Proceedings of the 2012 9th International Pipeline Conference IPC2012 September 24-28, 2012, Calgary, Alberta, Canada

IPC2012-90048

PREDICTION OF GAS TURBINE PERFORMANCE DEGRADATION BETWEEN SOAKWASHES IN NATURAL GAS COMPRESSOR STATIONS

R. Chatterjee, K. K. Botros NOVA Research and Technology Center 2928 16th St. NE Calgary, AB T2E 7K7 Canada Email:botrosk@novachem.com

H. Golshan, D. Rogers, Z. Samoylove TransCanada Pipelines Limited 450-1st St. SW Calgary, AB T2P 5H1 Canada

ABSTRACT Gas Turbine (GT), like other prime movers, undergoes wear and tear over time which results in performance drop as far as available power and efciency is concerned. In addition to routine wear and tear, the engine also undergoes corrosion, fouling etc. due to the impurities it breathes in. It is standard procedure to wash the engine from time to time to revive it. However, it is important to establish a correct schedule for the wash to ensure optimal maintenance procedure. This calls for accurate prediction of the performance degradation of the engine over time. In this paper, a methodology is presented to predict the performance degradation in a GE LM2500 Gas Turbine engine used at one of TransCanadas pipeline system, Canada. Emphasis is laid on analyzing the degradation of the air compressor side of the engine since it is most prone to fouling and degradation. Although the results presented are for a specic engine type, the general framework of the model could be used for other engines as well to quantify degradation over time of other components within the GT engine. The present model combines Gas Path Analysis (GPA) to evaluate the thermodynamic parameters over the engine cycle followed by parameter estimation to lter the data of possible noise due to instrumentation errors. The model helps quantify the degradation in the engine performance over time and also indicates the effectiveness of each engine wash. The analysis will lead to better scheduling of the engine wash thereby optimizing operational costs as well as engine overhaul time.

NOMENCLATURE F Vector containing the Objective Functions H Engine Health Parameters m Measured Engine Parameters m f Fuel Flow Rate N1 corrected Corrected Compressor Speed (N1/ T0 /288.15) P0 Ambient Pressure P2 Compressor Suction Pressure P3 Compressor Discharge Pressure P4 Compressor Turbine Exit Pressure Pr Compressor Pressure Ratio (P2 /P0 ) Sh.P Shaft Power Output T0 Ambient Temperature T3 Compressor Discharge Temperature T4 Compressor Turbine Exit Temperature V Error Covariance Matrix y True Engine Parameters Ytrue Vector of the True Values of the Engine Parameters Y Vector of the Measured Values of the Engine Parameters Greek Symbols Random Error or Noise or Bias isen Isentropic Efciency of the Air Compressor , , , , , Fitting Parameters in the Error-in-Variables Model Vector containing the Fitting Parameters

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INTRODUCTION Degradation in gas turbines (GT) is of great importance to industrial users for engine performance reliability and operating costs. Degradation refers to a drop in the performance of the GT engine indicated by a loss of available power and increased heat rate (or reduced thermal efciency). In essence degradation of the overall engine is a combined effect of the degradation contribution from each of its components although each component of the engine degrades at a different rate [1]. Signicant development has been made in determining the mechanisms of engine degradation [13]. Fouling, corrosion, impinging of foreign objects on the compressor and turbine blades are some of the mecahnisms which cause engine degradation [1]. These factors contribute towards reduced tip clearance, change in blade geometry and surface roughness [2, 3] which are manifested in a reduction in shaft power output and increase in the overall heat rate of the engine. From a maintainance and operational standpoint, engine wash is a standard procedure to prevent the engine from permanent damage and also performance recovery [4]. Correct scheduling of the engine wash is extremely important to ensure optimal operation and maintainance of the engine [5]. This is only possible if the degradation behavior of the engine can be accurately tracked over time. It is also important to establish the effectiveness of each wash and its corresponding performance recovery during the operational period. The objective of the present paper is to develop a model that is capable of predicting the performance degradation ahead of time when the engine is operating at part loads, so that corrective/preventive maintenance can be planned to ensure that the engine is able to operate at maximum loads when needed. The present work focuses on quantifying the degradation in the engine air compressor as it contributes 70-80% of the total degradation of the engine [3]. The model however has a generic framework and can be applied to the other components of the GT. Engine data from a GE LM2500 engine (single spool) employed by TransCanada Pipelines Ltd. at one of its compressor stations is used to test developed predictive model. The engine in essence is a turboshaft engine where the free or power turbine is coupled to the booster. The isentropic efciency of the compressor is used as an indicator (or a Health Parameter) to track the degradation of the engine over time. A good review of the various engine degradation models available is provided by Y.G. Li [6]. These models can be classied into two major categories i.e., Gas Path Analysis (GPA) models based on fundamental thermodynamic calculations, and articial intelligence/neural network based models which rely on statistical analysis of experimental data. The GPA models have clear physical meanings but lack the capacity to deal with noise and

