels, and

vibratory characteristics.

The manufacturing of turbine blades and vanes with single crystal technology and the

development of appropriate coatings and bond coatings for these materials is a challenge for the

designers and manufacturers and currently should be classified as medium to high risk due to the

current level of experience in the field. These advanced aviation to industrial transfer technology

trends, which can be considered medium to high risk with respect to product reliability include:

• Turbine flow path

• 2D and 3D aerodynamics

• Advanced cooling technology*

− Convection cooling schemes

− Impingement cooling schemes

− Film cooling schemes

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− Multi-pass serpentine cooling schemes

− “Shower-head” cooling schemes

• Advanced materials

− Directionally solidified alloys

− Single crystal alloys*

− Low sulfur alloys*

• Advanced coatings

− TBCs*

− Oxidation coatings*

• Clearance and leakage control

− Passive

− Active*

− Abradable shrouds/labyrinth seals

− Brush seals

* Higher risk technologies

Independently Developed Technology Applied to Industrial Combustion Turbines:

Medium to High Risk

Some technological advances require independent design and development for the conditions

and environment the land based combustion turbines experience. The exhaust emission

requirement is a prime example where current regulations require NOx emissions below 25

ppmv, with an increasing number of locations requiring single digits. The aviation industry has

not yet addressed this challenge. The duty cycle of the aviation combustion turbine requires

take-off temperature for 150 to 300 hours total during its overhaul cycle (operational time to

depot repair) whereas the industrial land based turbine with DLE control, turndown

requirements, inlet heating, and ambient temperature could conceivably operate at continuous

rated power and rated firing temperature for the majority of its overhaul cycle. Since the time at

temperature constraint is greater for the industrial combustion turbine, the TBCs, oxidation

coatings, bond coatings, and materials must survive in a much harsher environment long-term

than the commercial aviation equivalent combustion turbine. Reliability and durability of this

technology is considered medium to high risk because much of the enabling technology has to be

developed and proven. Existing advanced systems are complex and have yet to be proven for

long term durability. Blades that have exotic coatings, in some cases, cannot be stripped and

recoated, thus are non-repairable and may not achieve full design life for the combustion turbine

design. This results in increased life cycle costs. Steam cooling for the combustion transition

pieces, vanes, and/or blades is being developed by manufacturer, university and DOE/ATS

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development programs and is entering commercial use. Advanced industrial technology trends

which are considered medium to high risk with respect to product reliability include:

• Dry low NOx Combustion systems*

• Cannular and annular designs with multiple fuel injection nozzles

• Exclusive industrial TBCs and bond coatings*

• Exclusive oxidation coatings*

• Closed loop steam cooling systems*

• External cooling air cooling systems

• Closed loop air cooling systems

• Staged combustion for high turndown capability

*Highest risk technologies

Rolls-Royce advanced aero technology is being applied to ALSTOM engines under a long-term

technology transfer agreement (ref. Diesel & Gas Turbine Worldwide April 2002, p. 4). Very

high temperature technologies, advanced aerodynamics, very high strength/high temperature

materials and protective coatings will be applied to improve efficiency, power output and

durability of ALSTOM’s heavy duty combustion turbines. Note that a technology transfer

agreement was in place with Westinghouse in the early 1990’s to apply advanced technology to

the frame 501F and G machines. Considering that Westinghouse and Mitsubishi Heavy

Industries developed the 501F/G machines jointly, the same technology may have been

incorporated into the 50 Hz 701F/G machines by MHI. Furthermore, Siemens subsequently

acquired Westinghouse, presumably gaining access to that previous technology as well.

Other Risk Factors

The transfer, development, and introduction of new hardware into the industrial power

generation environment are part of the scope of a system that contributes to the life cycle cost

picture. Hardware, first cost, and new advanced technology is misused if the integration of the

whole system from “cradle to grave” is not addressed, because hardware is only a portion of the

risk. Some elements of these “other risk elements” are summarized below. This is not intended

to be a complete list of items. These items may have as significant an impact on the successful

lifetime operation of the plant as the “advanced hardware” if not addressed adequately.

Users

• Experience/skill level

• Degree of training

• Cost reduction in O&M programs

• Heavy reliance on OEM’s

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• Single, large capacity units

• Minimum resources applied to Monitoring, Diagnostic, and Prognostic Programs

Original Equipment Manufacturers

• Integration of systems

• Competitive economics

• Corporate downsizing

• Sourcing compromises (country of sale or worldwide)

• Long term maintenance contracts (burden on OEMs) and extent shared with the suppliers

The Use of Advanced Technology for Peaking Duty

The attraction of the new technology combustion turbines, as compared to what can be called

“mature” technology combustion turbines, lies primarily in the increased thermal efficiency.

Current “Advanced Class” combustion turbines (those with firing temperatures of 2300oF

(1260oC) or greater) have simple cycle efficiencies that are approximately 2% better than their

“mature” technology or earlier counterparts. This efficiency increase makes an enormous

difference in operating costs over the life of the plant. Obviously, the more the plant operates,

the bigger the advantage would be.

The aero-derivative combustion turbines also offer more flexibility of power when multiple units

are at a single site. Fast starting and loading times means that multiple blocks of capacity can be

quickly dispatched in cycling duty with added flexibility for the User.

For many, new technology would be the clear choice, all other things being equal. However, all

other things are seldom equal. The other differences that must be evaluated are several. During

system peaks, when power can be sold at steep premiums, having the ability to produce some

fraction of plant total capacity (i.e. 4 of 6 RB211’s operating) can have a very favorable impact

on profitability versus one large frame unit down for an extended period of time.

New technology also pertains, separately, to environmental compliance and emissions

performance. Indeed, the mature classes of combustion turbines may be forced to utilize new

technology combustion systems to meet stricter emissions standards. Generally, higher NOx

emissions would be produced at the higher firing temperatures and the turbines with the highest

firing temperatures require the most sophisticated emission control technology. To control NOx,

and CO, manufacturers use complex combustion systems designed to precisely control the

fuel/air mixture and the combustion process in general. There is clear evidence that these

complex systems are not as robust as their simpler, low-tech counterparts. However, it is the site

emissions requirements that dictate the selection of combustion systems.

Consequently, the advantages of new technology combustion turbines must be evaluated against

the disadvantages. The cost of fuel will be a very important factor in the determination, as will

the expected service time of the unit. If service time is low, and the cost of fuel is low, then the

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efficiency advantage of the new technology combustion turbine might not offset the increased

maintenance costs. It is a difficult equation to solve, especially when trying to predict changes

over the 20 to 30 year life of a typical plant.

Insurers and Lenders Perspective

Technology risk is of interest not only to owners and operators but also to insurance companies

and project lenders. Insurers protect owners and lenders from major financial loss due to costly

but infrequent accidental events. In some cases, unproven technology and changes in design can

lead to catastrophic failures and/or extended durations of unavailability. Insurers are therefore

keenly aware of the introduction of new models and designs. Insurance for newly introduced

“prototype” designs typically require very high financial responsibility on the part of the

manufacturer until they have demonstrated several thousand hours of operation. At that point,

the new model enters the category of “unproven” until typically one to three units leading the

fleet have operated successfully for over 8,000 hours at rated conditions. During this period,

some components may be excluded from coverage, as well as design and manufacturing defects.

Depending on the results of this operating period, the insurer would then classify the model as

“proven”, although they may take exception to insurance coverage for certain high-risk

components until problems are resolved. In going from “prototype” to “unproven” to “proven”,

deductible and premium amounts are reduced as the insurer perceives less risk. Extensive testing

of the engines for reliability in a controlled environment such as a manufacturer facility is judged

as being far superior to field testing to demonstrate performance and reliability.

Advanced technologies are perceived as having more risk mainly because they are being used in

new applications and are being scaled up to larger capacities. Overall, insurers consider the

following factors as significantly extending the risk of accident:

• New designs (typically highlighted by a change in model name)

• Higher firing temperature

• Higher capacity/output

• Higher compressor pressure ratio

Major insurance companies closely monitor and track performance of the combustion turbine

suppliers and their specific models individually, and track their claim history for each model.

Some insurers retain more in-house engineering expertise than others, but all have become more

dependent upon OEM technical and marketing materials for information. Interestingly, some

combustion turbine models are rated differently by different insurers; manufacturers are

generally eager to get their models moved from “unproven” to “proven”, signaling more

acceptance by insurers and therefore easing the sale of their model to the project developer. It

appears that an insurer’s recent claim history and/or anecdotal evidence plays a major role in the

models risk rating.

Insurers expect to profit from their activities by the receipt of premiums and their investments.

However, their experience in the 1990’s was that insuring combustion turbines was a losing

business. In 2001 and 2002, premiums were increased and deductibles were increased to try to

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compensate for their losses. Some companies concluded they would no longer participate due to

the perceived risks, while others entered the market due to improving margins. In 2004 and

2005, the market again became “softer” and premiums decreased on a relative basis. The

insurance market appears to be fundamentally based on supply and demand of its “product”, with

volatility somewhat decoupled from quantified technical risk.

Project lenders are highly risk-averse to a multitude of risks, and require the project owner/

operator to carry insurance so that the cash flow to service the debt is secure. Typically, the

owner/operator obtains their insurance coverage through a broker, who deals with a number of

primary insurers to find the best financial arrangement for the insured. Although the primary

insurers actually underwrite the risk, issue the policies, and settle claims, they in turn pass along

much of their risk along to one of several reinsurance companies. In essence, the primary

insurers themselves are risk-averse and the primary insurance risks are aggregated by the re-

insurers.

The main type of insurance that is impacted by technical risk is Boiler and Machinery Insurance

(or Machinery Breakdown Insurance). This insurance covers direct damage from sudden and

accidental breakdown of mechanical, electrical or pressure vessel equipment, such as turbines,

boilers, generators, motors, pumps, transformers and switchgear. Deductible amounts are

typically set to be higher than the maximum loss that could be typically expected over the course

of the normal life, i.e. an amount that would be typically budgeted as an allowance for unplanned

maintenance, and that the project could sustain without jeopardizing its financial health.

Deductible amounts of $500,000 to $3,000,000, depending on project size, would not be

uncommon.

Business Interruption Insurance is sometimes also required, depending on the project. This

insurance covers the revenue lost due to the lack of generation i.e. unavailability, over an

extended period of time caused by an event covered under the Boiler and Machinery Insurance.

In this case, the deductible is typically expressed as a number of days, i.e. the maximum normal

number of days to obtain parts and install them if required to return the unit to service, typically

45-60 days, although longer periods result in lower premiums.

When insurers are quoting coverage level for a particular project and the annual premiums and

deductibles, many factors are considered. Besides the many aspects of uncertainty and costs

related to potential risks, insurers also consider the general marketplace for their products, the

degree of competition, and their ability to gain additional business associated with the power

project. Technology risk is one part of the equation

.

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2

ROLLS-ROYCE AERO-DERIVATIVE COMBUSTION

TURBINE BACKGROUND

Summary

Rolls-Royce’s aero-derivative heritage goes back more that forty years with an active role in

establishing the combustion turbine in marine application with such units and the Proteus,

Gnome, Tyne Spey, and Olympus combustion turbine propulsion units. Rolls-Royce has more

than 975 marine installations with over 6 million operating hours. Many units are still operating

today.

The Proteus (2.7 MW/4,000 hp) and Avon (14MW/19,000 hp) combustion turbines were used in

industrial applications for electrical generation and mechanical drive applications since 1964.

These two units have more than 1200 units installed base with more 48 million operating hours.

The acquisition of Allison engines in 1994 added additional scope and experience in the 2-9 MW

range with various models of the Rolls Allison 501, 601, 570, and 571. The Rolls Allison family

of combustion turbines adds an additional 2200 units and 75 million operating hours of

experience.

Initial designs for the aero-derived industrial RB211 began in 1965 with the first installation in

1974 in pipeline service. The first DLE production RB211 was delivered in October of 1994 to

Pacific Gas Transmission Company in pipeline service. The RB211 has more than 410 units and

an installed base with more than 15 million hours of operation, with over 50 customers in 20

countries. The RB211 has over 220 onshore and 120 offshore installations. There are more than

70 DLE units with well over 1,000,000 hours of operation, with the lead unit at over 45,000

hours.

The industrial Trent began initial design work in 1988 and became operational at the Whitby

Cogeneration Project in 1996. The industrial Trent is the world’s largest aero-derivative

combustion turbine at 51.2 MW and 41.6% efficiency at ISO conditions. The new water-

injected Trent can achieve 58 MW.

RB211 Background Information

The RB211 has evolved since its introduction in 1974. The RB211 was a successful follow-on

to the highly successful Avon used in utility, industrial power generation, cogeneration,

mechanical drives, and gas compression. The RB211 has a two-spool gas generator with a

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seven-stage low pressure compressor (LPC), six-stage high pressure compressor (HPC) driven

by a single-stage high pressure turbine (HPT), and a single axial stage, low pressure turbine

(LPT) which drives the LPC via an inner coaxial shaft, for a total of 5 pre-balanced modules.

The RB211 for power generation is derived from the three-spool aero RB211 flight engine in

which a final three-stage turbine drives a single-stage wide-chord fan.

