2012 WTUI Conference LM2500

2012 WTUI Conference
B k t Session
LM2500 Breakout S i
March 18-21,, 2012
Agenda
• Independent Depots
• Engine Fleet Statistics
• Recent Service Bulletins & Letters
• CWC Breakdown
• Depot Findings
• Critical Parts Life Management
• Engine Preservation, Handling and Transportation
• Expected Maintenance Intervals
• The Depot Experience
2
2012 WTUI Presentation
LM2500 Breakout Session
Authorized Service Providers
Independent LM2500 Level 4 OEM Authorized Depots participating
Trans Canada Turbines

(TCT) Canada
(TCT),
MTU Maintenance, Germany
Steve Willard Christian Czmok

steve_willard@tcturbines.com christian.czmok@mtu.de
Ph: +001 (403) 420 4290 Ph: +49 (0) 3378 824-277
Avio, Italy
Claudio Vinci
cvinci@aviousa.com
Ph: +001 201 625 3766
Air New Zealand Gas Turbines

(ANZGT), New Zealand
Chris Martin
christopher.martin@airnz.co.nz
Ph: +64
64 (9) 256 3990
3
What does being Authorized mean?
GE Aero Energy authorizes a number of independent Authorized Service Providers for
Level 4 engine maintenance service in specific locations.
See Service Letter SL2500-11-02 for details.
Level 4 Depots receive the following from the OEM:

• Access to GE technical documents:
• Access to GE parts and service support as defined in their license
• Approved Vendor List for Component Repairs
• Departure Records (DR’s)/Deviation

(DR s)/Deviation requests from GE to cover minor deviations
to the O&M and IRM’s.
All of the above helps ensure the performance and safety of the
Equipment
Equipment. However
However, Authorized Service Providers are fully
responsible for their own workmanship and for the decisions of
how to apply GE’s maintenance, repair, overhaul, and test
technology to their customer’s engines.
4
Engine Fleet Statistics
(as of Dec 30, 2011)
Combustion System ALL * SAC DLE Augmented/

Sprint (SAC)
Total Engines 1559 1156 403 20
Total Operating Hours 65,654,150 55,862,543 9,791,607 1,852,443
High Time Engine 230,377 230,377 120,055 167,579
Engines In Service 1 499

1,499 1 102
1,102 397 20
Total Operating Engines 1,006 735 271 13
* Approx 557 engines are LM2500+ and +G4
5
Recent Service Bulletins
and
Service Letters
6
Latest Service Bulletins
IND Rev Class Date Description
• 230 01 C 02/23/12 T5.4 Harness Support

• 233 00 O 02/17/12 EU Pressure Equipment Directive
Compliance
• 232 00 O 02/08/12 HPC CDP Seal – Thin Ribbon
Honeycomb
y
• 229 00 R 01/26/12 TMF Liner Improvement
• 231 00 C 11/11/11 Electrical Harness Bracket
Improvement
• 117 02 O 10/07/11 Individually
Indi id all Replaceable t5.4
t5 4 Probes
P obes
and Harnesses
• 158 CANX O 08/04/11 Acoustic Baffle Seal Simplification
• 228 00 C 05/17/11 HPC Stageg 0 Shroud bolted joint
j
improvement
• 225 01 C 04/11/11 Compressor Discharge Pressure Seal
• 221 02 O 01/06/11 HPT Stage 1 Nozzle Outer Seal
7
Recommended Service Bulletins
(LM2500 Base)
• For overhaul workscope the following Service Bulletin are recommended

to p
provide best reliability
y on LM2500 Base (SAC/DLE)
( / ) engines
g
• SB recommendation always depends on engine operation, customer,
workscope
CFF GBX HPC CRF HPT TMF PT Ext. Acc.

085 050 094 098 079 080 024 091 082
108 063 132 105 087 092 065 116 173
152 093 137 168 125 099 092 149 179
20
205 102
02 144 170
0 20
201 108
08 099 157 198
98
160 174 181 221 115 165 217 213
180 194 167 183 219 222
199 200 175 226
208 211 187
225 227 190/197
215
(202)
8
Recommended Service Bulletins
(LM2500 Plus)
• For overhaul workscope the following Service Bulletin are recommended to

provide best reliability
p y on LM2500 Plus (SAC/DLE)/+G4
( / )/ engines
g
• SB recommendation always depends on engine operation, customer, work
scope
CFF GBX HPC CRF HPT TMF PT Ext.

E t Acc.
A
113 157 106 168 087 215 128 154 107
152 160 132 170 120 (216) 136 155 173
205 193 134 188 131 165 185 179
137 194 150 183 186 213
145/146 195 206 217 222
161 181 221 219
162 211
174 227
192
196
199
225
9
Recent Service Letter
SL Rev. Date Description
• LM2500-IND-11-003 R0 11.18.11 Pressure settings for HP recoup and PT Thrust
• LM2500-IND-04-003 R1 11.14.11 Cancelled Authorized Service Providers
• LM2500-IND-11-002 R0 11.14.11 Authorized GE Service Providers
• LM2500-IND-11-001 R0 11 08 11
11.08.11 EU Regulatory – Thermal Insulation Blanket
• LM2500-IND-09-005 R3 10.28.11 Restart Procedure after a Hot Shutdown
• LM2500-IND-09-001 R1 02.17.11 Elimination of Mechanical Protractor
10
CWC Breakdown
• So what’s inside?
11
CWC Breakdown
• So what’s inside?
12
CWC Breakdown
• LM Tech Docs
13
CWC Breakdown
• LM Tech Docs
14
CWC Breakdown
• LM Tech Docs
15
CWC Breakdown
• My Compliance Info
16
Depot Findings
• CFF No. 3 Bearing Stationary Seal (ANZ)
• HPTN2 Air Tube Issue (ANZ)
• CFF Front Frame Paint Peeling (Avio)
• HPTR Stage 1 Blades (TCT)
• HPCR Spline Adapter Wear (TCT)
• HPT Damper Seal Corrosion(TCT)
• IGB Horizontal Gear Shaft Wear (Avio)
• Xtend Hot Section (TCT)/(ANZ)
• HPCR 14-16 Spool Rub (Avio)
• Nozzle Ejector Tube (MTU)
• HPCR Stage 16 Blades (TCT)
• TMF Hub IND-197 (MTU)
• HPCR Blades Release (Avio)
• TMF Liner Wear (
(TCT)
)
• HPCS VSV Off-Schedule Wear (TCT)
• TMF Leaf Seal Liberation (TCT)
• HPCS Lever Arm Wear (ANZ)
• TMF Strut Wear (SB 215) (AVIO)
• HPCS VSV Control Issue (ANZ)
• TMF Cast Case (MTU)
• CRF Expandable
p Bolts (
(TCT)
)
• LPTS Cover
C D
Damage (ANZ)
• CRF Mid Flange Cracking/Wear (TCT)
• LPTS Honeycomb Damage (ANZ)
• CRF DLE Vent Tube (MTU)
• TRF Chafing Damage (TCT)
• CRF Event (ANZ)
• Misc - Starter Issue (ANZ)
b
• Combustor i
Burning ( )
(ANZ)
• Misc - Bearing Corrosion (TCT)
• Combustor DLE Heat Shield (MTU)
• HPTN1 Outer Leaf Seals (MTU)
17
Compressor Front Frame
18
BASE PLUS
No. 3 Brg. Stationary Seal SAC DLE SAC DLE
Observed Condition © Air New Zealand Gas Turbines
• Delamination of the teflon type seal