bias stemming from instrumentation errors. On the other hand, the statistical models which are capable of ltering noise based on multiple experimental observations, are not based on true thermodynamic calculations [6]. The present paper describes a method which combines both models to obtain noise free estimates while maintaining acceptable levels of fundamental thermodynamic consisitency. The present model was based on operation data made available by Compressor Equipment Health Monitoring System (CEHM) between April 2009 (engine installation) and October 2011. Four ofine washes (soakwashes) were performed during this period. Isentropic efciency of the air compressor was used as an engine health parameter to establish the degradation trend. The results provided signicant insight into the degradation behavior between each wash and along the overall operation period. It showed that the degradation rate increased as the number of operation hours increased which called for a more frequent engine wash to prevent permanent engine damage. The expected engine degradation percentage with number of operating hours in the future was also predicted by the model.

MODEL FOR PREDICTING DEGRADATION The model developed to determine the signs and extent of engine degradation over time and between washes involves 1. Gas Path Analysis (GPA) tool for the gas turbine engine, 2. Parameter Estimation to reconcile and assess the condence level of both the measured and the engine health parameters. 3. Interpolation to predict the health parameters at desired operating points based on the observed trend. This section describes each of the above enumerated component of the model and how they are integrated to obtain the estimates of the engine degradation. Gas Path Analysis Gas Path Analysis(GPA) refers to fundamental thermodynamic calculations to evaluate the properties of the gas (such as pressures, temperatures, fuel ow rate, etc.) as air and the products of combustion pass through the various components of the engine [7]. For the GPA, three types of parameters are dened, namely: 1. Engine Parameters (y), such as pressure, temperature, fuel ow rate, shaft power etc. However, what is read by the sensors at the plant are the Measured Engine Parameters (m), which are the true engine parameters (y) smeared with noise () due to instrumentation inaccuracies. (m = y + )