Figure 2-1

Industrial RB211: Gas Generator and Free Power Turbine

The standard combustor is a single, fully annular, combustion chamber with eighteen air-spray

burners with atomizing fuel nozzles for liquid fuel. The DLE combustion system was introduced

in 1994 that resulted in a radical design change to the combustion module. The design change

includes nine reverse-flow radial combustors. Each combustion chamber contains a two-stage

combustion assembly with the air and fuel divided between the series-staged combustors. The

combustion module has the same physical dimensions as the standard module and is completely

upgradeable for all RB211 units without incurring a major overhaul. Combustors can be

configured for gas, liquid or dual fuel capability.

The RB211 incorporates an industrial type, free power turbine on a large pedestal base that

supports both the power turbine and the gas generator. The power turbine (for earlier models RT

56 and RT 62) is a two-stage free power turbine that uses journal bearings and mineral oil for

lubrication. Aimed at the pipeline/compressor drive application (oil and gas market) the power

turbine is design to rotate at 4800 to 4880 rpm. The RB211 is a hot end drive. For utility

applications, a reduction gearbox is required to reduce the speed to 1500 or 1800 rpm to drive a

four-pole generator for 50 and 60 hertz utility applications.

The new three-stage RT61 free power turbine, based on the aero Trent 800 engine’s turbine, is

designed for improved efficiency and is used with the uprated RB211. The new design

incorporates a three-stage, free power turbine but is lighter in weight with modular construction

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for ease in maintainability. This unit also requires a reduction gearbox in electrical utility

applications.

Several significant upgrades are available for RB211-24C and -24G gas generators which are

generally included in the RB211-24GT:

• DLE “short style” combustor for premix natural gas firing. The new “short style” reduces

acoustic resonance and dynamic pressure pulsations compared with the previous “long style”

DLE burner. The DLE retrofit can achieve less than 25 ppm of NOx and CO. There are over

80 units with over 1.5 million hours experience with the DLE combustor (may includes all

DLE styles). The DLE burner generally requires no manual tuning in the field.

• Dual fuel conversion for diffusion flame combustion of natural gas or fuel oil includes the

swirler burner for improved liquid fuel firing, as well as improved gas firing when it contains

condensable liquids

• Gas generator RB211-24G from -24C. Includes replacement of the HP turbine assembly,

including new directionally solidified blades with improved cooling. Either the user can

choose to maximize power and efficiency, or extend creep life of components by up to 50%

by derating the firing temperature 25 F (14 C).

• IP Compressor life improvement. A new stage 7 stator design and new stage 5 and 6

components reduce frettage due to aerodynamic excitation that ultimately could cause stator

breakup and downstream damage.

• Power turbine upgrade of either RT56 or RT62 for use with higher temperatures from the

RB211-24G gas generator. The upgrade generally includes blades, vanes, casings and

diffusers.

RB211 Horsepower Ratings

Engine type Horsepower Designation

-22 26,400 Coberra 264

-24A 29,600 Coberra 6256

-24C 34,000 Coberra 6456 / 6462

-24G 39,600 Coberra 6562

-24G DLE 40,500 Coberra 6762

-24GT 45,000 Coberra 6761

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RT 56 – (Cooper Bessemer) 56” Diameter, two stage, Reaction Turbine.

For the –22, -24A and –24C engines

RT 62 - (again Coopers) 62” Diameter, two stage, Reaction Turbine.

For the –24G and –24G DLE engines

RT 61 - (based on the Trent 800 aero engine) 61“ Diameter, three stage, Reactive Turbine

For the –24GT or uprated engine

RB 211 Maintenance Approach.

The time line for RB 211 maintenance, based on over 25 years of operating experience, is as

follows:

• 2,000 hour Inspection and Compressor soak wash

• 8,000 hour Inspection and borescope inspection

• 25,000 hour Mid Life Inspection & 04 Module Overhaul

• 50,000 hour Full Overhaul of the engine

(Inspection/overhaul details and workscope are described in the Appendix).

Both the 2,000 and 8,000 hour Inspections are carried out with the engine remaining in place.

The 2,000 inspection and soak wash can be accomplished in 4 to 6 hours, whereas the 8,000 hour

inspection with the borescope will need 8 to 10 hours of downtime. The standard turnaround

time for the RB211 gas generator is roughly 40-50 days.

For the Mid Life Inspection, the engine has to be removed from the berth but may be overhauled

at the site or depot. If spare 04 Module and IP Compressor Stator assemblies or access to ‘pool’

units is available, the work can be done on site. Otherwise, the engine is dispatched to the

Vendor’s overhaul shop to carryout this operation.

The Modular design of this engine allows for the swap of any Module once the engine is ‘bulk

stripped’ to its individual Modules. In the case of the 25,000 hour Mid Life, the 04 Module has

to be changed out. With the Vendors repair crew of two / three men, along with their tooling,

this task can be accomplished in three to four days, depending on client’s downtime window.

Two cranes (3 Tonne & 5 Tonne) with a lift height of 14 meters is a minimum requirement.

Historically, there are two areas in the RB 211 that have been life-limiting features. First, the

rubber dampening used in the inner shrouds of the I.P. Compressor Stage 5, 6 Stator

assemblies and the Stage 7 Stator or Outlet Guide Vane assembly degrades. This allows the

vanes to ‘flutter’ and leads to high cycle fatigue. Thus far, these assemblies have to be inspected

at 25,000 hours. Secondly, the ‘Z’ notch of the H.P. Turbine Blade outer shrouds suffers

from heat erosion and need to be repaired at this juncture. Failing that, the erosion will progress

to a point where the blades are beyond repair limits.

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Once the engine is removed from the berth, it can be placed on its transportation stand. At this

point the I.P. Turbine assembly can be uncoupled from its curvic coupling and removed. Then,

by use of the two cranes, the engine can be lifted into the vertical position and be placed nose

down on the lifting fixture. This allows for the removal of the 05 and the 04 Modules.

At this point the 01, 02 and 03 Modules are lifted and turned such that the assembly is now

resting on the 03 Module casing. This allows for the removal of the 01 and 02 Modules. Once

the 02 Module is removed the half casings can then be split, allowing access to the Stage 5 and 6

Stator assemblies for replacement.

The Stage 7 or OGV Ring assembly is the front part of the 03 module and can be replaced with

the spare assembly or ‘pool’ unit.

Rebuilding the engine is basically the reverse of the above procedure.

The 04 Module, along with the I.P. Stage 5,6 and 7 Stators, are then taken back to the overhaul

shop for full refurbishment to the latest Mod standard, to be placed back in the ‘pool’ or returned

to the Customer, if they were his spare assemblies.

One thing that should be emphasized here is that this experience is based on base load operation,

using gas fuel. Deviations from this scenario i.e. prolonged running with the bleed valves open,

will alter the inspection criteria. Other than these inspections clean fuel and clean air are a

must, to help prolong the life of the engine.

Turnaround Time and Costs

• As mentioned above, a Mid Life can be accomplished in the field with two men in 3 to 4

days.

• The 04 module will take approximately 40 days to fully recondition in the overhaul shop. In

the case of the IP Stage 5, 6 and 7 Stator assemblies, it will take 21 days to accomplish their

repair.

• Average cost of a Mid Life on the above components has been running in the region of

$ 345,000 to 375,000 US.

• For a full engine overhaul, the turntime is averaging 95 days and the costs are in the region of

$850,000 US.

Parts Life Upgrades

As discussed in the section - Maintenance Approach, the parts life issue was detailed. In the case

of the I.P. Compressor Stator assemblies, here are the latest Modifications these parts should be

refurbished to.

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I.P. Stage 5 Stator: to Mod. 1205. This will put hard facing on the vane feet and the

assembly will be re rubbered with machine injected, RTV 851

dampening medium.

I.P. Stage 6 Stator: to Mod. 1159, as above

Stage 7 (OGV Ring): to Mod. 1190, as above

Note: A redesigned OGV Ring was introduced thru Mod. 1249. This

assembly cannot be reworked from Mod 1117 or Mod 1190

assemblies. The redesigned vanes in this standard, feature full width

vane feet, hard facing and the RTV 851 rubber. New engines will

have this latest standard.

H.P. Turbine Blades: To combat the ‘shroud erosion’ extra cooling air and a better

protective coating was introduced to the blades.

Mod 1217: This introduced rear outer discharge nozzle (RODN) slots in the

package 1 combustor that delivered cooling air to the outer shroud of

the blades.

Mod 1131: H.P. Turbine Blades in MAR M002 material and coated with

Sermaloy ‘J’

Mini Flare Erosion: Burning and erosion of the Combustion Liner ‘mini flares’, although

not a life limiting feature, it will eventually cause problems to the fuel

nozzle head section.

These ‘mini flares’ are changed at the 25,000 hour refurbishment of

the 04 Module. Any minor flaking of the thermal barrier coating

(TBC) in the combustor can also be repaired at this time.

05 Module ‘Coking’: Another area of risk in the RB 211 has been oil ‘coking’ in the

scavenge and vent lines in the 05 module. This is cause by ‘crash’

stops, where the latent heat causes the residual oil in the bearing cavity

to coke up. Over time this coke completely blocked the main oil

scavenge line and oil was forced out the bearing cavity vent lines.

There are two ways to solve this problem.

First, review the unit’s shutdown experience and determining what can

be classed as a ‘cool’ stop. A ‘cool’ stop is where the engine is

brought down to idle RPM and remains at that speed for 5 to 8

minutes, before being shutdown. This gives the engine, and the close

coupled Power Turbine, a chance to ‘cool’ considerably from their

running temperature. On actual field tests it was found that on a crash

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stop the bearing cavity can see temperatures in excess of 400 degrees

in the ninety minutes following a crash stop. Whereas, on a cool stop

that cavity temperature only got up to just over 275 degrees. No oil in

the world can stand the former temperature, without laying down some

coke.

Secondly, to allow for the emergency stops – fire, gas in the building

etc. modifications were incorporated to get cool air into the 05 Bearing

Cavity after such an event. A Davis valve (Mod 1136) has shop air

connected to one inlet. When the engine suffers a crash shutdown, the

valve opens allowing shop air to pass, via the vent lines, into the

bearing cavity thus keeping it cool. Mod 1135 was also introduced to

allow a double vent of this cavity, and Mod 1123 fits a new connection

on the 05 module that a pressure gauge can be installed to set the shop

air pressure to the bearing cavity.

Service experience has shown that the combination of these

modifications has greatly reduced the amount of oil ‘coking’ seen in

this bearing cavity.

H.P. Compressor – Stage 5 Vanes:

There have been incidents of High Cycle Fatigue cracking on Stage 5

H.P. Compressor Vanes. It has been associated with Operators who

experience extremely cold ambient conditions. It has also occurred

when the bleed valves have been way out of their schedule, or the

bleed valve controller has seized.

Mod 1275 introduces the ‘spade foot’ stator to overcome this problem.

DLE Combustor Noise: Mod 1313 has gone a long way toward reducing the ‘noise’ in the

DLE combustor. This modification introduces Asymmetric Fuel

Injectors in the Primary combustion area.

However, 30% of the engines still had unacceptable levels of noise.

Asymmetric or split Secondary Fuel Injectors are now being

introduced

Trent Background Information

The industrial Trent design uses much of the aero Trent 800 engine core with the addition of a

new two-stage low-pressure compressor (LPC) in lieu of the high-bypass wide-chord fan on the

aero Trent. The main difference is the radical change to the DLE combustion system with eight

can-type combustors that are reverse-flow combustion design, radially mounted, perpendicular to

the axis of rotation. The DLE concept has been designed in the industrial Trent upfront.

Initially, the unit had difficulty meeting 25 ppm NOx emissions. A Wet Low Emission (WLE)

version has been developed and has been running in the UK. On-line emissions monitoring

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controls water usage to meet emission levels for changes in power demand and ambient

conditions.

The 8-stage intermediate pressure compressor (IPC) and the 6-stage high-pressure compressor

(HPC) are identical to the Aero Trent 800. The HPT and IPT are also single stages and identical

to the Aero 800 Trent. The low-pressure turbine LPT incorporates five stages, of which the first

three stages are identical to the Aero 800 Trent. The last two stages have longer blades because

the low-pressure shaft system is a direct drive system rotating at lower speed than the aero and

the expansion ratio is higher. This increase in expansion ratio is due to the need to extract all the

available energy for power production in the industrial turbine while the aero version retains

some of this kinetic energy to provide thrust.

Like GE’s LM6000, the low-pressure spool rotates at 3600/3000 rpm and is directly coupled to

the generator. No reduction gearbox is required. For 50-Hertz operation, the stagger angle on

the low-pressure compressor blades are changed slightly and the LPC rotates at 3000 rpm. The

industrial Trent is unique in that it is the largest aero-derivative combustion turbine in the world

at 51.2 MW and incorporates the three-shaft arrangement in both the compressor and turbine

sections. The industrial Trent is a hot end drive.

The three-shaft arrangement provides for better stage matching and performance since each

spool is optimized and allows for more efficient operation than an equivalent 2-spool turbine.

This design results in fewer stages, fewer airflow regulating provisions such as variable stators

and bleeds, a shorter turbine, and a high degree of modularity with its attendant benefits during

maintenance.