• Completely delaminated in extreme cases
B k
Background/New
d/N Developments
D l t
• Oil leaks present in the compressor flow path. Oil flowing
from HPCS bushings seen in extreme cases.
• The operating temperatures within the A-sump are too high
for the capability of the Teflon seal and adhesive (LM2500-
IND-085).
085)
• Teflon seal replaced with Metco 601 type per LM2500-IND-
205.
• New seal type with body made of stainless steel.
• Increased resistance against cracking and general damage.
© Air New Zealand Gas Turbines
19
BASE PLUS
No. 3 Brg. Stationary Seal SAC DLE SAC DLE
Recommended Action/Timing
• Field
 Monitor for oil leaks,, borescope
p HPCR if leak is present.
p
 Field replacement possible per WP 218 and WP 221.
• Depot
 Embody LM2500-IND-205 with Metco 601 seal coating
when
h required.
i d
20
BASE PLUS
Front Frame Paint Peeling SAC DLE SAC DLE
Observed Condition
• During the Front Frame inspection, the item showed missing or
peeling paint.
Results of peeling paint was:
 micro FOD/DOD by flaking
 rust development on casting surface
Background/New Developments
• In accordance with GE, a repair procedure for full repainting of Avio
Front Frame assembly has been implemented
• IRM to be updated with paint procedure
Recommendations / Timing
• Field
 Paint condition: Check and monitor
• Depot
 Full Paint removal by chemical process and full recoat of
the part
Avio
21
High Pressure Compressor Rotor
22
BASE PLUS
Spline Adapter Wear SAC DLE SAC DLE
Observed Condition
• Red paste/sludge deposits are blocking Compressor
Rotor(Stage 2 Disk) mounted Spline Adapter oil galleries.
• Heavy spline wear to both Spline Adapter and mating
IGB horizontal gearshaft.
• More commonly seen on LM2500+ models.
• SB LM2500-IND-160 introduced a new “ruggedized” oil
nozzle with an improved oil jet impingement.
• SB LM2500-IND-199 introduced a new Spline Adapter
with extra Qty.
Qty x 4 drain holes to improve the flow of
lubrication through the spline interface.
• Per SL2500-10-03R1 usage of HTS oil is not
recommended by GE
23
BASE PLUS
Spline Adapter Wear SAC DLE SAC DLE
• Field
 Monitor oil pressure, A-sump scavenge oil
temperature and filter check on regular basis
 For LM2500+ engines, perform visual inspection of
spline at every SAI
 Switch to STD or C/I oils which are included in
the latest revision of QPL
• Depot
 Replace worn parts
 Embody SB-160 and SB-199 if not already
accomplished.
24
IGB Horizontal BASE
SAC DLE
PLUS
SAC DLE
Gearshaft Wear
Observed Condition
• Light wear on Horizontal Gearshaft due to friction of Ring Seal Oil Inlet
Gearbox P/N 9671M82P01/P02
• Slight signs of oil on inner diameter of Air Duct
Ring Seal Oil
• New Seal Plain Encased P/N 9032M78P05 has been introduced. The new
seal material is changed from bronze to Teflon Encased Viton O-Ring
• New seal provides better sealing and a improved temperature/oil
resistance capability
• Field
 Check ring seal condition onsite and replace as required
WEAR
• Depot
 Replace Ring Seal P/N 9671M82P01 or P02 with Seal Plain Encased
P/N 9032M78P05
25
BASE PLUS
HPCR 14-16 Spool Rub SAC DLE SAC DLE
Observed Condition
• Abradable coating found with light wear.
• It has been processed as per standard repair for the coating
refurbishment
 After the aluminum coating has been removed the area
underneath revealed the exposed material with unexpected
damage
The inspection of the inner spool surface has shown the