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2. External Input Parameters (u), such as properties of the gas path, Lower Heating Value (LHV) of the fuel, spool speeds, mechanical efciencies of the components, etc. 3. Health Parameters (H), which are the indicators that dene the health condition of the engine, and hence the degree of degradation of its components. These are given by the isentropic efciencies of the compressor and the turbine and the mass ow rate indices. These are calculated from the measured parameters (m) for a given set of input parameters (u). It is recognized that the noise in the measured parameters will propagate to the calculated health parameters which will result in a noisy scatter (smearing) of the health parameter values. A summary of the Engine Parameters (y) and the Health Parameters (H) is schematically depicted in Fig.1, where m f and Sh.P represent the fuel ow rate and the shaft power respectively. The other symbols have their usual meanings. The Gas Path Analysis was performed using the commercial software GasTurb11 [8, 9]. The ambient temperature, pressure, measured compressor exit pressure and temperature, temperature at the combustor exit and the spool speed are specied as inputs. Mechanical efciencies of the components are also fed in as xed external input parameters along with LHV of the fuel. The procedure completes the thermodynamic cycle of the engine operation and calculates the health parameters (isentropic efciencies of the compressor and the two turbines along with the mass ow rates). However, as mentioned earlier, these health parameters, as calculated by GasTurb11 are also contaminated with noise which has propagated from the measured parameters. It will be shown in subsequent sections that working with the noisy GPA values does not allow accurate quantication of the health parameters and hence engine degradation. Parameter Estimation - Bayesian Error-in-Variables Model (EVM) Error-in-Variables Model (EVM) are commonly used in modeling data for obtaining point estimates of unknown parameters where all the involved variables have inherent uncertainty in them [10]. EVM nds direct relevance to the problem in hand in which all the measured variables and the health parameters from the GPA model are subject to varying degrees of inaccuracies. Ordinary Least Squares method would not be suitable for the present problem as it only corrects the dependent variable assuming the other variables to be error free [11]. Also, unlike in Ordinary Least Squares, EVM models are dependent on prior knowledge of the error structure in each of the variables involved [10] allowing more accurate estimates. Detailed discussions on EVM can be found in Keeler and Reilly [10] and Seber and Wild [12].
FIGURE 1. Schematic Representation of a GT Engine with the Various Parameters Involved in the Gas Path Analysis and the Health Parameters.

The EVM analysis involves dening the vector of variables involved, which must be conditioned off the noise, as P2 P Y= 3 T3 isen

(1)

Similarly vector Ytrue contains the true values of the variables in Y in the same order. Next, a vector of objective functions dened is as

f1 = isen F= f2 = T3

P3 P2 P3 P2 2

+ +

P3 P2 P3 P2

+ = 0 + = 0 (2)

and the vector of coefcient parameters used in the objective functions as =

(3)

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In addition to these three vectors, the model also requires dening the error covariance matrix. In this, the diagonal elements are the average standard deviations squared of each variable involved while the non-diagonal elements are the variation of the error of one variable with respect to the others. For the present model, the covariance matrix is selected on the basis of the expected uncertainty associated with the measurement of the individual variables, implying that the errors are uncorrelated (i.e., zeros in the non-diagonal elements) [13]. Thus

B is the Jacobian of the objective functions with respect to the variables (the true values as calculated for the current iteration step). Thus, fl yp

B=

;
i

l = 1, 2 : p = 1, 4

(8)

The prime () denotes the transpose of a mtrix or vector. The vector G is given as

2 P2 0 V= 0 0

0 2 P3 0 0

0 0 0 0 2 T3 0 2 0 isen

(4)

G = Zi (Bi VBi )1 Zi

(9)

Convergence is achieved when || (k) (k+1) || tol1, where tol1 is a predened tolerance value set by the user. 3. With the updated , the variables are corrected using the relation Ytrue i
(k+1)

Given the range of values for the variables in question, the average standard deviations were chosen to be P2 = 1 kPa (P2 90kPa), P3 = 10 kPa (P3 2000kPa), T3 = 2 K (T3 500 K) and isen = 0.05 (isen 0.85). The numerical scheme consists of two iterative loops, one (inner loop) which obtains a converged value of vector Ytrue for the ith observation and another which updates (outer loop) the vector based on the iterated Ytrue . The steps of the algorithm are as follows: 1. For the rst iteration assume Ytrue = Y. At this iteration step, contains the initial estimated of the tting parameters which are provided by the user. 2. Update to the next iteration step using

= Yi VBi ti

(10)

The vector ti is found by solving the equation

Sti = hi Here, S and hi are dened as

(11)

S = Bi VBi
(k+1)

(12)

(k)

G q

(5) and

where the superscript (k) is the iteration index. The vector q is dened as hi = F(Ytrue i , (k) ) + Bi (Yi Ytrue (k) ) q = Zi (Bi VBi )1 Bi (Yi Ytruei )
i=1 n (k)

(13)

(6)

In this inner loop iteration, convergence is achieved when ||Ytrue (k) Ytrue (k+1) || tol2. The two tolerance values, tol1 and tol2 are independent of each other. 4. Using the corrected Ytrue , return to step 2 Step 2 of the algorithm is achieved in the outer loop while Step 3 is achieved using the inner loop. Essentially the algorithm is similar to other Bayesian models employing a maximum likelihood function as the error norm vector for minimization [13,14]. Figure. 2 depicts the steps in the form of a owchart.

where Z is the Jacobian of the objective functions with respect to the parameters and subscript i is the observation index.