Figure 2-2

Industrial Trent

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The fundamental feature of the aero-derived turbine is its modularity. The industrial Trent

consists of 6 prebalanced and interchangeable modules. A module can be removed and replaced

with a module from the module pool and operations resumed without any other work being

necessary. This offers considerable benefits to a user in terms of reduced spares inventory,

increased availability, and the ability to defer refurbishment costs. Some users might choose to

send the entire engine back to a repair depot where the module changes can be made more easily.

There are over 10 units currently operating in power generation service, with at least 5 of those

in combined-cycle service. Other Trent engines have been sold for gas compression duty. At

about 40-42% efficiency, the Trent engine is currently the most efficient engine in its size

category of 50-58 MW.

The engine requires a 12 hour cool down cycle. It may use an External Heat Exchanger for

cooling air to blades and vanes.

Trent Maintenance Approach

As with the RB211, the industrial Trent engine package is designed for ease of maintenance.

Currently, all Trent engines are maintained under long-term maintenance contracts. Scheduled

maintenance occurs as follows:

• 4,000 Hour (or 6 month) Intermediate Maintenance: boroscope inspection of hot section

components

• 8,000 Hour (or annual) Annual Maintenance: boroscope inspection, plus functional checks of

gas turbine package systems and safety checks of equipment and control system

• 25,000 Hour HP/IP Core Replacement: includes annual maintenance, plus

refurbishment/replacement of worn parts and re-coating of parts as required.

• 50,000 Hour Whole Engine Replacement: includes annual maintenance, plus a total engine

strip and refurbishment of all parts, which extends engine life through a second 50,000 hour

interval.

Modules can be swapped out in the field in as little as 72 hours. The unit can be easily split into

3 portions: the LP compressor, the HP/IP core, and the LP turbine.

Avon Background Information

The industrial Avon engine, introduced in 1964, has seen more than a 44% increase in power

rating and improvement of over 14% in efficiency in the last 40 years. The current model, the

Avon-2656, produces 15.6 MW at 30.3% efficiency. Cumulatively, the Avon in its various

applications has more than 1,200 installed units with over 53 million operating hours. In

electrical power generation, there are approximately 529 units with over 11 million operating

hours. A recently announced upgrade will provide an additional 6-8% capacity and about 3

percentage points higher efficiency.

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The 17 stage gas generator provides a compression ratio of 8.8:1 and is driven by a 3 stage

turbine. The 2 stage power turbine drives a 4-pole generator at 1500-1800 rpm, similar to the

RB211.

Although some new units are sold each year, the product line appears to be phasing out for

electrical generation applications. Rolls-Royce provides continuing support for the relatively

large existing fleet. Furthermore, several upgrades have been implemented: the swirler burner

for improved handling of liquids in otherwise gaseous fuel (similar to the upgraded diffusion

burner for the RB211), and improved components for increased power and efficiency. Even

though a DLE combustor was previously announced for the Avon, that work is apparently not

going forward. Although standardized skid-mount packages are being developed for the RB211

and Trent, the effort for a highly-engineered Avon package is not anticipated.

Unlike the maintenance schedule for the RB211 and Trent engines, the Avon is refurbished at

roughly 30,000 and 60,000 hours, while undergoing a comprehensive overhaul at 90,000-

100,000 hours. The standard turnaround time is 40 days.

Pedigree Matrix for the RB211 and Trent 60 Engines

This section provides a review of the Pedigree Matrix developed for the Rolls-Royce RB211 and

Trent industrial combustion turbine product line currently relevant for new electrical generation

projects. The Pedigree Matrix is structured to show the distinguishing characteristics of the

selected models, and the significant or major design changes from each model.

The Pedigree Matrix for the Rolls-Royce RB211-6562, RB211-6761 (Uprate), and the Trent 60

current production industrial units is provided in the following table. Items with gray

background highlight areas of significant design changes compared with previous designs from

the manufacturer.

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Table 2-1

Pedigree Matrix: Rolls-Royce RB211-6562, RB211-6761, Trent 60 (DLE and WLE) Engine Design Characteristics

Design

Characteristic

RB211 – 6562

(RB211-24G Gas Generator

with RT62 Power Turbine)

RB211 – 6761

(RB211-24GT Gas

Generator with RT61 Power

Turbine)

Trent 60 DLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Trent 60 WLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Reliability, Maintainability, Durability

Comments

Distinguishing

Features

Standard Annular

Combustor

(Non - DLE) 5 Modules,

Free Power Turbine,

External Gearbox

DLE Combustor Option

More efficient Power

Turbine

DLE Combustor, 3 Spools

with 6 Modules , LP

Turbine drives Generator

and LP Compressor

Directly

Std. Diffusion Combustor

with Water Injection, 3

Spools with 6 Modules ,

LP Turbine drives

Generator and LP

Compressor Directly

Fully interchangeable modules with advanced

condition monitoring techniques allows high levels

of availability with a minimum of downtime.

Year of

Introduction

1993 (DLE option in 1994)

Original RB211 Model 1980

RB211-6556 Model 1990

(-24C GG with RT56 PT)

2000

RB211-6762 Model (-24G

Gas Generator and

RT62 Free Turbine) 1999

1997

(was initially named Trent 50) 2002

Approximate

Fleet Size

240 RB211-24G

Total of 400+ RB211

incl. 260+ mech. drive and

80+ Power Generation

68 DLE engines.

All Existing Units can be

Retro-Fitted

New “short style” DLE

reduces dynamics

10+ Total Operating

1 in Ontario, Canada

5 in the UK

1 in Denmark

5 Ordered for Power

Generation

1

Four (4) development

engines running

Designed for maintenance with full modular

features and five interchangeable modules

Designed with condition monitoring system and

multiple borescope ports

Modules are light weight and easily transportable

Output, ISO, Gas

Fuel

28.8 MW (50 Hz or 60 Hz)

27.5 MW (DLE) 32.1 MW (50 Hz or 60 Hz)

51.5 MW (50 Hz)

51.7 MW (60 Hz)

(58 MW max.)

58 MW (50 Hz)

58 MW (60 Hz)

Utilized on 220 onshore applications and 120

offshore applications

Heat Rate, ISO,

LHV

9,226 Btu/kWh

(9,734 kJ/kWh)

9,415 Btu/kWh DLE

(9,933 kJ/kWh)

8,680 Btu/kWh

(9,158 kJ/kWh)

8,104 Btu/kWh

(8,488 kJ/kWh) 50 Hz

8,138 Btu/kWh

(8,530 kJ,/kWh) 60 Hz

Approx. 8,400 BTU/kWh

(8,900 kJ/kWh)

Firing

Temperature

2128 oF

1164 oC

2250 oF

1232 oC

HPT Inlet 2250 oF

1232 oC

HPT Inlet 2250 oF ?

1232 oC ?

Thermal

Efficiency, ISO,

Gas Fuel

36.2% 39.3% 42.1% 41.0%

Industry leading efficiency and reliability are

achieved by incorporating the latest technological

advances proven in the flight engine.

Efficiency and flexibility makes this design also

well-suited for pipeline operation

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Design

Characteristic

RB211 – 6562

(RB211-24G Gas Generator

with RT62 Power Turbine)

RB211 – 6761

(RB211-24GT Gas

Generator with RT61 Power

Turbine)

Trent 60 DLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Trent 60 WLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Reliability, Maintainability, Durability

Comments

Exhaust Flow,

ISO, Gas Fuel

208.7 lb/sec

94.5 kg/sec

207.4 lb/sec

94.0 kg/sec

351 lb/sec

159 kg/sec

358 lb/sec

163 kg/sec

Exhaust

Temperature,

ISO, Gas Fuel

916 F

492 C

941 F

505 C

LPT Outlet Temp 801 F

427 C

LPT Outlet Temp 813 F

434 C

Compression

Ratio -

Compressor

Discharge to Inlet

20.8:1 21.0:1 35.0:1 35.5 : 1

Output End

(Drive End)

Hot End Driven by RT 62

power turbine through

reduction gearbox @

4880/1800/1500

Hot End RT61 Power Turbine

driven through reduction

gearbox 4800/1800/1500

Hot End directly driven by

LPT at 3600/3000

(Stagger on LPC blades

changed for 3000 rpm

operation)

Hot End directly driven by

LPT at 3600/3000

(Stagger on LPC blades

changed for 3000 rpm

operation)

Compressor

Stages

7 stage LP/IPC

6 stage HPC

7 stage LP/IPC

6 stage HPC same as Aero

Trent 700

LPC 2 Stages

IPC 8 Stages

HPC 6 Stages

LPC 2 Stages

IPC 8 Stages

HPC 6 Stages

Extractions Bleed Valves Rear IPC

Bleed Valves Center HPC

LPC 18 Exit Bleed Doors

IPC 4 Bleed Doors Stage 8

HPC 3 Bleed Doors Stage 3

LPC 18 Exit Bleed Doors

IPC 4 Bleed Doors Stage 8

HPC 3 Bleed Doors Stage 3

Accessories Gas / Air or hydraulic starters

are available

Anti-Icing feature deleted.

Continuous pulse air filter

used to minimize icing.

Gas / Air or hydraulic starters

are available

Gearbox mounted main

lubrication oil pump and the

starter/clutch assembly drive

shafts

Speed probes and manual

rotation feature

Gearbox mounted main

lubrication oil pump and the

starter/clutch assembly drive

shafts

Speed probes and manual

rotation feature

The inlet contains two rings of 20 nozzles each;

the inboard ring is used for off-line water wash

and the outboard ring is used for on-line water

washes.

Bearings,

Number and

Type. (all)

Continuously

Lubricated

IP Rotor 3 Bearings

HP Rotor 3 Bearings

Thrust Bearing Double Ball

(Duplex)

IP Rotor 3 Bearings

HP Rotor 3 Bearings

Thrust Bearing Double Ball

(Duplex)

3 Thrust (Ball) Bearings

5 Roller (Cylindrical Roller

Bearings

3 Thrust (Ball) Bearings

5 Roller (Cylindrical Roller

Bearings

Uses aircraft anti-friction rolling element bearing

lubricated by synthetic fluids. The industrial

power turbine uses mineral oil and requires

separate oil system

Starting Times:

to breaker

closure

to full load

Total time

8 Minutes to purge and

warm-up

2 minutes to baseload

10 Minutes Total for Start

8 Minutes to purge and

warm-up

2 minutes to baseload

10 Minutes Total for Start

16 minutes including Purge

and Warm-up;

10 minutes to Baseload

25-30 minutes Total for Start

10 minutes fast start to full

load

(no life limitation)

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2-13

Design

Characteristic

RB211 – 6562

(RB211-24G Gas Generator

with RT62 Power Turbine)

RB211 – 6761

(RB211-24GT Gas

Generator with RT61 Power

Turbine)

Trent 60 DLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Trent 60 WLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Reliability, Maintainability, Durability

Comments

Starting Means Hydraulic Starter via radial

drive gearbox on HPC

Hydraulic Starter via radial

drive gearbox on HPC

Hydraulic Starter

(250 kW motor)

Hydraulic Starter

(250 kW motor)

Compressor

Variable Stages 1 stage of 34 VIGV's

1 stage Solid Variable Inlet

Guide Vane (VIGV)

Revised VIGV Control

RVDT (Rotary Variable Diff.

Transformer)

IGVs in Front of the LPC

IPC has Stage 1 VIGV's

IPC has 2 rows of VSVs

HPC has no variable stators

IGVs in Front of the LPC

IPC has Stage 1 VIGV's

IPC has 2 rows of VSVs

HPC has no variable stators

Compressor

Blades

LPC Titanium Blades coated

with Sermetel "W"; HPC

Blades Stage 1 Ti, Stg 2-6

Stainless Steel

LPC Blades-Titanium

IPC Blades-Titanium

HPC Blades 1,2 - Titanium

HPC Blades 3,4,5 - Nimonic

LPC Blades-Titanium

IPC Blades-Titanium

HPC Blades 1,2 - Titanium

HPC Blades 3,4,5 - Nimonic

Compressor

Vanes

First stage (34) VIGV's,

Stages 2 thru 7 fixed on IP

Compressor. 6 fixed stages

of stators in the HP

Compressor

Redesigned Stage 5 stator,

Hard-faced stage 6 stator,

First stage (34) VIGV's,

Stages 2 thru 7 fixed on IP

Compressor. 6 fixed stages

of stators in the HP

Compressor Revised OGV

ring ( Stage 7) fitted to IP

Compressor.

LP - 1 variable 2 fixed

IP 2 Variable 7 fixed HP 8

fixed

LP - 1 variable 2 fixed

IP 2 Variable 7 fixed HP 8

fixed

Compressor

Rotor

IPC Welded Drum SS & Ti

HPC Welded Drum Ti Trent 800 HPC Compressor

LPC Operates at 3600 or

3000 RPM without the need

for a reduction gear. The

LPC blades are changed for

50 Hz Operation.

LP - 2 Stage IP - 8 Stage

HP - 6 stages

LPC Operates at 3600 or

3000 RPM without the need

for a reduction gear. The

LPC blades are changed for

50 Hz Operation.

LP - 2 Stage IP - 8 Stage

HP - 6 stages

Compressor

Casings

Air Intake Al Alloy Casting

IPC Casing Al Alloy Casting

HPC 12% Cr SS

Single Skin Inlet Bullet-nose

with the elimination of anti-

icing (-24G and -24GT)

LPC Outer Case is Split to

Access the LPC Stators

LPC Outer Case is Split to

Access the LPC Stators

Turbine Casings Turbine Casing Nimonic PE.