material discoloration
• Field
 Review operational procedures, if full load trip occurs BSI spool
for damage
• Depot
 Comply with SB 144 (spool shaft configuration)
 May be required to replace rotor spool
 Inspect inside surface for discoloration when the external
surface looks suspect
 Recovery repair development program underway by OEM.
26
BASE PLUS
Stage 16 HPC Blades SAC DLE SAC DLE
Observed Condition
• Platform Trailing Edge Cracking
 Recent incidents of platform cracking/liberation have been reported
 All reports have been on engines that are post SB 161/162
• At this time no solution has been presented
 GE states the Stage 16 blade has a 2nd torsional resonance frequency in
platform and a 1st flex resonance in the engine operating range.
 SB-161/SB-162 released for Plus units to correct the cracking of blade tip
corners, but instances of platform cracking have still been noted.
 SB-180 released for Base units as solution to blade airfoil & platform
cracking, but is ONLY APPLICABLE to Stage 10-13 Spool/Shaft configuration
compressor rotors.
SB 162 & SB-180
 SB-162 SB 180 increase the quantity of Stage 15 Vanes (by oneone, on
upper stator case only) to reduce the dynamic stresses on the blades.
 NEW stage 16 blade Inco 718 introduced. SB to be released Q2 2012.
• Field
Fi ld
 Monitor issue during BSI
• Depot
 Embody SB-161 & SB-162 on Plus units.
 Embody SB-180 on Spool/Shaft config Base units
 NDT Stage
St 16 Blades
Bl d whenever
h exposedd
27
BASE PLUS
HPCR Blades Release SAC DLE SAC DLE
Observed Condition
• Heavy damage on the compressor blades and vanes due to
dovetail separation
• Three blades of the 10th stage
g have been released
Avio
• Previous maintainence history of these blades were not Avio
known
• Some historical dovetail separations due to H.C.F. [High Avio
CRACK ON
Cycle Fatigue] have occurred in the fleet DOVETAIL
• Blades found with crack on dovetail; due to not having
history, blade inspections did not occur
• Field
 Track time between maintenance of compressor blades
RELEASED
• Depot BLADE
 Perform NDT as per IRM (Ultrasonic inspection, FPI etc.)
Avio
28
High Pressure Compressor Stator
29
VSV System Wear BASE
SAC DLE
PLUS
SAC DLE
“Off-Schedule” Condition
Observed Condition
• Missing or degraded/brittle actuation arm Sleeve “top hat” bushings.
• Worn actuation Ring segment/”bridge” Connector holes.
• Worn/loose vane actuation Arm pins.
• General wear and tear causing “play” in VSV actuation system.
system
• Dirty condition will contribute to wear and tear.
• Dirty condition makes thorough inspection difficult.
Background / New Developments

• Vane Actuation Arm bends in excess of 4 degrees “off-schedule” will
cause that vane to create enough localized aerodynamic disturbance
in relation to general airflow through compressor, that a once per
evolution excitation to passing blades will eventually lead to a
blade failure event due to HCF (high cycle fatigue).
• Existing
E i ti ttooling
li iis d
designed
i d tto measure actuation
t ti A
Arm bend
b d only,
l
whether installed (sight gauge) or piece-part (go/no-go gauge).
• Piece-part inspections per manual requirements are to be applied to
other VSV system components, ensuring a potential “off-schedule”
condition does not exist due to excessive wear (e.g. elongated
hole wear to Actuation RingRing, or worn/loose vane actuation Arm pin
pin,
etc).
30
VSV System Wear BASE
SAC DLE
PLUS
SAC DLE
“Off-Schedule” Condition
• Field
 Keep VSV system clean. Replace defective parts immediately.
 IInspect vane actuation
i Arms
A using
i sight
i h gauges for
f
“off-schedule” condition.
 Piece-part inspections to be applied to remaining VSV hardware.
• Depot
 Inspect vane actuation Arms in-situ using sight gauge set to
check for bend damage and potential “off-schedule”
“off schedule” condition.
condition
 Use Go/No-Go Gauges when vane actuation arms are removed.
 Inspect for general VSV system wear, specifically vane actuation
Arms for loose or worn pins, actuation Ring segments for
missing “top hat” bushings and elongation wear to pin/bushing
holes, etc.
31
BASE PLUS
VSV Lever Arm Wear SAC DLE SAC DLE
Observed Condition
• Visual gap observed between Lever Arms and Half Rings.
• Both IGV and a few Stage 1 VSV Lever Arms appeared to be
not fully seated against the Sleeve Bushings (Top Hats), Half
Rings and/or Bridge Connectors,
Connectors leaving a visual gap
gap.
• Further site inspections reported individual Actuation Ring
Spacer ‘button’ to case clearances were not ideal with some
clearances greater than IRM limits.
• Not an unusual condition but concern that if disengagement
was extreme, premature wear of the Top Hats could result due © Air New Zealand Gas Turbines
to reduced surface contact area/higher load concentrations.
• This ‘disengagement’ condition is not generally over the full © Air New Zealand Gas Turbines
travel range
g of the VSV system
y stroke,, due to flexing
g of the Half
Ring/Bridge Connector combination and how the button
clearance adjustments are made.
• Possible that Half Rings or Bridge Connectors are distorted
whilst meeting the IRM serviceable requirements. Also incorrect
fitment of Lever Arms possible.
• Field
 Confirm components have the correct P/N
• Depot
 Check P/N’s, inspect, function test and replace parts
as required.
32
BASE PLUS
VSV Control Issue SAC DLE SAC DLE
Observed Condition
• VSV Control would not function at site following a
routine shut down.
• VSV Control removed and the drive spline found to have
excessive movement.
• No oil leak noted on this occasion.
• Modified to P/N L34379P04 via LM2500-IND-198.
• Previous VSV Control issue was linked to oil leak and
carbon face seal assembly found to be stuck open
allowing an oil passage via the ‘o-ring’.
• Under investigation.
• Field
 If VSV Control does not function trouble shoot.
 If VSV Control continues not to function remove and © Air New Zealand Gas Turbines
exchange. Changing the outer ‘o-ring’ seal will have no
effect
effect.
• Depot
 Send to authorized repair vendor for internal repairs.
33
BASE PLUS
VSV Control Issue SAC DLE SAC DLE

Inner Shaft
‘O-ring’ Seal
Outer Body
Spring Washer
Mounting Flange Carbon Face Seal
Carbon Face Seal Assembly

Pump Body
Drive Shaft
© Air New Zealand Gas Turbines Drive Spline (Knuckle)
34
Compressor Rear Frame
35
BASE PLUS
CRF Expandable Bolts SAC DLE SAC DLE
Observed Condition
• Relative motion between diffuser, CRF and mounting pins resulting in
reduced service life.

• GE introduced SB 153 which replaces the expandable bolts with PN
1753M57P01, however it is intended that these bolts continuously be
replaced every 4000 hrs or ½ year interval. Can be done in the field.
• GE introduced SB 170 which introduces a CRF change that allows

replacement of expandable bolts with bolt PN L56202P01 which thread
into the diffuser. To be done in the depot.
g
• Field
 If Pre-SB 170 CRF installed, continue to inspect and replace
bolts as required every 4000hrs or ½ year interval per SB 153.
• Depot
 Consider upgrade of CRF to incorporate SB-170 which removes
the need to replace the bolts per SB-153.
36
BASE PLUS
Mid Flange Damage SAC DLE SAC DLE
Observed Condition
• Radial cracks tend to propagate from “unused” mid flange
bolt holes and extend outward through the edge of the
flange and inward through the radius and into the case wall.
• Elongated holes due wear from loose bracket bolts.
bolts
• Bend distortion due rough handling/incorrect positioning.