Zi =

fl m

;
i

l = 1, 2; m = 1, 6

(7)

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FIGURE 2.

Algorithm Flowchart

The algorithm was implemented using a FORTRAN77 code [15] which thereby provided corrected estimates of the isentropic efciency of the engine compressor along the the compressor suction and discharge pressures and the compressor discharge temperature.

RESULTS AND DISCUSSION Theoretically, the variation of compressor isentropic efciency with the compressor pressure ratio is schematically represented in Fig. 3 [16]. As a matter of fact, the objective functions in Eq. 2 were chosen to be quadratic based on the ideal nature of the curves. This behavior is however, true only for constant compressor speeds. However, the data available indicated that no two readings had the same compressor speeds. Indeed, in most practical cases, the engine runs at different operating conditions, loads and compressor speeds at different times. In order to enable tractable analysis of the engine performance over time, the data was broken into groups with a small range of compressor speeds and assumed that within the

FIGURE 3. Schematic Representation of Engine Degradation Manifested in the Compressor Isentropic Efciency as a Health Parameter Indicator

group the compressor speed is constant. An example is depicted in Table 1. In each of the demarcated blocks, it is assumed that

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TABLE 1. Grouping of CEHM Data to Facilitate Constant compressor Speed Analysis

compressor speed (N1 corrected w.r.t to suction temperature) is invariant. As an example, the black closed circles in Fig.4 depicts the GPA result for a single corrected compressor speed block, showing the variation of isentropic efciency with pressure ratio. The plot indicates a scatter of points from which no denite conclusion can be drawn regarding the trend or behavior of the isentropic efciency over pressure ratio. Further, it becomes increasingly difcult to identify a trend from the scatter of the isentropic efciency when the results from the same speed block over time are overlaid for comparison. The results once again justify the need to lter the data to allow clear identication of the trends in this engine health parameter (isen ), and hence proper quantication of the engine degradation. The open circles in Fig. 4 represent the results from the parameter estimation (EVM) model. Clearly, the model corrects both the isentropic efciency as well as P3 and P2 , and hence the pressure ratio values. A denite trend can now be associated to the corrected compressor isentropic efciency values as indicated by the solid red line in Fig.4. The black solid line in Fig.4 depict the Ordinary Least Squares t to the closed black circles. The red and black lines highlight the difference between the two approaches.

FIGURE 4. Gas Path Analysis Results Showing Variation of Isentropic Efciency with Pressure Ratio at an Assumed Average Constant compressor Speed

FIGURE 5. 2

CEHM Data Timeline-GE LM2500 Engine from Station

Quantication of Engine Degradation Figure 5 shows the timeline of operation of the GE LM2500 engine at TransCanadas compressor station. The engine was

installed after a hot section repair on April 8th , 2009 and has been running since then. Data was available till October 27th , 2011 and during this time, 3 ofine washes (soakwashes) were performed on November 6th , 2009, April 27th , 2010 and March 24th , 2011. For the sake of analysis, the total timeline was broken into 4 periods each separated from the other by a soakwash. Further, each period was segregated into rst 500 hours of operation (denoted by F500 in Fig. 5), middle 500 hours of operation (denoted by M500) and last 500 hours of operation (denoted by L500). The rationale for such grouping of the CEHM data was to enable tracking of the compressor degradation over time and between washes. Table2 shows the engine operating hours in each period. It indicates that the engine ran the longest without a wash in Period 3 and it has run for 2083 hours in Period 4, which is the shortest time of all the

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TABLE 2.