16

Single Piece Frame Turbine

Support

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Rolls-Royce Aero-Derivative Combustion Turbine Background

2-14

Design

Characteristic

RB211 – 6562

(RB211-24G Gas Generator

with RT62 Power Turbine)

RB211 – 6761

(RB211-24GT Gas

Generator with RT61 Power

Turbine)

Trent 60 DLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Trent 60 WLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Reliability, Maintainability, Durability

Comments

Turbine Vanes -

HP

Mar-M-002, Sermaloy J

coating, air-cooled

Mar-M-002, Sermaloy J

coating, air-cooled

MarM002, Pt-Al coating, air-

cooled

Identical to the Aero 800

except for minor film cooling

modification

MarM002, Pt-Al coating, air-

cooled

Identical to the Aero 800

except for minor film cooling

modification

Typically performs Hot Gas Path Inspections at

25,000 fired hours and turbine overhauls at

50,000 fired hours

Turbine Vanes -

IP C1023, Sermaloy J coating C1023, Sermaloy J coating MarM002, Pt-Al coating

Identical to the Aero 800

MarM002, Pt-Al coating

Identical to the Aero 800

Turbine Vanes -

LP

(see Power Turbine

description)

(see Power Turbine

description)

LPT-1,2 MarM002

LPT-3 C1023

LPT-4, 5 IN738LC

LPT-1,2 MarM002

LPT-3 C1023

LPT-4, 5 IN738LC

Turbine Blades -

HP

HPT-1 CMSX4 DS, Sermaloy

1515 coating, air-cooled

(upgrade from RB211 -24C)

Identical to the Aero RB211-

524G/H-T

HPT-1 CMSX4 Single

Crystal,

Sermaloy J Coating, air-

cooled

(was MarM002 with Pt-Al for -

24G prior to upgrade)

Identical to the Aero 800 - Air

Cooled

HPT Blades CMSX4, Single

Crystal

Platinum-Aluminide Coating

(cooling air from HPC-6)

Identical to the Aero 800 - Air

Cooled

HPT Blades CMSX4, Single

Crystal

Platinum-Aluminide Coating

(cooling air from HPC-6)

Uses blades directly from Trent 800, minor

changes in the film cooling pattern on the HP

Nozzle

Turbine Blades -

IP

Stage 1 LPT Blades CMSX4

(Directionally Solidified),

Coated with Sermaloy 1515

(upgrade from RB211 -24C)

Stage 1 LPT Blades CMSX4

(Directionally Solidified),

Coated with Sermaloy 1515

Identical to the Aero 800 -

Uncooled

IPT Blades RR3000,

directionally-solidified

(proprietary nickel-based

super-alloy)

Platinum-Aluminide Coating

Identical to the Aero 800 -

Uncooled

IPT Blades RR3000,

directionally-solidified

(proprietary nickel-based

super-alloy)

Platinum-Aluminide Coating

Turbine Blades -

LP

(see Power Turbine

Description)

(see Power Turbine

Description)

The first three stages of the

LPT are identical to Aero 800;

the last two stages have

increased expansion ratio to

extract all of the available

energy from the gas stream

for power production, having

larger gas path area and a

lower exit Mach Number than

the Aero 800

LPT-1 MarM002 LPT-2,3

IN713 LPT-4, 5 IN718

The first three stages of the

LPT are identical to Aero 800;

the last two stages have

increased expansion ratio to

extract all of the available

energy from the gas stream

for power production, having

larger gas path area and a

lower exit Mach Number than

the Aero 800

LPT-1 MarM002 LPT-2,3

IN713 LPT-4, 5 IN718

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2-15

Design

Characteristic

RB211 – 6562

(RB211-24G Gas Generator

with RT62 Power Turbine)

RB211 – 6761

(RB211-24GT Gas

Generator with RT61 Power

Turbine)

Trent 60 DLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Trent 60 WLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Reliability, Maintainability, Durability

Comments

Turbine Rotor (see Power Turbine

Description)

(see Power Turbine

Description)

HPT 1 Stage, IPT 1 Stage

LPT 5 Stages with aft 2

stages functioning as a

Power Turbine

HPT 1 Stage, IPT 1 Stage

LPT 5 Stages with aft 2

stages functioning as a

Power Turbine

PT Free Power

Turbine

(Industrial Type)

RT62 Introduced 1982;

Two stage PT with industrial

thrust & journal bearing

RT61 Introduced in 1997;

Three Stage PT unit with

industrial thrust and journal

bearings

(see LP Turbine Description) (see LP Turbine Description)

PT Casings

Pedestal base that supports

both PT & GG assemblies

Strutless inlet & exhaust

diffusers

Lighter weight unit with

modular construction (5) (see LP Turbine Description) (see LP Turbine Description)

PT Nozzle Vanes Stage 1 vanes Rene' 80

Stage 2 vanes U - 500

46 First Stage Nozzle Vanes

Rene' 80

60 Second Stage Nozzle

Vanes U-500

60 Third Stage Nozzle Vanes

N-155

(see LP Turbine Description) (see LP Turbine Description)

PT Rotor

Shaft AISI 4340 high tensile

Ni Cr Mo Alloy Steel

(Overhung design)

Shaft AISI 4340 high tensile

Ni Cr No Alloy Steel

(Overhung design)

(see LP Turbine Description) (see LP Turbine Description)

PT Rotor Blades

1st stage blades: Rene' 80

(83 count)

2nd stage blades U-500

(83 count)

1st Stage Blades:Rene' 80

(83 count)

2nd Stage Blades U-500

(79 count)

3rd Stage Blades N-155

(71 count)

Interlocking, shrouded blades

with honeycomb tip seals

(see LP Turbine Description) (see LP Turbine Description)

PT Rotor Disks Both disks INCO 901 Ni Co

Base Alloy

Disks are joined with Curvic

Couplings

Inco 901

(see LP Turbine Description) (see LP Turbine Description)

PT Bearings &

Seals

Kingsbury type Thrust

Bearing (1)

Tilting Pad type Journal

Bearings (2)

Labyrinth Seals (SS)

Kingsbury Type Thrust

Bearing (1)

Tilting Pad Type Journal

Bearings (2)

Labyrinth Seals (SS)

(see LP Turbine Description) (see LP Turbine Description)

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Rolls-Royce Aero-Derivative Combustion Turbine Background

2-16

Design

Characteristic

RB211 – 6562

(RB211-24G Gas Generator

with RT62 Power Turbine)

RB211 – 6761

(RB211-24GT Gas

Generator with RT61 Power

Turbine)

Trent 60 DLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Trent 60 WLE

(Derivative of AERO 800 on

Boeing 777 and Airbus

A330)

Reliability, Maintainability, Durability

Comments

Distinguishing

Features

(from earlier

models)

RT62 Power Turbine

Single Crystal Turbine Blades

(HPT & IPT)

Radial Can-Annular DLE

Combustor

The Radial DLE combustor is

a radical departure from the

aero version with DLE

designed in up front

Phase 5 annular combustor

(similar to Aero Trent)

Number of

Combustors

Single fully annular

combustor with steel outer

casing and NIMONIC 263

liner

Eighteen fuel nozzles

Series Staged 9 Can Type

DLE radially mounted pre-mix

lean burner chambers with a

single fuel injector for each

can

8 Can Type DLE with reverse

flow Perpendicular to the Axis

of Rotation

3 stage lean burn DLE

Combustor Materials-INCO

625 and Haynes 230

24? fuel burners on standard

Phase 5 Combustor

Dual Fuel Capable

Emission

Capabilities 170+ ppmv NOx @ 15% O2

DLE 25 vppm NOx on gas

42 vppm NOx on liquid fuel

with water injection

25 ppm CO

25 ppmv NOx, 25 ppmv CO

at 15% O2 on gas

Water injection is required for

LF operation

NOx - 25 vppm

CO < 32 vppm

(diffusion burner with water

injection)

DLE combustor uses 2 stages with precise control

of the fuel flow division rather than trying to

control the air flow

RB211 has over 250,000 DLE fired hours of

operation

Emission

Abatement

Configuration

Standard combustor - DLE

retrofit available?

DLE Combustion System -

Standard Combustor

Available?

DLE Combustion System Water injection thru combined

fuel / water injectors RB211 uses WI for NOx control on LF

Control System Flexitrend by En-Tronic Flexitrend by En-Tronic Woodward Woodward

Utilizes time proven control systems with digital

electronics

Proven operation in remote areas with operator-

less control and protection.

Options

Integrated auxiliary drive fro

lube oil, seal oil and hydraulic

systems

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3

RELIABILITY, AVAILABILITY AND MAINTAINABILITY

Data Analysis: Rolls-Royce Aero-derivative Engines

This chapter provides statistical evaluation of the Reliability, Availability, and Maintainability

(RAM) performance of the Rolls-Royce Avon, RB211, and Trent machines in power generation

applications. The fleet is represented by units that report to the Operational Reliability Analysis

Program (ORAP) managed by Strategic Power Systems (SPS). RAM data is reported to ORAP

on a voluntary basis and therefore not all units in a particular fleet are represented. To the extent

that the data is based on a substantial number of the fleet units in a particular category, the results

are representative statistical sampling of that fleet. See Appendices for details about ORAP and

RAM statistics.

Simple cycle plant statistics are provided in this report because the focus is on the combustion

turbine. The impact of the combustion turbine and its interaction with the operation and

maintenance of the plant is considered the prime issue. Other studies examine the balance of

plant RAM for combined cycles, including the HRSG and steam turbines.

For most models, the majority of the units reporting in the ORAP database are baseload electric

or cogenerators, although the smaller capacity models also have a substantial number of units in

simple cycle mode for peaking duty. The units currently performing cycling duty formerly were

baseloaded units and have recently transitioned to cycling duty. At a site with a single unit the

tendency of the cycling unit is to shutdown for the weekend. At sites with multiple units the

tendency of the cycling units is shutdown on a rotating schedule. Some of the units run for

longer fired hours per start, then shutdown on the third night and restart in the morning to

minimize the total number of on-off cycles.

The maintenance philosophy implemented by the OEMs and Users has a direct impact on RAM

and is the leading cause of a plant’s unavailability. The demand and use of a combustion turbine

greatly influences these decisions but unavailability is a User/OEM controlled parameter of when

and how scheduled and unscheduled maintenance is performed. For instance, plants that are

simple cycle peakers may have less incentive to minimize the time required to perform scheduled

maintenance, and therefore have lower availability than baseload units of the same model. For

peakers, reliability and availability are most critical during seasons in which electricity prices are

at a premium.

This report contains a summary of RAM statistics available at the time of publication. More

detailed statistics, including future annual updates, are available to current project 80.002 funders

via electronic download from www.epri.com. Login is required. Proceed to Program 80 in the

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Generation area, Strategic Generation Options and go to Newsletters/ Program Updates under the

Research Area Updates section in the left sidebar.

RAM Statistics: Avon, RB211 and Trent - All Duties

Data from the Operational Reliability Analysis Program (ORAP) was utilized to provide

statistics on Rolls-Royce engines. The following table summarizes the characteristics for the

Rolls-Royce fleet as represented by the units reporting to ORAP. The statistics are for all units

reporting that meet SPS criteria for inclusion in the database for a particular year. As such, they

are a subset of Rolls-Royce entire operating fleet. 2005 is the first year in which Rolls-Royce

data is available in ORAP; therefore trending over time is not available.

Table 3-1

RAM Statistics: Fleet Characteristics for Avon, RB211, and Trent

Avon RB211 Trent

Time Period 1 Year: 2005 1 Year: 2005 2 Years: 2004, 2005

No. of Units 6 10 4, 8

Unit-Years 4.2 8.1 11.1

Period Hours 36,790 70,960 97,240

Fired Hours 29,700 45,250 18,860

Service Factor 81% 64% 19%

Units that report for less than 100% of the time period result in partial unit-year data. Units

reporting less than 70% of a calendar year are typically excluded from the data set. Note that

this data set represents a limited sampling of engines in each model type and therefore the RAM

statistics may not accurately represent the larger fleet.

The following table summarizes the combined duty RAM statistics for the Rolls-Royce fleet

reporting to ORAP.

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Table 3-2

RAM Statistics for Roll-Royce Avon, RB211 and Trent Engines – All Duties

Model

& Year Availability

(%) Reliability

(%) Service

Factor

(%)

Service

Hours/Start Starting

Reliability

(%)

Average

Load

(MW)

Forced

Outage

Factor

(%)

Scheduled

Outage

Factor (%)

Unscheduled

Outage

Factor (%)

Mean

Time

Between

Failure

(Hours)

Mean

Time

To

Repair

(Hours)

Avon

2005 97.5 99.4 81 215 93 N/A 0.6 1.7 0.2 423 3

RB211

2005 83.4 86.8 64 159 97 20 13.2 2.9 0.5 285 453

Trent

2004 82.1 86.1 24 28 82 47 13.9 3.9 0.1 59 18

Trent

2005 75.0 88.7 17 14 87 46 11.3 4.9 8.8 38 35

Average values compiled from Operational Reliability Analysis Program (ORAP). 2005. MTBF and MTTR include both forced and unscheduled Maintenance

hours. High MTBF of RB211 due to a single event requiring 4,416 hours before restored to operation.