• GE
G say a alternating
te at g stresses
st esses in the
t e boltholes
bo t o es are
a e highest
g est in the
t e
7,000 – 8,000 RPM range, hence Marine LM2500 programs
introduced SB’s to install bolts/nuts in unused mid flange bolt
holes to improve the structural integrity and the HCF (high
cycle fatigue) margin by changing the stress pattern in the
area around the holes
• Industrial applications do not operate in same critical 7,000 –
8,000 RPM range so GE say no benefit in fitting bolts in
unused bolt holes.
• SB LM2500-IND-191 released to allow improved redesigned
mid flange part (LM2500+ SAC) to be installed on SAC Base
CRF as an upgrade
upgrade. Same SPAD mid flange replacement
repair nominated in GE Authorised Repair Manual EK112834
can be used to rectify an out-of-limit mid flange condition.
• NOTE: Crack weld repairs on mid-flange (or case) no longer
permissible.
MTU M i B li B d b
© MTU Maintenance Berlin‐Brandenburg
37
BASE PLUS
• Field
 Inspect mid-flange for bends, undue loading forces
and cracks, especially at unused bolt hole locations
during SAI and when exposed during maintenance
events.
 Check tighten mid-flange bolts for tightness at the
same opportunity.
• Depot
 Recommend SB-191 mid-flange SPAD replacement
for major level work scope.
 Replace mid-flange SPAD to rectify out-of-limit
conditions per GE Authorised Repair Manual repair.
38
BASE PLUS
© Component Repair Technologies
39
BASE PLUS
LM2500 CRF with

replacement Mid-flange
EB welded
ld d to
t forward
f d
casing and tack welded
to aft casing
40
BASE PLUS
• Complex repair
• Can take longer than standard
CRF repairs
p
41
DLE CRF Oil Scavenge BASE
SAC DLE
PLUS
SAC DLE
Tube
Observed Condition
• During incoming inspection of CRF determined contact
between DLE CRF and Oil Scavenge
B k
Background
d / New
N Developments
D l t
• Discovered in approximately four engines during disassembly
in depot
• Discovered wear/sharp edge at oil scavenge tube
• So far no oil leakages have been caused by this issue
• Highlighted to GE
• Field
 Can only be borescoped in field through the PS3 port
 No repair possible in field
• Depot
 Check area during inspection process
 Smooth blending of chafed frame
42
BASE PLUS
CRF Event SAC DLE SAC DLE
Observed Condition
• High ‘B-sump’ temperatures noted during operation.
• A borescope inspection confirmed heavy coking
indicating internal damage/wear within the CRF.
• GG removed and sent to the depot for disassembly.
• Disassembly confirmed that the rotating CDP seal had
separated from the HPCR and was found seized in the
CRF stationary
t ti ventt seal.
l
• Ships de-icing system used but not modulated.
• Thought that thrust balance/HPCR axial position affected
due to de-icing system and shrinkage of stationary seal
due to cold air. © Air New Zealand Gas Turbines
investigation
• Under investigation.
• Field
 Monitor sump temperatures carefully especially in
extreme (cold) operating conditions.
conditions
• Depot
 Send to authorized depot for investigation and internal
repairs.
43
BASE PLUS
CRF Event SAC DLE SAC DLE
© General Electric
44
Combustor (SAC)
45
BASE PLUS
Combustor Burning SAC DLE SAC DLE
• Missing (burnt) material from the splash plates observed.

• TBC loss and associated base material loss due to burning in
isolated positions observed.
• Premature burning
b rate suspected.
d
• Burning first noted to lease engine.
• Then to Combustor, PN 9010M29G77 (TBC). Fuel nozzles
changed ~2
~2,000
000 hrs.
hrs Burning continued but at a reduced rate
rate.
• Combustor replaced after ~7,000 hrs with PN L43663G01
(LM2500+, non TBC) as well as OEM overhauled fuel nozzles.
• Burning continued. New OEM fuel nozzles installed. Combustor
replaced with PN 9010M29G77 (TBC) after ~3,000 hrs.
• Combustor replaced
p with PN L43663G02 ((TBC)) after ~8,500
, hrs.
• Thought to be due to water injection, water/fuel flow rate and/or
combustor compatibility – under investigation.
• Field
 Confirm
C fi NO
NOx requirements
i t and/or
d/ flflow rates.
t
 Contact CSM or ASP.
• Depot
 Check PN’s, repair/replace as required.
 Review history and advise.
46
BASE PLUS
Combustor Burning SAC DLE SAC DLE
© Air New Zealand Gas Turbines © Air New Zealand Gas Turbines
47
Combustor (Dry Low Emissions)
48
BASE PLUS
Heat Shields (DLE) SAC DLE SAC DLE
Observed Condition
• Burning/TBC loss detected in general after 50k hrs life.
• Non-repairable
p conditions noted during
g visual inspection.
p
• Cracks in heat shields

• Per
P d design,
i h
heatt shield
hi ld is
i brazed
b d and
d nott replaceable
l bl as
single parts
• Complete set of heat shields (75ea) need to be removed/
reinstalled
• Only B-ring cut back heat shields for scrap replacement
available
• Cast Dome Plate design developed by OEM
• OEM developed bolted heat shield design for single
replacement
• LM2500 +G4 DLE combustor removes wings from heat
shields
49
BASE PLUS
Heat Shields (DLE) SAC DLE SAC DLE
Recommendations / Timing cut back heat shield design – B-ring

with shorter wings
• Field
 Liberated heat shields require depot visit for repair.
repair
• Depot
 Rotable dome or rotable combustor is reasonable to keep
high cost (long TAT) repair
 Update to cut-back heat shield combustor will improve life
G4-design – B-ring without wings
50
High Pressure Turbine Stage 1
Nozzle
SAC DLE
51
BASE PLUS
Nozzle Stg. 1 Outer Seal SAC DLE SAC DLE
Observed Condition
• Increased NOx emissions observed
• Temperature spread observed
• After removal of Nozzle 1 assembly for HS exchange,
segments were found with damaged or missing outer seals
• Sealing plates break due to high cycle fatigue or high
temperature stress
• Air leakages will cause hot spots
• SB IND-221 will rework nozzle segments with improved
outer seal support
• Field
 Replace nozzle stage 1 assembly per applicable work
k
package
• Depot
 Replace nozzle stage 1 assembly
 Remove nozzle segments and rework per SB-IND-221
52
High Pressure Turbine Stage 2
Nozzle
53
BASE PLUS
HPTN2 Air Tube Issue SAC DLE SAC DLE
Observed Condition Retaining Ring