Operating Hours in Each Period

Period 1 2 3 4

Operating Hours 3310 3176 3800 2083

four periods. In order to monitor the degradation, the EVM corrected results for each block described in Fig. ?? was stacked together and colour maps of isentropic efciency on a N1 (corrected) vs pressure ratio plane were generated. Figure 6 depicts the isentropic efciency map for each of the 500 hours of operation in Period 1. The blank regions indicate that the engine was not operated under those conditions of N1 (corrected) and pressure ratio. Interestingly, there seems to be almost no degradation in the rst period of operation as indicated by the similar color scales in all the three subplots. As a matter of fact, under some conditions there is a slight improvement in the performance of the engine between the rst and middle 500 hours of operation. The last subplot indicates the condition of the engine just prior to the rst soakwash on November 6th , 2009. The engine seemed to be in fairly good condition when the rst soakwash was performed, which suggested that this specic wash may not have been necessary. Figure 7 shows similar monitoring of the engine health parameter (isen ) in the second period of operation. Compared to Period 1, signicant degradation was observed in this period as indicated by the color map. The red regions, depicting higher isentropic efciency, show a diminishing trend between the rst, middle and last 500 hours of operation. Further, to provide a better indication of the degradation, data was extracted from the color maps at the same N1 (corrected) for each 500 hours of operation using Shepard Interpolation [1719]. The EVM results were interpolated implementing a FORTRAN77 code using the subroutine QSHEP2D [18]. The interpolation method employs a weighted average technique accounting for contributions for all the discrete points. Thus

FIGURE 6.

Performance Monitoring for the Engine in Period 1

FIGURE 7.

Performance Monitoring for the Engine in Period 2

f (x, y) = wi fi,discrete
i=1

(14)

wi =

h2 i n h2 j=1 j

(15)

where the weights wi are evaluated as

and

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hi =

(x xi )2 + (y yi )2

(16)

Figure 8 captures the interpolated isentropic efciency variation with pressure ratio at at the same N1 (corrected) in each of the 500 hours of operation, depicted by the red (rst 500 hours), green (middle 500 hours) and blue (last 500 hours) lines. The plot conclusively shows a drop in isentropic efciency for the two compressor speeds shown. Similar proles at other speeds showed similar degradation trends. Note that this comparison of the isentropic efciencies for the same pressure ratios and the same compressor speed shown in Fig. 8 was possible only due the EVM analysis followed by the interpolation.

FIGURE 9.

Performance Monitoring for the Engine in Period 3

operating data were available from this period which made it the shortest period between washes. Again, signicant degradation can be observed indicated by the diminishing red regions and increasing green areas on the color maps.

FIGURE 8. Interpolated Isentropic Efciency Variation with Pressure Ratio at Constant Compressor Speeds

Similar to the color maps of Period 1 and 2, Fig. 9 depicts the isentropic efciency map for Period 3. The difference in the color maps of the three subplots of Fig. 9 indicates signicantly greater degradation compared to the rst two periods. It must also be recalled that the engine was allowed to run the longest without a wash in Period 3 (cf. Table2). In subsequent paragraphs a quantication of the engine degradation with number of operating hours will be provided which will further provide insight drawn from these color maps. The engine performance over each of the 500 hours in Period 4 is shown in subplots of Fig. 10. Only 2000 hours of

FIGURE 10.

Performance Monitoring for the Engine in Period 4

In addition to the degradation between washes, it was also

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necessary to investigate the effect of the wash on the compressor performance. It can be expected that a wash would improve the performance of the engine from a degraded condition [20, 21]. Figs. 11, 12 and 13 compares the engine condition just before and just after each ofine wash. The plots indicate that the improvement in the engine condition due to the st wash was not as signicant compared to the other two. The rst wash was performed after 3100 operating hours post engine install at the compressor station. The engine possibly was in a fairly good condition when this wash was performed. This is also consistent with the ndings of Fig. 6 which did not show extensive degradation for Period 1.