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Additional RB 211 Operating Statistics

The following table provides average Reliability and Availability statistics for a limited number

of RB 211 engines based on a one-year operational study. Statistical values are from sources

other than ORAP and have not been verified.

Table 3-3

Additional RB 211 Operating Statistics

Type # Number of Units Service Factor Availability % Reliability %

24 A 9 56.4 90.2 98.3

24 C 21 61.07 90.2 98.6

24 G 13 52.26 98.0 99.5

24G DLE 16 71.8 95.9 99.8

Avg. of Fleet 93.6% 99.0%

Avg. of -24G & DLE 97.0% 99.8%

RAM Assessment

The typical benchmark for mature heavy-duty and aero-derivative engines is 99% reliability,

94% availability and 95% starting reliability, on average. The Avon exceeds these minimum

expectations; however, the RB211 and Trent machines, as represented by these particular fleets

reporting to ORAP, do not meet benchmark values. Furthermore, the Trent does not meet

expectations for starting reliability. Since the Trent engines in this sample appear to be in

peaking service, starting reliability is a critical factor as well. Again, caution is advised since the

number of units in the ORAP statistical sample is relatively small, particularly for the Avon and

RB211 engines. The single year operational study data on RB211 engines shows more favorable

availability and reliability statistics, particularly for the later sub-model type G.

Conclusion

The aero-derivatives are generally classified as “under 50 MW”. The industrial Trent breaks that

barrier and is the word’s largest aero-derivative combustion turbine at 51.2 MW. The heritage of

the aero-derivatives leads to the inherent development of flexible, high power density, and highly

efficient industrial combustion turbines. By their very nature they are generally more complex

and more exotic than the frame type (heavy duty) industrial combustion turbine. The frame type

industrial combustion turbine, however, is adopting much of the aero technology to the point that

there is a similarity of the flow paths cooling schemes, coatings, and combustion technologies.

The limiting factor is not the transfer of technology but in the manufacturing of frame size

components from the aero size components.

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The review of the frame pedigree matrices in a previous EPRI Report TR-114081, “Gas Turbine

Design Evolution and Risk” clearly shows a high degree of commonality between the design of a

frame unit and an aero-derivative unit. But at the same time, they are extremely different. One

cannot operate a frame unit like an aero-derivative and visa versa. Also, the modularity with

small sizes and lighter weights promote “repair by replacement” philosophy as part of the aero-

derived heritage. The User must accept the “repair by replacement” philosophy and understand

the inherent design features of the aero-derivatives. The prime features are multi-spools and

multiple main rolling element shaft bearings. The lubrication system uses synthetic lubricating

fluid and the turbine requires high degree of purity and cleanliness. The aero-derivative

combustion turbine with more variable geometry, control devices, and accessories experiences

approximately twice the number of forced outages as the frame units. But, because of the aero-

derivative’s inherent maintenance features, the turbine can generally be restored to operation in

half the time as a similar frame outage. Therefore, the net downtime is the same for aero-

derivatives and frame turbines (i.e. the Forced Outage Factors (FOF) are roughly equivalent).

The main difference is the downtime associated with major outages requiring disassembly and

repair of the frame units on site.

The inherent design of the aero-derivative industrial combustion turbine is generally more

complex and exotic and has more parts and more moving parts to fail. The aero-derivative

industrial combustion turbine also has more instrumentation to allow for designed control and

protection. Due to its heritage, it is easier to repair and return to service.

The aero-derivative’s greatest asset is its modularity. With complete interchangeability of like

modules and line replaceable components, it relies on a maintenance philosophy called “repair

by replacement”. The Rolls-Royce aero flight engines have a long history of being the world’s

most powerful and reliable turbines. The industrial versions of these engines are continuing that

tradition and are some of the world’s most powerful and reliable industrial turbines.

The features outlined below represent the major differences between aero-derivatives and frame

units, other than their power density:

• Modularity, promoting repair by replacement

• Aircraft heritage for fast starting and tolerance to cycling

• Ease of maintenance

• High performance and efficiency

Some long-term problems associated with aero-derivatives include:

• Bearing and seals requiring monitoring and conditioning equipment

• DLE combustion systems requiring refinement to meet stringent objectives

• Compressor sensitivity to stall or surge

Lastly, the repair cycle and actual costs to achieve high availability must be accounted for in life

cycle evaluations. The cost of membership into a lease program, the cost of leased turbine

usage, and the cost of repair to the Users turbine has to be considered and assessed by the Users.

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4

BIBLIOGRAPHY

Literature Citations

• “New applications for Trent”, Turbomachinery International, Sept/Oct 2005, pp 9-12.

• T. Scarinci and C. Barkey (Rolls-Royce Canada), “Dry Low Emissions Technology for

the Trent 50 Gas Turbine”, paper presented at Power-Gen Europe, Barcelona, Spain, May

2004.

• “Dedicated facilities built for Avon and RB211 overhauls and repairs” (Rolls Wood

Group in Aberdeen, Scotland), Gas Turbine World, Apr/May 2004, pp 24-26.

• “Rolls-Royce Expands Allison Turbine Users Association”, Turbomachinery

International, Nov/Dec 2002 pp 30-31.

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A

KNOWN ISSUES

Table A-1

Listing of Known Issues for Rolls-Royce Units

Issue Symptom Comments

Ancillary Package

Design Numerous Deficiencies Cooper Bessemer, now part of Rolls-Royce,

packaged the unit as a Coberra 6256 and

then, with the higher powered machines, the

Coberra 6562 unit. The troublesome Lube

Oil skid problems have now been resolved.

Westinghouse also offered a package design

known as the EconoPac concept. While the

turbine performed very well, there were

problems with some aspects of the initial

package design, which were corrected by

RR.

Digital Control

System Upgrade Software and card

problems The new Entronics, (now part of Rolls-

Royce), control system required software

and card changes with introductory units (as

with any new product introduction that has

not yet been widely tested)

DLE Combustion Acoustics Initially the DLE technology produced

unacceptable acoustic problem within the

DLE combustion system. Modifications and

testing are being introduced to eliminate

these problems.

DLE Combustion -

Trent NOx Emissions The Trent DLE has had difficulty meeting 25

ppm NOx emissions guarantees. A new DLE

design is expected in 2003 to resolve the

issue.

Combustor

Module Casing -

Trent

Gas Leakage –

Maximum Power

Derating

A revised casing for the Trent DLE

combustor module is expected in 2003 to

resolve this issue. Until then the maximum

pressure ratio during cold day operation is

limited.

General - Trent Numerous Deficiencies Numerous problems occurring on the lead

machine (Whitby Cogen) in 1996-1999 –

resolutions indicated. Details unknown.

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B

RB 211 MAINTENANCE SCOPE

RB 211 - 2,000 Hour Inspection

• Carry out a soak wash of the engine’s compressor.

• On completion of the above;

− Inspect the Intake Flare for any cracks or damage

− Examine the Variable Intake Guide Vanes (VIGV’s) and visible

− Compressor Blades for nicks, dents and foreign object damage.

− Clean up the floor and ensure items are removed from the plenum.

• Remove and inspect the oil scavenge block Magnetic Chip Detectors.

− Refer to the RB 211 Maintenance Manual for go and no go limits on any metallic

contamination.

• Fit new ‘O’ rings to the mag plugs before reinstalling same. (Service Bulletin # 108)

• Remove and clean the gas generator mounted lube oil filters (if installed).

• Check the security of all accessible connections, clamps, brackets, locking devices and nuts.

• Check all external pipes, conduit, and electrical leads for evidence of frettage or wear. Gas

fuel ‘flex’ pipes are very susceptible to this problem.

• Examine the exterior of the engine casings for signs of air or oil leaks. Also check for

cracks, dents distortion and hot spots.

• Check the level of the oil in the lube oil reservoir tank. Replenish as required.

• Ensure the static seal of the VIGV Master Ram has sufficient oil in it.

• Remove a sample of lube oil and send it for analysis and oil acidity reading.

RB 211 - 8,000 Hour Inspection

• Ensure that all applicable Service Bulletins and Service Information Letters are carried out

on both the Gas Generator and the Lube Oil Console.

• Carry out all the 2,000 hour inspections, including a soak wash of the engine compressor.

• Check the Nose Bullet as per Chapter 6 of the Maintenance Manual (M/M) Vol. 1.

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• Conduct a full internal borescope examination of the engine. Refer to the M/M Volume 1,

Chapter 6. for reference and allowable limits of any nicks, dents or other foreign object

damage found.

• Examine all borescope blanking plugs, which extend into the gas generator, for frettage and

wear. Any major frettage should be investigated and the plug changed.

• Examine the rubber flexible joint seal between the Intake Flare and the engine flange.

• Check the variable inlet guide vane (VIGV) operating mechanism for freedom of movement

and security of linkages. Inspect the VIGV bushes for wear.

• Check the security and condition of the VIGV high and low speed stops.

• Remove and check the Blow Off Valve (BOV) Control Solenoid. Refer to the M/M Vol.1,

Chapter 6 and Service Bulletin # 54.

• On RB 211 – 24’A’ & ‘C’ engines, visually inspect and service the VIGV Master Ram

assembly, as per the M/M Vol.1, Chapter 6, Paragraphs 11 & 12.

• On the Master Ram assembly, remove the P2 air splitter housing and carefully clean the

needle valve and seat. Do not adjust the Ram.

• Remove and clean the HP 3 air filter.

• Remove and check the discharge rate of the Igniter Plugs. Change one or both as required.

• If it is still installed, remove and clean the gas generator mounted lube oil filter. Reference

should be made to Service Bulletin # 55.

• Check the functioning and calibration of the Vibration Monitoring equipment. The M/M

Vol. 1, Chapter 6 details this check. Replace any components as required.

• A DC resistance and insulation test should be carried out on all of the engines electrical

components.

• Check and service the Davis Vent valve. The seal replacement is detailed in Service Bulletin

# 104. Valve connections are detailed in M/M Chapter 2.

• Check the Gas Starter and associated pipework for any evidence of oil leaks.

• Change the Main Lube Oil Skid mounted Filters. Refer to the Maintenance and Parts Manual

Off-Engine Parts, Vol. 1A, Part 1A, Chapter 4.

• On the Mark 2 Console, clean or replace the in line filter to the Pegasus Valve.

• On the Mark 3 Console, clean or replace the in line filter to the MOOG Valve.

• Check the inert gas pressure of the lube oil system accumulator.

• Replace the inlet filter to the fuel valve actuator.

• Perform a function check on the high-speed shut-off cock in the fuel skid.

• It is recommended that a check of all pressure switches, solenoids, heaters, thermostats, and

electrical equipment, mounted off engine, be carried out as per the manufacture’s

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instructions. These instructions and checks are to be found in the Maintenance and Parts

Manual, off-engine parts, Volume 1A, Part 1A, Chapter 3 and Chapter 3 of Part 2A.

• On re-start of the engine, carryout an airflow control system check. Chapter 7, paragraph 4

in the Maintenance Manual gives the full details.

RB 211 - Midlife Workscope

To conducted schedules maintenance of the engine and overhaul of the 04 Module plus the I.P.

Stage 5, 6 and 7 (OGV Ring) Stator Vane assemblies at approximately 25,000 operating hours.

This work to be carried out at Customers premises if ‘POOL’ assemblies are available. The

same workscope would apply for a shop visit.

On Removal

• Conduct Engine Inspection, include external visual inspection and record any damage to the

engine accessories.

• List and report any missing parts or other visual abnormalities/conditions observed.

• Ensure rotating assemblies are free of rubs and/or stiffness.

• Bulk strip engine into modules.

01 Module:

• Visually inspect, in the bulk strip condition, Front Roller Bearing, Abradable Seals, Variable

Inlet Guide Vanes, Actuating Ring and IGV ram.

• Electrically check the N1 Magnetic Speed Sensors and electrical connector.

• Visually Inspect Diaphragm Seal, Cylinder and Cover Abradable Seals.

02 Module:

• Remove the I.P. Compressor Half Casings from the Assembly

• Remove Stage 5 and 6 Stator Assemblies. Prepare these components for shipping to Vendor

for full overhaul to latest mod. Standard.

• Visually Inspect Compressor Half Casings and Stage 1 to 4 Stators in the Bulk Strip

Condition (i.e. Check Blade Path Linings, Stators and Inner Shrouds).

• Inspect the IPC Rotor as an Assembly.

• Rebuild the 02 Module using ‘POOL’ Assemblies.

03 Module:

• Remove the Stage 7 Outlet Guide Vane (OGV) Ring assembly. Prepare the component for

shipping to Vendor for full overhaul to the latest mod. Standard.

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• Visually inspect the remainder of the module in the bulk condition (i.e. Curvic Coupling,

thrust bearings).