Air Cooling Tube
• Disintegrated, missing and turned Cooling Air
Tubes/‘spoolies’ and missing retainers and washers are
common across engine lines.
• ‘Spoolies’
‘ l ’ found
f d worn, broken,
b k damaged
d d or turned.
d
• Missing ‘spoolies’, retainers and washers and/or fragments
Spring Washer
found inside Nozzle Segments.
© General Electric
• Turned ‘spoolies’ do not seem to have any affect on Stage 2 NGV

degradation of NGV airfoil.
• Vibration and the temperature difference between nozzles
and cooling air from the HPC are thought to be amongst
the main reasons.
• A study is ongoing at the moment across all engine lines.
• Field
 Monitor via periodic inspections.
inspections
• Depot
 Repair/replace when module exposed.
54
High Pressure Turbine Rotor
55
BASE PLUS
Damper Seals - Wear SAC DLE SAC DLE
Observed Condition
• Wear and corrosion to damper weight slot, retention wire and
damper weight tang surfaces.
• Damper weight becoming detached due wear and causing damage

downstream (e.g. TMF liner puncture damage, etc.)
B k
Background
d / New
N Developments
D l t
• Xtend Hot section has different design on damper seals
• Field
 N/A unless removing HPT blades for any reason.
• Depot
 Careful inspections required to determine wear to damper
weight slot, retention wire and adjacent surfaces
 Recommend replacement if reached 50,000 hrs.
© TransCanada Turbines
56
LM2500 Hot Section Life BASE
SAC DLE
PLUS
SAC DLE
Extension Programs
XtendTM
ELHSTM
er Value
Twin Shank to • LM2500+G4 Technology…
Single Shank
Single Shank – 50,000 Hr HS Life
Custome
HPT
• LM2500+ Technology…
C
– 50,000 Hr HS Life
– 25,000 Hr Combustor
• 25,000 Hr HS Life
• 25,000 Hr Combustor
1983 2002 2006
57
BASE PLUS
Description SAC DLE SAC DLE
• The XtendTM and ELHS are only available for SAC engine
configurations.
• Although the ELHS is no longer available, both the Xtend and

existing ELHS fleets will be supported.
•GE’s
GE s Extended Life Hot Section (ELHS) incorporated hot section components
from the LM2500+ gas turbine. Operating these improved materials at BASE
LM2500 gas path temperatures enabled extended hot section life.
• The XtendTM kit contains advanced hot section components developed for
the LM2500+ G4 gas turbine. The kit also includes special fuel nozzles also
designed to provide 2X life over the BASE LM2500.
• Ad
Advanced d materials,
i l coatings,
i andd component cooling
li iimprovements result
l
in the first 50,000** hour hot section.
58
LM2500 Hot Section BASE
SAC DLE
PLUS
SAC DLE
Upgrades – Configuration
S1 & S2
Shrouds
•Component Xtend
•HPTR (Blades) Plus
S2
•HPT S1 N G4 S1
S1
Blade
Nozzle
S2
Blade
Nozzle
•HPT S2 N G4 Thermal
Shield
•Shrouds G4
•Component Base Xtend

•S1 Blade R80/PtAl N5/PtAl
* XtendTM •S1 Nozzle X40/VPA N5/TBC
Incorporates the Latest •S2 Blade R80/PtAl R80/PtAl
Design Improvements •S2 Nozzle R80/PtAl N5/PtAl
& Materials from
•S1 Shroud Mar509/TBC N2
the LM2500+ G4
the LM2500+ G4
•S2 Shroud R41/Bradealloy N5
59
Hadward BASE
SAC DLE
PLUS
SAC DLE
Modifications
• Both XtendTM and ELHS Hadward Modifications consist of the
following:
• Increased cooling air flow from the stage 13 compressor bleed air manifold in
order to provide increased cooling to the stage 2 HPT nozzle assembly
• New HPT cooling tubes (with increased orifice size) are required any time ELHS
or XtendTM products are installed.
installed
• Improved material properties, and coating capabilities
• Proven materials and coatings
• HPT stage 1 blade cooling increased
• T5.4 control limit increase of 25°F
** Operators should expect to see 2x their normal expected life

based on their particular site conditions. Combustor may still require
replacement prior to the rest of the hot section components.
60
BASE PLUS
T5.4 Profile Shift SAC DLE SAC DLE
Observed Condition
• Plus hot section components result in a gas path
temperature profile shift that causes the T5.4 probes to
see a temperature that is 25°F
“see” 25 F hotter than before.
before
• The 25°F increase that is seen by the T5.4 sensor drives

the fuel valve to close.
Recommendations
• An adjustment to the continuous indicated temperature
control to compensate for the 25°F profile shift can be
made in the control system with GE notification only.
• This is not “over firing” the engine, rather just

compensating for the shift in the profile shift.
61
BASE PLUS
Nozzle Ejector Tube SAC DLE SAC DLE
Observed Condition © MTU Maintenance Berlin‐Brandenburg
• Completely broken ejector tube during operation

• Customer run the engine without problems
• Sump pressurization insufficient
• Sisk of coking the sumps
g © MTU Maintenance Berlin‐Brandenburg
g
• Field
 Perform periodic hardware inspections
 Replace immediately if ejector tube is damaged
• Depot
 Replace/Repair
p p ejector
j tube
 Check sumps for oil coking
62
BASE PLUS
Nozzle Ejector Tube SAC DLE SAC DLE
© General Electric Company © General Electric Company
63
Turbine Mid Frame
64
BASE PLUS
TMF Hub IND-197 SAC DLE SAC DLE
© General Electric Company
Forward side
Observed Condition Aft side