FIGURE 12.

Engine Health Just Before and After 2nd Ofine Wash

FIGURE 11.

Engine Health Just Before and After 1st Ofine Wash

Maximum engine performance recovery was achieved on the third wash (cf. Fig. 13). This corresponds to the ofine wash at the end of Period 3 in which maximum degradation was observed. Expected performance recovery was also observed as a result of the second ofine wash (cf. Fig. 12). Overall, the analysis indicates that the wash at the end of the rst period could have possibly been delayed since the engine was in fairly good health. Again, noting the extensive degradation in the third period of operation, an earlier wash would have been justied.

FIGURE 13.

Engine Health Just Before and After 3rd Ofine Wash

Interpolation, was used to extract the isentropic efciency values and plotted against the number of operation hours as shown in Fig.14. For this particular plot, the isentropic efciency values at 9600 rpm and pressure ratio 20.2 were obtained for each 500 hours of operation per period (represented by the dots in the plot). Key aspects of the engine degradation comes to fore from Fig. 14. Firstly, the slope of the curves tends to get steeper with

Degradation Over Time To observe the engine degradation over time, it was important to obtain the health parameters at the same N1 (corrected) and pressure ratio for all the periods.

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FIGURE 15. FIGURE 14. Engine Health Just Condition with Operation Time

Engine Health Just Condition with Operation Time

every period indicating greater rate of degradation despite the ofine washes. This might suggest that there could be some small areas within the compressor that were not recovered by the wash. These enhance corrosion and fouling rates compared to a clean part which manifests itself as higher degradation rates of the compressor efciency. Secondly, observe that the drop in the efciency in Period 4 is comparable to that in Period 2 although it has only run for 2000 hours compared to 3100 hours in the latter. This further supports the argument that rate of degradation increases as the number of operating hours increase, and the wash only alleviates the problem temporarily. Thus, to maintain the engine in good health, compressor wash must be performed more frequently as the number of operation hours keep increasing. It also appears from both Figs. 14 and 15 that the initial isentropic efciency is lower than that post the rst soakwash. This initial isentropic efciency is dependent on the condition in which the engine was installed at the station. As mentioned earlier (cf. Fig. 5), this particular engine was installed at the station after a hot section repair and the initial isentropic efciencies indicate the condition of the engine at the time of installation. It seems that an engine wash was not conducted prior to installation as suggested lower initial isentropic efciency values in relation to that immediately after the rst wash. Figure 15 shows the degradation trend at a different corrected compressor speed and pressure ratio (9730 rpm and pressure ratio of 22.0). All the characteristics of Fig.14 are

retained in this plot as well. In Period 1 however, a slight improvement is observed which is consistent with the color maps in Fig. 6. The middle 500 hours of Period 1 were not plotted since the engine was never run under those conditions of N1 (corrected) and pressure ratio. In both Figs. 14 and 15, the degradation in Period 3 was the maximum which corroborates with the color maps of Fig. 9. Both plots indicate that the engine was restored to a condition right after the wash which conrms the effectiveness of the ofine wash. In Fig. 14 the degradation in Period 3 was about 2.5% while in Fig. 15, it was approximately 2.1%. Further, if the engine was allowed to run for the same number of operating hours as that of the third period without a wash, the expected degradation would be around 3.4% in Fig. 14 and 2.9% in Fig. 15. Thus, this technique provides a prognostic tool which allows prediction of the health condition of the gas turbine engine at a future time based on the present performance trends.