• Electrically check the N2 Magnetic Speed Sensors and electrical connectors.

• Fit the ‘POOL’ OGV Ring Assembly

04 Module:

Prepare the 04 Module for shipping to Vendor. At Vendor Premises, the module will be

fully overhauled to this workscope.

• Overhaul in accordance with accepted standards.

• Dismantle to detail, clean and inspect.

• Visually and dimensionally, inspect the Burner Sealing Liners.

• Dimensionally inspect ALL of the abradable linings, renew where required.

• Comply with the following Repair Notes and Overhaul Information Alerts:

RN5003 Replacement of HP compressor curvic coupling joint bolts

RN5009 Renew HP compressor bolts in Jethete material at every

Ex-service strip

RN5016 Engine components life limitation data

RN5017 Log book cyclic life information

RN5020 Reduced cyclic life of specific HP compressor rotor Stages

to 2 disc assembly

RN5022 Restricted usage of Nimonic 80A fasteners

RN5024 HP turbine blade check procedure

RN5033 Fatigue failures of compressor, turbine rotor blades and stator vanes

RN5036 Inspection of HP Compressor Stage 3 disc for corrosion

and cracking (at 48,000 hours)

RN5039 Inspection standard for HP turbine blades

0IA005 HPT blades for thermal cracking

0IA032 Stage 5 stator vane feet frettage

0IA035 Stage 5 stator vane failure

0IA037 Stage 5 stator vane platform gaps proforma

0IA043 Revised HP Turbine honeycomb seal clearances

TI30029 Re-protect the outer casing with Sermetal ‘W’

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Compressor Rotor HP (Section 1664)

• Inspect the HP compressor rotor path linings and incorporate modifications 1115 and 1189, if

required. Reprotect if necessary.

• Incorporate Mod 1167 - Improved bolt material on combustor.

• Replace the curvic coupling bolts in accordance with RN5003, if required.

• Inspect the HP compressor rotor blades, stators, and repair as necessary.

• Crack test the following components and reprotect if satisfactory:

Stage 1-2 HP Compressor Disc

Stage 3 HP Disc (RN5036)

Stage 4, 5 and 6

Stage 1-6 HP Blades

Stage 1-5 HP Compressor vanes

Combustion Liners (Sections 1092 – 1092/A – 1092/B)

• Consign the Front combustion Liner for condition assessment and overhaul.

Turbine Rotor Discs and Shaft HP (Sections 1071-1071/A)

• Dimensionally inspect the Panel Support and Rotor Disc Location.

• Subject the following components to crack testing.

HP Turbine Disc

HP Turbine Blades

Panel Support

HP Turbine Bearing Inner Race

Conical Shaft

• Visually inspect the remaining components.

• Renew the thermal barrier coating on the rear combustion liner.

Nozzle Case and Nozzle Vanes HP (Section 1081)

• Strip to detail.

• Inspect the HP Seal Segments, repair and renew the Honeycomb seals as necessary.

• Consign the HP NGV’s for repair, as required, and reprotection with Sermaloy ‘J’ coating in

accordance with Mod 1110.

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Rebuild the Module to the Rolls-Royce overhaul specification, fits and clearances etc. and ship

back to the Customer or replace in the ‘POOL’.

05 Module:

• Carry out dimension check of IPT Rotor setting.

• Inspect the IP Turbine Casing Assembly in the Bulk Condition, including Seal Segments, IP

NGV’s, HP and IP Roller Bearings and Static Abradable Seals.

• Inspect the IP Turbine Rotor Assembly in the Bulk condition. Check wear on IP

• Turbine blade ‘Z’ notch, turbine disc, shaft, coupling and IPT bearing.

• Insure no ‘coking’ in oil scavenge or vent lines in the ‘spider’.

• Carry out the following Repair Notes and Overhaul Information Alerts:

− RN5018 HP/IP support internal pipe inspection/test

− RN5037 IP Turbine Blade inspection criteria

• Embody the following modifications:

− Mod 1123 Revised vent connection, if required

06 Module:

• Visually Inspect all accessories, including Air and Oil Piping, Nose Bullet and P2 Air Filter.

• Electrically check Thermocouple Harness.

• Remove HP and IP Bleed Valves and Overhaul.

• Replace Seals in Davis Valve.

Rebuild

Using the Customers spare 04 Module, rebuild the engine to the Rolls-Royce Overhaul build

specification and fits/clearance limits.

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RB 211 - Overhaul Workscope

This overhaul workscope is conducted as schedule maintenance at approximately 50,000

Operating Hours, providing the engine had a midlife inspection repair at 25,000 hours.

On Receipt of Engine

• Take pictures of engine on the inbound truck (i.e. tie down straps etc.)

• Inspect and report condition of engine transportation stand and bag.

• Open bag and photograph all four sides of the engine especially engine components or parts

that are damaged or missing.

• Carry out full “booking in” inspection of the engine, checking that the rotating assemblies are

free of rubs and stiffness.

• Any missing parts/components or other visual abnormalities should be immediately reported

to the Customer.

• Remove the Nose Bullet, “A” Frame, Intake Extension Ring etc. and prepare the engine for a

vertical lift.

• Carry out an airflow check of the 01, 03 and 05 module oil lines and record findings.

• Place the engine on the “pot” vertically for removal of all the 06 module components

(i.e. all pipes, harnesses etc.)

• Bulk strip the engine into its five (5) modules.

01 Module:

Air Inlet and Front Bearing Support (Section 1020)

• Detail strip the module – wash, NDT and inspect all components.

• Replace the I.P. Roller Bearing.

• Incorporate MOD 633 on IP front static seal.

• Inspect anti-icing manifold, check for damage, cracks or other defects. Ensure MOD 961 is

embodied.

• Inspect anti-icing sleeve for wear. NOTE: Discuss with Customer deletion of Anti-Ice

System (Mod 1051) where applicable.

• Inspect nose bullet for dents, cracks and other defects. Incorporate IRBT1120.

• Inspect support frame assembly. Incorporate IRBT1120.

• Inspect actuating ring check for free movement.

• Inspect bearing, housing, repaint if necessary.

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• Inspect VIGV’s, crack test, measure inner and outer journals. Inspect threads.

• Measure and inspect inner and outer bushes.

• Embody the following Repair Notes (RN):

− RN 5002 – Wear of VIGV Trunnions and associated parts

− RN 5035 – Acceptance Standard for VIGV Vespel Bushes

• Inspect IGV arm assembly, re-protect if necessary.

• Inspect air intake casing assembly, locally crack test, repaint if necessary.

• Renew metco on all static seals (MOD 830, MOD 1044).

• Inspect all remaining parts.

• Overhaul Master & Follower (2) Inlet Guide Vane Rams.

• Inspect and electrical check RPM indicator system

It is recommended to incorporate MODs 1104, 1054, 1081, 1044, 1164, if not already

incorporated. These Mod’s, and all other modifications, should be discussed and agreed to by

the customer.

02 Module:

Compressor Casing and Vanes IP (Section 1665)

• Detail strip the module – wash NDT, inspect and record/embody the following Overhaul

Information Alert (OIA):

• OIA 014 – Inspection of IP Vanes Stages 5 & 6.

• Main Casing: Inspect general condition and report – repaint casing and incorporate Mod 734.

• Inspect shrouds Stage 1 through 6, overhaul process.

• Inspect liners for serviceability, replace if necessary.

• Inspect and overhaul process Stage 1 through 4 vanes.

• Overhaul process Stage 5 and 6; incorporate Mod 1159 (Stage 6) or Mod 1205 (Stage 5).

Incorporate MODs 734, 1101, 1036 if applicable.

It is recommended to incorporate the latest mod standard on the IP Stage 5 and 6 Stator Vane

Assemblies.

Latest MOD Standard – Stage 5 to MOD 1205

Stage 6 to MOD 1559

Customer should be advised as to what MODs can be incorporated.

• Rebuild the casings as per standard procedure.

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Compressor Rotor IP (Section 1666)

• Detail strip the Rotor. Wash, NDT, inspect and record/embody the following:

− RN 5015 – Cyclic Lives of Critical Group A Components

− RN 5016 – Engine Component Life Limitation Data

− RN 5023 – Inspection/Crack testing of Stage 6 Disc for Corrosion

− OIA 017 – Log Book Cyclic Information

• Inspect all rotor drums and seals.

• Inspect IP compressor stub shaft and curvic coupling for wear.

• Inspect all blades Stage 1 through 7, overhaul process. Incorporate MODs 701, 984, 794. It

is also recommended to incorporate MODs 1044 and 1159.

• Rebuild and balance the rotor assembly as per standard procedure.

03 Module:

Internal Gearbox (Section 1010)

• Detail Strip, Clean and Inspect.

• Embody the following:

− RN 5005 – Acceptance Standard for Bevel and Spur Gears

− RN 5025 – Inspection of Helical Spines

− RN 5034 – Corrosion Acceptance Standard for IP Compressor Rear Stub Shaft

− CTS 1154 – Centrifugal Clutch Carrier Assembly – Spin test

− MOD 1017 – Oil Seals: Kalrez material

− MOD 1161 – Oil Seals: Kalrez material

• Crack test the starting mechanisms.

HS Gearbox Drive Quill and Fittings (Section 1045)

• Detail Strip, Clean and Inspect.

RPM Indicating System HP (Section 1420)

• Detail Strip, Clean and Inspect.

• Embody the following:

− RN 5016 – Engine Component Life Limitation Data, Magnetic Speed Sensor

− OIA 030 – Wire Locking of HP/IP Probes

− OIA 044 – Fitting Procedure of HP Speed Probe LW18358

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− MOD 1231 – Revised HP Speed Probes

Compressor Intermediate Case (Sections 1661/1661A)

• Detail Strip, Clean and Inspect.

• Re-protect the Compressor Intermediate Case.

• Replace Thread Inserts on the Starter Mounting Flange, Borescope Ports and BOV Mounting

Flange.

It is recommended that the Outlet Guide Vane Ring (OGV) be modified up to the latest

applicable MOD standard i.e. 1249 (1190)

NOTE: Lower standards of OGV ring can only be upgraded to MOD 1190. MOD 1249 is

incorporated through replacement only. Again customer should be advised/and agree to

what MODs can be incorporated.

HP and IP Compressor Location Bearings (Section 1668)

• Detail Strip, Clean and Inspect.

• Replace the HP Thrust Bearing (MOD 1183 Standard) and IP Thrust Bearing (MOD 899

Standard).

• Crack Test the following components:

− Rear Stub Shaft

− Sleeve Inner IP Bearing

− Sleeve Locking

− Coupling IP Shaft

• Dynamic Balance the Rear Stub Shaft during build.

• Rebuild all sub assemblies then rebuild 03 as per standard procedure.

04 Module:

Attachment Fittings HP Turbine Rotor (Section 1069)

• Detail Strip, Clean and Inspect.

Turbine Rotor Discs and Shaft HP (Sections 1071 – 1071/A)

[If required – carry out a “porcupine check” before strip as per RN5024]

• Detail Strip, Clean and Inspect.

• Embody the following:

− RN 5016 – Engine Components Life Limitation Data

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− RN 5017 – Log Book Cyclic Life Information

− RN 5024 – HP Turbine Blade Check Procedure

− RN 5033 – Fatigue failures of Compressor, turbine rotor blades and stator vanes

− RN 5039 – Inspection standard for HP turbine blades

− OIA 005 – HPT blades for thermal cracking

− MOD 1167 – Single life bolts

• Dimensionally inspect the Panel Support and Rotor Disc Location.

• In conjunction with the OEM and Customer, review the HP turbine creep life.

• Consign HP turbine blades for weld repair of the outer shroud abutment and non-abutment

faces to MOD 1130 & 1131 Sermaloy ‘J’ Coating.

• Overhaul process HP Turbine Disc and front rear cones.

• Inspect rear bearing track and seals.

• Inspect all rotating seals.

• Visually inspect all Remaining Components.

• Rebuild and rebalance the HP Turbine Rotor as per standard procedures.

Nozzle Case and Nozzle Vanes HP (Section 1081)

• Detail Strip, Clean and Inspect.

• Embody the following:

− RN 5012 – Acceptance standard of the cooling tube in HP NGV’s.

− RN 5022 – Restricted usage of Nimonic 80A fasteners.

− RN 5033 – Fatigue failures of compressor, turbine rotor blades and stator vanes.

− OIA 043 – Revised HP Turbine honeycomb seal clearances.

• Inspect the HP Seal Segments, repair and renew the Honeycomb seals as necessary.

• Consign the HP NGV’s for repair, as required, and re-protection with Sermaloy ‘J’ coating in

accordance with MOD 1110.

• Rebuild the HP Nozzle cases as per standard procedures.

Attachment Parts and Fittings Combustion Liners (Section 1088)

• Detail Strip, Clean and Inspect.

Attachment Fittings Combustion Outer Case (Section 1089)

• Detail Strip, Clean and Inspect.

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Combustion Outer Case (Section 1090-1090/A)

• Detail strip, clean and inspect.

• Re-protect the outer casing with Sermetal “W” coating

Combustion Liner (Sections 1092-1092A-1092B)

• Detail Strip, Clean and Inspect.