• TMF hub with incorrect holes
• Causes insufficient cooling air to PT disk bore
• Results in disk overheating and growth
• Results in high PT vibrations
Background/New
Developments
• In 2006 Alert SB issued to check the hub
through strut #3
G l El i C
© General Electric Company
• Check in field possible
65
BASE PLUS
TMF Liner Wear SAC DLE SAC DLE
Observed Condition
• The Oblate seal dislodges during movement between the liners due
to thermal growth
g to bind and wear on the struts and the
• This causes the liner fairing
inner liner bends under leaf seal load and wears on the strut fairing

• The original liner design was a 2 piece inner and outer liner
• One piece liner now available to replace the 2 piece liner.
Recommendations
d i / Timing
i i
• Field
 Inspect liner for wear at hot section replacement
 If worn, replace TMF
• Depot
 Repair at component repair vendor (if repairable)
 Replace liner with new one piece liner
66
BASE PLUS
TMF Leaf Seal Liberation SAC DLE SAC DLE
Observed Condition
• Leaf seals found missing on frames
• Some cases have not produced secondary damage as the leaf
seals fall off into the TMF aft cavity
y
• Some cases have produced damage in the power turbine

• Wear is being excited by vibratory load
• Leaf seals are to be redesigned with a shorten length and a
preload on all dimensional combinations
• Changes will be incorporated with liner improvements (one
piece liner)
• Field
 Inspect Seals at hot section replacement
 If missing, complete a field repair or replace TMF
• Depot
 Repair at component repair vendor
 Replace seals and liner when products become available
67
BASE PLUS
Strut Oval Sleeves/SB-215 SAC DLE SAC DLE
Observed Condition WEAR

• Excessive wear at No. 2 (C-Sump vent) and No.6 (9th stage
cooling air and oil scavenge tube) locations between strut cap
oval sleeve and tube.
• GE studies show wear mechanisms are a combination of
vibratory impact and sliding due to relative thermal growth
between case and strut.
• GE testing has shown improved wear characteristics when oval
sleeve material was changed from 347SS to L605.
• SB LM2500-IND-215 released to introduce improvement.
R
Recommendations/Timing
d ti /Ti i
• Field
 Specifically inspect areas during Periodic Inspection or when exposed.
(Refer Service Letter No. 2500-I-04-07)
•D
Depott
 Replace both No. 2 and No. 6 oval sleeves with latest L605 material WEAR
parts per SB-215 at TMF overhaul or heavy repair visit.
68
BASE PLUS
TMF Cast Case IND-202

SAC DLE SAC DLE
• Fabricated case has experienced cracking near to aft
flange due to temperatures and stress
• Cast Case Design, one piece case
• Thickness increase in areas that require reduction in
stress
• SL SL2500-I-02-01 is not necessary anymore
• Field
 Complete exchange of TMF is possible per WP 208
00or WP 208 01
 Introduction requires Retaining Ring L50630P01/P02
 Outer Seal 9084M71P02 required
• Depot
 Fabricated TMF can be reworked to Cast TMF
configuration by authorized service provider
 Introduction requires Retaining Ring L50630P01/P02
 Outer Seal 9084M71P02 installed on G-Series
69
Low Pressure Turbine Stator
70
BASE PLUS
LPTS Cover Damage SAC DLE SAC DLE
Observed Condition
• Cover (LPT Stage 1 Nozzle Insulation Cover Segment)
forward surface and corner chafing/fretting wear due to
contact with LPT Stage 1 Nozzle outer lip.
• Cover cracks/breaks up into sections creating damage to
LPTS vanes and/or LPTR blades.
• Worn LPTS vanes and outer sealing strips.
• Worn LPTS case forward ring (rail) from chafing and fretting
contact by Cover forward edge.
• Due to the LPTS Case design, field replacement of damaged
cover segments is difficult - a field type repair is available. © Air New Zealand Gas Turbines
• Weld repairs to LPTS case available per CF6-6 manual.

• ‘Thick’ flange/SB-099
g / conversion/LM2500+
/ configuration
g
LPTS case still retain similar Cover design thus, potential
wear to ring.
• Field
 Inspect Covers/Nozzles for damage whenever exposed
 Talk to Depot if unserviceable.
• Depot
 Inspect Covers/Nozzles for damage whenever exposed.
 Replace Covers with new at depot level.
71
BASE PLUS
LPTS Cover Damage SAC DLE SAC DLE
© Air New Zealand Gas Turbines © Air New Zealand Gas Turbines

72
BASE PLUS
LPTS Honeycomb Damage SAC DLE SAC DLE
Observed Condition
• Case fretting wear/honeycomb imprint from HCB (honeycomb-

backed) insulation left on case.
• LPT Stage 1 honeycomb backed insulation was introduced as
an improvement to replace foil bag type insulation for ‘thick’
flange Industrial configuration.
• Honeycomb
H b backed
b k d insulation
i l ti is
i also
l applicable
li bl to
t
Commercial Marine ‘thin’ flange configuration which had
specific flange area cracking issues.
• Honeycomb backed insulation is NOT APPLICABLE to ‘thin’
flange Industrial configuration.
• Field
 None
• Depot
 Inspect area whenever exposed for this type of damage.
 Send Cases to GE authorized Repair Vendor for repairs.
 Replace insulation with new whenever area exposed.
73
Turbine Rear Frame (TRF)
74
TRF Frame Chafing BASE
SAC DLE
PLUS
SAC DLE
Damage
Observed Condition
• Strap located incorrectly
 Fretting/Chafing wear to adjacent ground
handling clevis mount structure.
• External Insulation Kit developed
• Frame
 IRM serviceable limit is 0.016 inches deep
following removal of high metal to TRF frame in
clevis mount areas, otherwise full blending repair is
required per GE Standard Practices Manual.
Recommended
d d Action/Timing
i / i i
• Field
 Check correct strap locations during periodic inspections
 Adjust if required to give clearance.
•D
Depott
 Check correct strap locations during kit installation and
during inspections
75
BASE PLUS
Misc – Starter Issues SAC DLE SAC DLE