CONCLUDING REMARKS The performance degradation in a GE LM2500 engine employed in one of TransCanadas compressor station was quantied in the present study. Given the ofine wash schedules, the rate of degradation in each period was found to be higher than the previous one. The rst period of operation saw very little or no degradation in the compressor efciency compared to the third period in which the engine degraded the maximum. The drop in the isentropic efciency of the compressor in Period 3

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was approximately 3-4% which would result in a 6-8% loss in the shaft power (and equivalently 6-8% increase in the heat rate) given that compressor power is approximately twice that of shaft power output. The method described in the present study could be translated for other engines as well to estimate the degradation and predict the condition of the engine at a future time. The conclusions drawn in the present paper could be further substantiated by investigating the other health parameters such as the compressor mass ow rate, isentropic efciencies of the compressor turbine and the power turbine. The complete model results could be directly linked to optimized fuel economy and levels of CO2 emission. Most importantly, the degradation results will help developing a better schedule for the soakwash so that the engine can be run for the longest possible time before the need to a complete overhaul.

ACKNOWLEDGMENT The authors wish to acknowledge the discussion and support of Ken Meszaros and Landen Stein of TransCanada Pipelines Limited, and Dr. Bill Tchir of NOVA Chemicals Corporation for his insightful thoughts on the EVM analysis. This paper is part of a research program sponsored by TransCanada Pipelines Ltd., and permission to publish it is gratefully acknowledged.

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[7] Li, Y. G., 2010. Gas Turbine Performance and Health Status Estimation Using Adaptive Gas Path Analysis. J. Eng. Gas Turbines Power-transactions of the ASME, 132(4). [8] Kurzke, J., 2007. About simplications in gas turbine performance calculations. In Proceedings of the ASME Turbo Expo, Vol 3, pp. 493501. [9] Kurzke, J., 2008. Effects of inlet ow distortion on the performance of aircraft gas turbines. J. Eng. Gas Turbines Power-transactions of the ASME, 130(4). [10] Keeler, S. E., and Reilly, P. M., 1991. The error-invariables model applied to parameter-estimation when the error covariance-matrix is unknown. Can. J. Chem. Eng., 69(1), pp. 2734. [11] Reilly, P. M., and Patino-Leal, H., 1981. A bayesian study of the error-in-variables model. Technometrics, 23(3), pp. 221231. [12] Seber, G. A. F., and Wild, C. J., 1989. Nonlinear Regression. John Wiley and Sons, New York. [13] Valko, P., and Vajda, S., 1987. An extended marquardttype procedure for tting error-in-variables models. Comput. Chem. Eng., 11(1), pp. 3743. [14] Britt, H., and Luecke, R. H., 1973. The estimation of parameters in nonlinear implicit models. Technometrics, 15, pp. 233247. [15] Reilly, P. M., Reilly, H. V., and Keeler, S. E., 1993. Algorithm as-286 - parameter-estimation in the error-invariables model. Appl Stat-J Roy St C, 42(4), pp. 693 701. [16] Saravanamuttoo, H. I. H., Rogers, G., Cohen, H., and Straznicky, P. V., 2009. Gas Turbine Theory (6th ed.). Pearson, Prentice Hall. [17] Allasia, G., Besenghi, R., Cavoretto, R., and De Rossi, A., 2011. Scattered and track data interpolation using an efcient strip searching procedure. Appl. Math. Comput., 217(12), pp. 59495966. [18] Renka, R. J., 1988. Qshep2d - quadratic shepard method for bivariate interpolation of scattered data. ACMT Math Software, 14(2), pp. 149150. [19] Farwig, R., 1986. Rate of convergence of shepard global interpolation formula. Math. Comput., 46(174), pp. 577 590. [20] Caguiat, D. E., 2010. Gas turbine online waterwash for ddg-51 class us navy ships. In Proceedings of the ASME Turbo Expo 2010, Vol 3, pp. 10131019. ASME Turbo Expo 2010, Glasgow, SCOTLAND, JUN 14-18, 2010. [21] Sanchez, D., Chacartegui, R., Becerra, J. A., and Sanchez, T., 2009. Determining compressor wash programmes for fouled gas turbines. Proceedings of the Institution of Mechanical Engineers Part A-Journal Of Power And Energy, 223(A4), pp. 467476.

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