• Embody the following:

− OIA 040 – Debris in front combustion liner

− OIA 043 – Revised HP Turbine honeycomb seal clearances

• Consign the Front Combustion Liner for condition assessment then overhaul process.

Combustion Outer Case Fittings (Section 1093)

• Detail Strip, Clean and Inspect.

Compressor Casing and Vanes HP (Section 1662)

• Detail Strip, Clean and Inspect.

• Visually inspect all casings, cones and inner shrouds. Replace ‘Metco’ and ‘Feltmetal’

linings and repaint. Inspect integrity of all rivets, trap nuts, alignment pins and borescope

plug locations plates.

• Inspect all Stators and route for overhaul process.

• Rebuild as per standard procedure and machine casing assembly to the appropriate machine

instruction drawing.

• Embody the following:

− OIA 032 – Stage 5 stator vane feet frottage

− OIA 035 – Stage 5 stator vane failure

Compressor Rotor HP (Section 1664)

• Detail Strip, Clean and Inspect.

• Remove all blades, visually inspect and overhaul process.

• Strip HP compressor rotor to overhaul process Stage 1 and 2 Disc assembly, Stage 3 Disc

and rear Compressor Shaft.

• Inspect locking plates Stages 1 through 4.

• Incorporate MOD 1167 – Improved bolt material on combustor.

• Embody the following:

− RN 5003 – Replacement of HP compressor curvic coupling joint bolts.

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− RN 5009 – Renew HP compressor bolts in Jethete material at every service strip.

− RN 5020 - Reduced cyclic life of specific HP compressor rotor Stages 1 to 2 discs

Assembly

− RN 5033 – Fatigue failures of compressor, turbine rotor blades and stator vanes

− RN 5036 – Inspection of HP Compressor Stage 3 disc for corrosion and cracking

(48,000 hours)

• Crack test all rotating components.

• Rebuild and balance the rotor assembly.

• Rebuild the 04 module assembly as per standard procedure.

05 Module:

Turbine Rotor Discs and Shaft IP (Sections 1072 and 1072/A)

• Detail Strip, Clean and Inspect.

• Subject the Turbine Assembly to swash and concentricity checks and comply with RN 5021.

• Embody the following:

− RN 5016 – engine component life limitation data

− RN 5017 – Engine component records and component life marking

− RN 5021 – Interlock blades, acceptance standard

− RN 5025 – Inspection of IP shaft splines (crack test)

− RN 5037 – IP Turbine Blade inspection criteria

− MOD 1186 – IP Turbine disc rim, increasing cooling

− OIAGEN 010 – IP Turbine blade fitment

− OIAGEN 019 – Taper Bolt discoloration

• Strip, crack test and inspect the following components and O/H process:

• IP Turbine Disc

− IP Turbine Inner Bearing Race

− IP Turbine Shaft (RN 5025/20)

− Metering Plate

• IP Turbine Blades re-protect with Sermaloy “J” (MOD 1187).

• In conjunction with the OEM and customer, review the IP turbine creep life.

• Rebuild and balance as per standard procedure.

Nozzle Case and Nozzle Casings (Sections 1080 – 1080A)

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• Detail Strip, Clean and Inspect.

• Embody the following:

− RN 5018 – HP/IP support internal pipe inspection/test

− RN 5029 – Replace thread inserts

− OIA 027 – IP Turbine Blade Tip clearance check

− OIA 033 – Debris Ingress

− OIA 036 – Oil feed pipe crack detection

− MOD 1181 – IP Bearing retainer improved abradable/clearance (1181/121)

• Strip coating and crack test the IP NGV’s. If satisfactory, re-protect with Sermaloy “J” in

accordance with MOD 1110.

• Replace the IP and HP roller bearings.

• Renew the ‘Metco” on HP and IP bearing retainers.

• Inspect HP and IP bearing support as follows:

X-Ray to ensure integrity of all internal tubes and brackets

• Inspect all panels and seals.

• Visually inspect main IP casing for any discrepancies.

• Renew honeycomb seal on IP seal segments; incorporate MOD 1141 if applicable on original

part number.

• Inspect all remaining components.

• Replace the inserts at theT6 thermocouple locations.

• Incorporate MODs 1084 and 1129. It is recommended to incorporate MODs 1123, 1135 and

1136.

• Rebuild as per standards procedure.

06 Module:

• Wash and inspect all pipes.

• Visually and electrically inspect harnesses and thermocouple harness.

• Overhaul the fuel burners in accordance with the Rolls-Royce Overhaul Standard.

• Recondition all accessories as such IP and HP bleed valves and bleed valve controller.

• Electrically check HP3 transducer.

• Inspect accelerometers or vibration pick-ups.

• Pressure test burner feed pipes.

• Strip and clean scavenge block assembly.

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• Visually inspect starter or as advised by customer.

• Visually inspect all remaining components and recondition as necessary.

• Incorporate MOD 1149.

It is recommended to incorporate MODs 1135, 1136, 1164, 1078, 1054, 1071, 1124 and 1266

Non-Engine Components

• Inspect transportation stand for serviceability.

• Inspect transportation bag for serviceability.

Engine Test

Conduct performance test in accordance with Rolls-Royce CTS 1165.

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C

RAM TERMS AND DEFINITIONS

Term Definition

Availability (%) (Avail) 1001 •

+

−⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

HoursPeriodUnit

HoursOutageScheduledHoursOutageForced

where Scheduled Outage Hours = Maintenance

Unscheduled Outage Hours + Maintenance

Scheduled Outage Hours

Reliability (%) (Reliab) 1001 •

⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛−HoursPeriodUnit

HoursOutageForced

Forced Outage Factor (%) (FOF) 100•

⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

HoursPeriodUnit

HoursOutageForced

Scheduled Maintenance Factor (%) 100•

⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

HoursPeriodUnit

HoursOutageScheduleenanceintMa

Unscheduled Maintenance Factor (%) 100•

⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

HoursPeriodUnit

HoursOutageUnscheduleenanceintMa

Service Factor (%) (SF) 100•

⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

HoursPeriodUnit

HoursService

Starting Reliability (%) (SR) 100•

⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

StartsAttemptedofNumber

StartsSuccessfulofNumber

Service Hours per Start (SH/Start) ⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

StartsSuccessful

HoursService

Average Load ⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

HoursService

GeneratedHoursMegawattGross

Mean Time Between Failure (MTBF) ⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

OperationofStateafromTrips

HoursService

Mean Time To Repair (MTTR) ⎟

⎟

⎠

⎞

⎜

⎜

⎝

⎛

OperationofStateafromTrips

TripsfromsultingReHoursOutage

Mission (Running) Reliability e -λt

where λ = Failure Rate and

t = Mission Time (SH/Start)

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C-2

The above equations adhere to IEEE Standard 762: Standard Definitions for use in Reporting Electric Generating

Units Reliability, Availability, and Productivity

Unavailability Types

SPS ORAP® System IEEE 762 Equivalent (1987)

Forced Outage Types

FOA Forced Outage - Automatic Trip: While the unit was

operating a component failure or other condition

occurred which caused the unit to be shut down

automatically by the control system.

Unplanned Outage (UO)

UO Class 1

FOM Forced Outage - Manual Shutdown: While the unit was

operating a component failure or other condition

occurred which resulted in a decision by the appropriate

person (or persons) to manually trip the unit from

service.

Unplanned Outage (UO)

UO Class 1

UO Class 2

UO Class 3

FS Failure to Start: A signal was given to start the unit but

the starting sequence was not fully completed (unit did

not synchronize with system) within the required time

period. Sequential failures to start caused by a single

problem are to be counted as one failure to start event,

unless corrective action is performed or a successful start

is achieved in the interim.

Unplanned Outage (UO)

UO Class 0

FU Forced Unavailability:

1. The unit was available in the Reserve Shutdown

(standby) state, but a component failure or other

condition caused it to be reclassified as "Unavailable".

2. An extension of a planned maintenance action due to

additional component failure/repair.

Unplanned Outage (UO)

UO Class 1

Scheduled Outage Types

MU Maintenance - Unscheduled: Maintenance that is

required, but has not been specified in the maintenance

plan. This outage type can be a result of a unit shutdown

(when the unit is not required or outage time has been

scheduled) to facilitate repairs to the unit.

Unplanned Outage (UO)

UO Class 4

MS Maintenance - Scheduled: Maintenance that is pre-

planned, well in advance of the outage, as part of the

maintenance plan.

Planned Outage (PO)

Other Outage Types

DR Derating: A component failure or limitation causes a

decrease in the output of the unit. Planned Derating

Unplanned Derating

NC Non-Curtailing Event - A redundant component fails, but

does not impact the intended operation of the equipment. (No outage code exists in

IEEE Std. 762)

CM Concurrent Maintenance: Maintenance is performed

while downtime is charged to another component or

while the unit is operating on-line or is available to start

off-line (in reserve shutdown).

(No outage code exists in

IEEE Std. 762)

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D

INSTALLATION LISTS

The following tables provide a representative listing of installation sites for Rolls-Royce RB211,

Trent and Avon models in electrical generation applications. Mechanical drive and off-shore

applications in the oil and gas industry are not included. For instance, there are over 240 units in

mechanical drive applications (29,000 to 38,000 hp each), with over 40 having DLE combustors.

Sites are sorted by commercial operating date (COD) in inverse chronological order, when

known. Source: INTURB database (www.eprictcenter.com/inturb).

Legend: CC = Combined Cycle

Cogen = Cogeneration Only

SC = Simple Cycle

NG = Natural Gas

DO = Distillate Oil

EPRI Proprietary Licensed Material

Installation Lists

D-2

Table D-1

RB211 Sites

Company Site City State Country Model

Cycle

Type Number

of CTs Fuel MW

rating COD

PT PLN Persero Jakarta Jakarta Area Jakarta Indonesia RB211

6562 Cogen 1 NG 23 2004

Electricidade de Portugal

SA (EDP)

EDP Energen

Fafen Energia

Cogen Camacari BA Brazil RB211

6761 CC/Cogen 3 NG 134 2003

Rolls-Royce Power

Ventures (RRPV)

Rolls-Royce Power

Ventures Ltd

Ankara Bilkent

(University) Ankara Turkey RB211 Cogen 1 NG 37 2003

E.ON AG

Powergen CHP Ltd Mersey Docks Liverpool UK/England

& Wales RB211 Cogen 1 Unknown 30 2002

Electricidade de Portugal

SA (EDP)

EDP Cogeracao Carrico Carrico Portugal

RB211

6562 Cogen 1 Unknown 25 2002

Direccion Provincial de

Energia (DPE) Mataderos Ushuaia

Tierra Del

Fuego Argentina RB211 SC 1 Unknown 27 2001

Abengoa SA Curtis Ethanol Curtis Galacia Spain RB211 Cogen 1 Unknown 25 2001

Bilkent Holding AS Bilenerji

Cogeneration Ankara Turkey RB211 CC/Cogen 1 NG, DO 37 2000

Wolverine Power Supply

Coop Inc George Johnson

(Hersey) Johnson MI USA RB211 SC 4 DO 50 2000

PT PLN Persero Tanjung Batu Samarinda East

Kalimantan Indonesia RB211 CC/Cogen 2 Unknown 50 1999

Elf Elgin Elgin UK RB211 SC 2 NG 54 1998

Ertisa SA Heulva Ertisa Heulva Spain RB211 SC 1 Unknown 27 1997

Union Fenosa SA

Union Explosivos Rio Tinto

SA Huelva Refinery Huelva Spain RB211 Cogen 1 NG, LPG 26 1997

Perusahaan Umum Listrik

Negara Co Samarinda East

Kalimantan Borneo Indonesia RB211 SC 2 NG 54 1996

TransCanada Corp

TransCanada PipeLines Ltd Kapuskasing Kapuskasing ON Canada RB211 CC/Cogen 1 NG 26 1996

TransCanada Corp

TransCanada PipeLines Ltd North Bay North Bay ON Canada RB211 CC/Cogen 1 NG 26 1996

EPRI Proprietary Licensed Material

Installation Lists

D-3

Company Site City State Country Model

Cycle

Type Number

of CTs Fuel MW

rating COD

Statoil Heidrun OS Norway RB211 SC 3 NG 56 1994

AGIP SpA

AGIP (UK) Ltd Tiffany OS UK RB211 SC 3 NG 75 1992

BP Bruce Field North Sea UK RB211 SC 2 NG 50 1992

Norsk Hydro A/S Oseberg A OS Norway RB211 SC 5 NG 50 1992

Shell Oil Co

Shell Exploration and

Production Company Gannet OS UK RB211 SC 3 NG 50 1992

TransCanada Corp

TransCanada Power LP Nipigon Nipigon ON Canada RB211 CC/Cogen 1 NG 26 1992

Formosa Plastics Corp Ol Plant Taiwan COB6462 SC 1 Unknown 32 1991

BP Miller OS UK RB211 SC 3 NG 75 1990

Osaka Petrochemical Co Osaka Osaka Japan RB211 SC 1 NG 25 1989

BP

BP Production Co Anschutz Ranch Evanston WY USA RB211 SC 2 NG 43 1987

BP

BP Production Co Anschutz Ranch Evanston WY USA RB211 Cogen 2 NG 41 1987

BP

BP Production Co Wasson ODC Unit Denver City TX USA RB211 SC 1 NG 21 1987

Shell Oil Co

Shell Exploration and

Production Company Tern OS UK RB211 SC 2 NG 51 1987

Marathon Oil (UK) Limited Brae B OS UK RB211 SC 3 NG 77 1986

ExxonMobil Corp

Mobil North Sea Limited Beryl B OS UK/England

& Wales RB211 SC 2 NG 45 1983

Brown & Root Houston South China Sea South

China Sea Philippines RB211

6562 SC 1 Unknown

SPO Oslavany AS Oslavany Cz-66412

Oslavany Czech

Republic RB211 SC 1 Unknown 28

Aker Maritime Kiewit-Husky

Energy White Rose Field Jeanne

D'Arc Basin Canada RB211 SC 3 NG 90

EPRI Proprietary Licensed Material

Installation Lists

D-4

Table D-2

Trent Sites

Company Site City State Country Model

Cycle

Type Number

of CTs Fuel MW

rating COD

TransCanada Corp

TransCanada PipeLines Ltd Bear Creek

Cogen Grande

Prairie AB Canada Trent CC/Cogen 1 NG 80 2003

Rolls-Royce Power Ventures (RRPV)