• Continuous start attempts/failures.
• Flames emitted from the exhaust stack whilst starting the
GG.
• Multiple
l l Starter events.
• The correct restart procedure was reported as not being
followed (no dry motor).
motor)
• Internal components of the Starters showed; signs of
overheating, bearing failures, gear failures and seized
components which, could be attributed to a lack of oil to
the internal components.
• Under investigation. © Air New Zealand Gas Turbines
• Field
 Carry out the correct start/restart procedures
IAW the OEM manuals.
manuals
• Depot
 Inspect/investigate the removed Starters.
76
BASE PLUS
Misc - Bearing Corrosion SAC DLE SAC DLE
Observed Condition
• Corrosion to Mainline and Gearbox Bearings
 Abnormal corrosion and pitting noted to all parts of the
bearings
 Some cases have caused an increase metal particle count
• Improper drying techniques and long periods without
operation
 Noted in marine/offshore environments
 Units are being water washed and then dried and not
operated or ranked for long periods of time. The moisture that
remains in the sump is attacking the bearing surfaces
• Field
 Routinely
y crank engine
g to oil wet bearings
g
 Ensure engine is dried after water washing
• Depot
 Inspect and replace bearings as required
77
Critical Parts
Life Management
(CPLM)
78
Critical Parts Life Management
(LM2500 Base)
79
(LM2500 Plus/+G4)
80
Observed Condition
• Experiencing difficultly getting full GG/GT and individual Critical Life
Parts (e.g. Hot Section) operating history required to calculate
Accumulated Cycles used/remaining for each.
each
• Operating stresses / cycles result in Thermal Mechanical
Fatigue and dimensional “Creep”
Creep changes
• Critical Parts are those that under sudden fracture can
threaten the structural integrity of the engine/package.
(Typically, major rotating parts, excluding airfoils).
• Aero engines first to adopt Life Limits for Critical parts.
• Commercial Marine introduced CPLM then Industrial Base
• Field
 Customer/Operator responsible to record operating
hours partial cycles,
hours, cycles full cycles,
cycles etc.
etc
• Depot
 Have an obligation to assist in calculating Accumulated
Cycles for each Critical Life Part and tracking sheets.
81
What to do in the absence of information?
• If you have total hours on engine and the number of fired starts, an estimate of cycles can be done
as shown in the below example on a HPC 3 – 9 spool.
Table 6 -1 provides declared life for critical rotating components. The cycle life of a 3-9 spool is
14,200 along with the K factors of Kf = 1, Kp = 0.5, Kt = 0.5. (Note Kp and Kt are N/A in table 6-
1. Values used here are to give a conservative estimate) The 3-9 spool had ~100,000 TSN and
3350 fired starts. The following assumptions were used to determine a conservative estimate of
the cycles:
• Total hours on spool are 100,000 (known) + 20,000** = 130,000 hrs TSN
• Fired starts 2500 (known) + 250**
• For every full cycle there existed 1 partial cycle
• All partial cycles assumed to be X>75 and <100 (worst case)
• Assume 1 trip cycle every 500 hrs of operation
** - these hours and starts were used to account for any error in the historical data. (~20% more hours
for every 50,000 hrs run time and ~10% more starts for every 1000 fired starts)
Using the above data and assumptions you get the following:
Number of full cycles = 2750
Number of partial cycles = 2750
Number of trip cycles = 260
Total cycles = Kf(2750) + Kp(2750) + Kt(260) = 4255 Cycles < 14 200 Cycles
14,200
* Results based on ideal estimates that do not account for unscheduled or abnormal operation deviations.
Data is for reference purposes only. Individual operators responsible to collect and track site specific data.
82
Engine Preservation
Engine Handling
Engine Transportation
83
Engine Preservation
Typical Considerations
• Duration
 Short term is defined as less than 30 days.
 Long term is anything greater than 30 days.
days
• Environment
 Engine can be stored either in package or alternatively in a
Shipping & Storage Container which can be pressurized.
 High humidity is the greatest threat to engine bearings
Preservation in Package
• Short Term Lube Oil Preservation Unit
 If engine is going to sit idle for more than 15 days, operators should
oil wet bearings using Brayco 483 or equivalent.
 Recommended to cover inlet, exhaust and VBV.
• Long Term
 Oil wet bearings using Brayco 483 or equivalent.
 Recommended to cover inlet and exhaust
 Oil wet bearings again every 30 days.
84
Engine Preservation
Preservation in Container
• Short Term
 Oil wet bearings using Brayco 483 or equivalent.
 Install desiccant into container.
 Seal container.
• Long Term
 Same as short term except desiccant must be inspected every 30 days. days
 If indicator is blue, no action required.
 If indicator is pink, replace desiccant and oil wet bearings within 14 days.
 Recommended to oil wet bearings every 60 days regardless of condition of
desiccant/indicator.
Recommended Action
• REFERENCE O&M MANUAL, VOLUME 2, WORK PACKAGE (WP) 501-00
• KEEP A LOG !!!!
• High Humidity Environments

 If engine is stored in an environment with high humidity, oil wet bearings every 30
days and verify desiccant every 15 days.
85
Engine Handling
Observed Condition
• Handling Issues
 Confusion over correct container lifting points with GG/GT inside
• Lift Points
Top – Engine / container is designed to be lifted from the 4 lifting
rings at corner areas of the lid providing all T-bolts are installed.
Tie Down Bars – These are NOT be used for lifting the container
Bottom – There are fork lift slots that can be used to lift container
with GG/GT inside off ground and transported over short distances.
Placard - GE planning to add the following in red paint on all
shipping containers:
“Warning
TRANSPORT ONLY ON AIR RIDE EQUIPPED TRUCK AND
TRAILER”.
TRAILER”
• Field
 Check T-bolts and container “lifting points” for serviceability
• Depot
 As above
86
Engine Transportation
Observed Condition
• Bearing Damage
 Brinelling to bearing surfaces
 Probable vibration step indication in operation
 Bearing metal (M50 steel) on Mag Plugs / Scavenge Screen

• GE recommends the use of tractor and trailers that have
pneumatic “air ride” suspension
p p to p
prevent bearing
g damage.
g
• Recommended corrective action for engines shipped on non
pneumatic suspension, is to replace all main line bearings.
• GE have developed an retro-fit air ride suspension kit for Shipping &
Storage Containers, allowing a gas generator/gas turbine to be
transported safely in remote areas of the world where no “air ride”
truck/ trailer unit is available . Blue painted base denotes container
• modified for kit retro-fit. Train trials to be conducted soon by GE.
• Field
g
 Investigate y vibration step
any p indications,, especially
p y if recently
y installed
following transportation
 Organize approved transporting methods to and from site.
• Depot
 Promote correct handling and transportation methods.
 Main Bearings must be accessed and inspected if engine mishandled.
87
Expected Maintenance Intervals
88
• General Electric has designed the LM2500 Gas