Rolls-Royce Engineering Croydon

Powre Facility Croydon UK/England

& Wales Trent SC 1 NG 50 2001

Energi E2 A/S Avedore

Power Station Dk-2650

Hvidovre Denmark Trent CC/Cogen 2 Unknown 140 2001

Rolls-Royce Power Ventures (RRPV)

Rolls-Royce Power Ventures Ltd Ansty Factory Ansty

(Coventry) UK/England

& Wales Trent Cogen 1 Unknown 49 2001

Rolls-Royce Power Ventures (RRPV)

Rolls-Royce Engineering Bristol

Cogeneration Bristol UK Trent SC 1 NG 50 2000

Rolls-Royce Power Ventures (RRPV)

Rolls-Royce Engineering Exeter Power

Facility Exeter Southwest

England UK Trent SC 1

NG,

FO#6 50 2000

Rolls-Royce Power Ventures (RRPV)

Heartlands Power Ltd Fort Dunlop

(Heartlands)

Warwick-

shire

(Birming-

ham)

UK/England

& Wales Trent SC 2 NG 100 1999

Rolls-Royce Power Ventures (RRPV)

Rolls-Royce Engineering Viking Power

Facility

Seal Sands

on

Teesside Durham UK/England

& Wales Trent SC 1 NG 50 1999

RWE Group

Rolls-Royce Power Engineering Derby

Cogeneration Derbyshire UK/England

& Wales Trent CC/Cogen 1 NG 60 1999

Northern Electric plc Newcastle-

Upon-Tyne Newcastle

Upon Tyne UK/England

& Wales Trent Cogen 1 Unknown 52 1998

Calpine Corp Whitby Mill

Cogeneration Whitby ON Canada Trent Cogen 1 NG 50 1996

Rolls-Royce Power Ventures (RRPV)

Rolls-Royce Power Ventures Ltd Altwater

WWTP Montreal QC Canada Trent SC 1 NG 53

EPRI Proprietary Licensed Material

Installation Lists

D-5

Table D-3

Avon Sites

Company Site City State Country Model

Cycle

Type Number

of CTs Fuel MW

rating COD

Pakchina Fertilizer

Ltd Haripur Pakchina Haripur Pakistan Avon Cogen 1 Unknown 14 1997

Schon Power

Generation Ltd Pakchina Haripur Haripur Pakistan Avon SC 1 Unknown 15 1997

Electricite de France

(EDF)

Electricite de France -

Guyane

Kourou Kourou French

Guiana Avon SC 2 Unknown 31 1990

Korea Petrochemical

Industries Co Onsan South Korea Avon SC 1 Unknown 15 1990

Tokyo Metropolitan

Government Azuma Tokyo Japan Avon SC 1 Unknown 16 1990

Tokyo Metropolitan

Government Shinozaki Wwtp Tokyo Japan Avon SC 1 Unknown 16 1990

Honam

Petrochemical Corp Yeochon Plant

(HPC) Yeochon South Korea Avon SC 1 Unknown 19 1988

Yemen Hunt Oil Co Marib Hunt Marib Yemen Avon SC 3 Unknown 39 1988

Public Electricity

Corporation (PEC) Alif Yemen Avon SC 3 Unknown 47 1987

Elsam A/S Studstrup Dk-8100 Arhus C Denmark Avon SC 1 Unknown 13 1986

General Petroleum

Co SPC GT Syria Avon SC 1 Unknown 17 1986

Nippon Telegraph

and Telephone Corp

(NTT) Tokyo NTT Tokyo Japan Avon SC 1 Unknown 17 1986

Petroleum

Development Oman

(PDO) Yibal Gas Plant Yibal Oman Avon SC 3 Unknown 38 1983

Tarong Energy Corp

Ltd Tarong Nanango QLD Australia Avon SC 1 Unknown 15 1983

CRA/Barrack House

Group Jurien Bay Australia Avon SC 1 Unknown 16 1982

Empresa Electrica

Guaracachi SA Karachipampa Potosi Boliva Avon SC 1 Unknown 16 1982

EPRI Proprietary Licensed Material

Installation Lists

D-6

Company Site City State Country Model

Cycle

Type Number

of CTs Fuel MW

rating COD

Abu Dhabi Gas

Industries Ltd

(ADGAS)

Bu Hasa

(ADGAS) Abu Dhabi United Arab

Emirates Avon SC 4 Unknown 45 1981

General Electric Co

of Libya Abu Kamash Libya Avon SC 2 Unknown 29 1981

General Electric Co

of Libya Misurata Steel

Works Misurata Libya Avon SC 1 Unknown 11 1981

E.ON AG

PowerGen plc Ince Cuerdley Warrington

UK/England

& Wales Avon SC 2 Unknown 50 1979

Dallah Establishment Ads Jeddah Saudi

Arabia Avon SC 1 Unknown 17 1978

Maritime Electric Co

Ltd Borden Port Borden PE Canada Avon SC 1 DO 15 1978

National Iranian Oil

Co (NIOC) Pazanan Field Iran Avon SC 2 Unknown 29 1978

Zambia Consolidated

Copper Mines

(ZCCM)

Luanshya

Nchanga Luanshya Zambia Avon SC 3 Unknown 44 1977

BHP Co Ltd

BHP Minerals Mount Newman Newman WA Australia Avon SC 1 Unknown 14 1976

NRG Asia-Pacific Ltd Gladstone

Comalco Gladstone QLD Australia Avon SC 1 Unknown 14 1976

Premier Power Ltd Ballylumford A Larne County Antrim UK/Northern

Ireland Avon SC 2 Unknown 120 1976

British Energy plc

Bruce Power Inc Bruce Tiverton ON Canada Avon SC 8 DO 133 1974

ExxonMobil Corp

Exxon Mobil Australia Longford Gas

Plant Longford VIC Australia Avon SC 1 Unknown 14 1974

SWB AG Mittelsburen Bremen HB Germany Avon SC 1 Unknown 88 1974

Vattenfall AB Hallstavik Hallstavik Sweden Avon SC 2 Unknown 116 1974

Vattenfall AB Lahall Sweden Avon SC 4 Unknown 232 1974

Abu Dhabi National

Oil Co (ADNOC) Asab Asab Abu Dhabi

United Arab

Emirates Avon SC 3 Unknown 44 1973

E.ON AG

E ON Energie AG Audorf Germany Avon SC 1 Unknown 88 1973

EPRI Proprietary Licensed Material

Installation Lists

D-7

Company Site City State Country Model

Cycle

Type Number

of CTs Fuel MW

rating COD

Fingrid Oyj Huutokoski Fin-79620

Huutokoski Finland Avon SC 6 Unknown 174 1973

Power and Water

Authority Berrimah Darwin NT Australia Avon SC 1 Unknown 14 1973

Vattenfall AB Gothenburg Sweden Avon SC 1 Unknown 58 1973

Wolverine Power

Supply Coop Inc George Johnson

(Hersey) Johnson MI USA Avon SC 2 DO 54 1973

Electricity Supply

Board (ESB Ireland)

Coolkeeragh Power

Ltd

Coolkeeragh Maydown County

Londonderry UK/Northern

Ireland Avon SC 1 Unknown 60 1972

Imperial Chemical

Industries Ltd (ICI) Middlesborough UK/England

& Wales Avon SC 1 Unknown 15 1972

Scottish and

Southern Energy plc

Scottish Hydro-

Electric plc

Arnish Lewis UK/Scotland Avon SC 2 Unknown 29 1972

Burlington Electric

Dept (VT) Lake Street Gas

Turbine Burlington VT USA Avon SC 2 DO 28 1971

Delta Electricity Munmorah Doyalson NSW Australia Avon SC 1 Unknown 12 1971

E.ON AG

E ON Energie AG Itzehoe Pe Germany Avon SC 1 Unknown 88 1971

EnBW Energie-

Versorgung

Schwaben AG Marbach D-71672 Marbach Germany Avon SC 1 Unknown 77 1971

ESEBA Generacion Bragado Buenos Aires Argentina Avon SC 1 Unknown 13 1971

ESEBA Generacion Pehuajo Buenos Aires Argentina Avon SC 1 Unknown 13 1971

Fingrid Oyj Kristiina Kristiinankaupunki Finland Avon SC 2 Unknown 58 1971

London Underground

Ltd Greenwich Greenwich UK/England

& Wales Avon SC 8 Unknown 116 1971

Macquarie

Generation Liddell Muswellbrook NSW Australia Avon SC 2 Unknown 44 1971

Qatar Fertilizer Co

(QAFCO) Mesaieed

(QAFCO) Mesaieed Qatar Avon SC 7 Unknown 102 1971

EPRI Proprietary Licensed Material

Installation Lists

D-8

Company Site City State Country Model

Cycle

Type Number

of CTs Fuel MW

rating COD

Vattenfall AB Gotland Vattenfall Gotland Sweden Avon SC 2 Unknown 116 1971

Virgin Islands Water

& Power Authority St. Thomas Charlotte VA USA Avon SC 1 Unknown 26 1971

Australian Newsprint

Mills Ltd Boyer Boyer Australia Avon SC 1 Unknown 14 1970

CS Energy Corp Ltd Mica Creek

Power Station Mount Isa QLD Australia Avon SC 1 NG 14 1970

CS Energy Corp Ltd Middle Ridge Toowoomba QLD Australia Avon SC 1 Unknown 60 1970

Edison International

Edison Mission

Energy Fiddlers Ferry Cuerdley Warrington UK/England

& Wales Avon SC 4 Unknown 116 1970

Papua New Guinea

Electricity

Commission Moitaka Port Moresby Papua New

Guinea Avon SC 1 Unknown 20 1970

RWE Group

Innogy Holdings plc Didcot Didcot Oxfordshire

UK/England

& Wales Avon CC/Cogen

Multishaft 4 Unknown 572 1970

Sithe Energies Inc Framingham

Power Plant Framingham MA USA Avon SC 3 DO 43 1970

Sithe Energies Inc West Medway

Power Plant West Medway MA USA Avon SC 3 DO 135 1970

Boston Generating

LLC Mystic Station Everett MA USA Avon SC 1 DO 14 1969

CS Energy Corp Ltd Swanbank Power

Station Ipswich QLD Australia Avon SC 1 Unknown 30 1969

International Power

plc Rugeley B Rugeley Staffordshire UK/England

& Wales Avon SC 2 Unknown 50 1969

London Electricity plc Cottam Cottam Near

Retford Nottinghamshire UK/England

& Wales Avon SC 4 Unknown 25 1969

Sithe Energies Inc Edgar Power

Plant North Weymouth MA USA Avon SC 2 DO 28 1969

E.ON AG

PowerGen plc Kingsnorth Rochester Kent UK/England

& Wales Avon SC 4 Unknown 72 1968

Esso

Esso UK plc Milford Haven

Refinery Milford Haven UK/England

& Wales Avon SC 1 Unknown 14 1968

Newfoundland Power

Inc Salt Pond Burin Bay Arm NF Canada Avon SC 1 DO 14 1968

EPRI Proprietary Licensed Material

Installation Lists

D-9

Company Site City State Country Model

Cycle

Type Number

of CTs Fuel MW

rating COD

Shell Oil Co Carrington Shell UK/England

& Wales Avon SC 1 Unknown 14 1968

TXU Corp

TXU Europe Group

plc West Burton Retford Nottinghamshire UK/England

& Wales Avon SC 4 Unknown 72 1968

E.ON AG

E ON Energie AG Emden D-6725 Emden 1 Germany Avon SC 1 Unknown 52 1967

Newfoundland and

Labrador Hydro Holyrood Holyrood NF Canada Avon SC 1 DO 14 1966

RWE Group

Innogy Holdings plc Thorpe Marsh Doncaster South Yorkshire UK/England

& Wales Avon SC 2 Unknown 56 1966

ScottishPower plc Clydes Mill UK/Scotland Avon SC 1 Unknown 55 1965

Stadtwerke

Dusseldorf AG Flingern Dusseldorf Germany Avon SC 1 Unknown 77

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