Turbine
T bi tto reach
h 50,000
50 000 operating
ti hours,
h and
d itis
iti
generally understood from a budgeting/planning
perspective that a Depot “overhaul” visit would be
required by that time or earlier, depending on
specific site operating conditions.
• Generally there is no instruction from the manual,

when a major overhaul should performed
• In earlier presentation there was only a rough

workscope recommendation given from GE
89
90
•Basically, maintenance intervals

depend on engine operation,
operation
handling and also preventive
maintenance
• There is no standard workscope
• Workscope always depends on

engine incoming condition
91
Depot
Experience
92
The Depot Experience
Tips for a Successful Depot
Experience
• Open a dialogue with your depot to create
an effective workscope
• Combine disassembly level with related

Service Bulletin Incorporation
• Notice effort of disassembly for
incorporation of some SB´s “only”
• Avoid “Hold Days” due to detailed defined
workscope
93
Tips for a Successful Depot Experience
• Customer to provide engine history to Depot (i.e.
Ques o a e)
Questionnaire)
 TSN, TSR, critical parts life hours
 Provide last borescope report
 Provide specific component history (i.e. operational hours on key
components: Combustor,
Combustor HPT,
HPT etc.)
etc )
 Describe any operational event history or known issues
 Provide Service Bulletin history and vouchers
 Provide last Depot report
94
• Discuss expectations for future life (“workscoping to a

budget”)
• Discuss YOUR reliability/availability and performance needs
• Consider an incoming test for engine repair
• What
at are
a e your
you “hot”
ot buttons?
butto s
Cost vs. turnaround time


 Replacement parts
 (used serviceable vs.
vs new/overhauled)
 Usage of rotable parts
95
What should you receive from your
Depot visit?
• I
Incoming
i report (photograph
( h h & record
d off missing
i i parts))
• Inspection report and cost estimate
• Weekly status reports
• Final report
 Inspection findings
 On-off log
 SB compliance
• Test report
96
The Field Service Experience
Tips for a Successful Field Service Experience
• Open a dialogue with your field service provider to create an effective
workscope and parts supply list
 Combine outage with Service Bulletin (Field Level) Incorporation
 Identify
y available resources at site including
g manpower,
p , parts,
p , dollies and tooling
g
 Identify resources required by field service team including manpower (technical, controls
expert, mapper), parts and tooling
 Avoid
A id delays
d l b
by h
having
i equipment,
i t package,
k parts
t and
d man power available
il bl att ti
time off
outage
 Establish site specific HSE requirements up front:

 Confined space training?
 H2S Training?
 Site specific PPE requirements?
97
• Customer can expect to provide the following:

 TSN, TSR, critical parts life hours
 Site specific orientation
 Site Emergency Response plan (including contacts)
 First Aid Facility and equipment locations
 Emergency escape routes
 Lunch/Break rooms
 Load testing and inspection certificates for lift equipment
 Clean and safe work environment
 Slip hazards contained
 Isolations in place (confirm with field team)
 LOTO’s
LOTO s in place
98
• C
Customer can expect the
h following
f ll i from
f its
i ASP:
ASP
 ASP certifications including, but not limited to the following:

 ISO 9001 (Quality Management Certification)
 ISO 14001 (Environmental Management Certification)
 OHSAS 18001 (Health and Safety Management
Certification)
 Trained and Professional Field Service Representatives

 Ask for OEM training certificates
 Site visit report including findings and recommendations
 Depot level Engineering support (if needed)
 Access to the right Parts and Tooling necessary to complete the

work
99
Thank You...Questions?
100

2012 WTUI Conference LM2500

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2012 WTUI Conference

• Engine Fleet Statistics

• Recent Service Bulletins & Letters

• Critical Parts Life Management

• Engine Preservation, Handling and Transportation

• Expected Maintenance Intervals

• The Depot Experience

Trans Canada Turbines

Steve Willard Christian Czmok

Air New Zealand Gas Turbines

Level 4 Depots receive the following from the OEM:

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

• Approved Vendor List for Component Repairs

• Departure Records (DR’s)/Deviation

Combustion System ALL * SAC DLE Augmented/

Total Engines 1559 1156 403 20

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

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

Engines In Service 1 499

Total Operating Engines 1,006 735 271 13

* Approx 557 engines are LM2500+ and +G4

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

• For overhaul workscope the following Service Bulletin are recommended

CFF GBX HPC CRF HPT TMF PT Ext. Acc.

• For overhaul workscope the following Service Bulletin are recommended to

CFF GBX HPC CRF HPT TMF PT Ext.

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

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

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

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

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

Observed Condition © Air New Zealand Gas Turbines

• Delamination of the teflon type seal

© Air New Zealand Gas Turbines

© Air New Zealand Gas Turbines

The inspection of the inner spool surface has shown the

Background / New Developments

© Air New Zealand Gas Turbines

Mounting Flange Carbon Face Seal

Carbon Face Seal Assembly

© Air New Zealand Gas Turbines Drive Spline (Knuckle)

Background / New Developments

• GE introduced SB 170 which introduces a CRF change that allows

Background / New Developments

LM2500 CRF with

© Air New Zealand Gas Turbines

Observed Condition © Air New Zealand Gas Turbines

• Missing (burnt) material from the splash plates observed.

© Air New Zealand Gas Turbines

© Air New Zealand Gas Turbines

© Air New Zealand Gas Turbines

© Air New Zealand Gas Turbines

Background / New Developments

Recommendations / Timing cut back heat shield design – B-ring

G4-design – B-ring without wings

Observed Condition Retaining Ring

• Turned ‘spoolies’ do not seem to have any affect on Stage 2 NGV

© Air New Zealand Gas Turbines

• Damper weight becoming detached due wear and causing damage

 Recommend replacement if reached 50,000 hrs.

• Although the ELHS is no longer available, both the Xtend and

•Component Base Xtend

• Improved material properties, and coating capabilities

• Proven materials and coatings