TURBO 1 - 2012 - GTs-rev.A PDF

Gas Turbines In Focus
A Closer Look at Gas Turbines History,

Applications, Market, and Technology
Prepared By:
A. Rezk
M. Omar
M. Samir
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Contents
1. Gas Turbine Applications.
2. The Changing Gas Turbine World.
3. Categories of Gas Turbines.
 Frame Type Heavy Duty Gas Turbines.
 Aero-derivative Gas Turbines.
 Industrial Gas Turbines.
4. Gas Turbines Classes.
5. Gas Turbine Concepts.
Slide 3
Contents
6. Aero Gas Turbines.
 Aero Gas Turbines Manufacturers.
 Aero Gas Turbines Types.
 Turbojet.
 Turboprop.
 Turboshaft.
 Turbofan.
 Two Spools & Three Spools Designs.
 Pratt & Whitney Engine Models Designation.
 Aero Gas Turbines in Details
 Rolls Royce (Trent Family)
 General Electric (G90 Family)
 Pratt & Whitney (PW1000G Family)
Slide 4
Contents
7. Missile Engines.
8. Industrial Gas Turbines.
 Industrial Gas Turbines Manufacturers.
 General Electric.
 Siemens.
 ALSTOM.
 Mitsubishi Heavy Industries – MHI.
 Rolls Royce.
9. Marine Gas Turbines.
10.Nuclear Closed Cycle Gas Turbines.
11.Gas Turbines Performance.
12.Invensys Opportunities In Gas Turbines Control Market.
Slide 5
Powering
The World
Slide 6
Gas Turbine Applications
• Gas turbines cross many disciplines- across land, sea, and air.
• In the gas turbines world, it is essential for all industry sectors

to learn from each other. Doing so will help understand why
aero-derivative gas turbine –sometimes– does not have a
keyphasor for phase measurement for example.
• It is worth mentioning that some of the industry’s largest

fleets are aero-derivative gas turbines.
Slide 7
The Changing Gas Turbine World
• Global economy and consequential mergers and acquisitions turned
the GT sector more complex technically, sometimes towards the
better.
• One may note that the cross section of a Siemens W501 resembles
the equivalent MHI (Mitsubishi Heavy Industries) turbine. This is
logical if one recalls that Siemens acquired Westinghouse which
prior to the acquisition, had worked on the forerunner to the W501
in a joint venture with MHI. This is especially true in joint venture
engines.
• Purchaser of IAE’s V2500 (an aero engine developed by Rolls-Royce
sold its 32.5% stake to Pratt & Whitney in October 2011, Pratt &
Whitney, Japanese aero engines, and Fiat Avio) were heard to sigh
with relief when they heard that the oil system was a Rolls-Royce
design.
Slide 8
The Changing Gas Turbine World
• The changing gas turbine world has also created logistical issues.
• Brown Boveri (BBC) became Asea Brown Boveri (ABB), which still
exists and very healthy too. The part of ABB that manufactured gas
and steam turbines became ABB Alstom, and later Alstom Power.
• ABB originally had two main branches that manufactured different
size ranges of turbines. ABB Stal was in Sweden and built the
smaller GTs. ABB Switzerland built the larger machines.
• Siemens (after it acquired Westinghouse) acquired sectors of Alstom
Power that essentially included ABB Stal.
Slide 9
Categories of Gas Turbines
• The simple-cycle gas turbine is classified into:
1. Frame Type Heavy Duty Gas Turbines.

2. Aero-derivative Gas Turbines.
3. Industrial Gas Turbines.
Slide 10
1. Frame Type Heavy Duty Gas Turbines
• The frame units are the large power generation units ranging
from 3 MW to 375 MW in a simple cycle configuration.
• The industrial heavy duty gas turbines employ axial flow

compressors and turbines with multiple can-annular, combustors.
• The earlier industrial European designs had single stage side

combustors. The new European designs do not use the side
combustor in most of their newer designs.
Slide 11
1. Frame Type Heavy Duty Gas Turbines
• The newer European designs have can-annular or annular

combustors since side (silo type) combustors had a tendency to
distort the casing.
• The large frontal areas of these units reduce the inlet velocities,
thus reducing air noise. The pressure rise in each compressor stage
is reduced, creating a large stable operating zone.
Slide 12
2. Aero-derivative Gas Turbines
• As the name indicates, these are power generation units, which

originated in the aerospace industry as the prime mover of aircraft.
• These units have been adapted to the electrical generation

industry by removing the bypass fans, and adding a power turbine
at their exhaust.
Slide 13
2. Aero-derivative Gas Turbines
• The aero-derivative gas turbines are also widely used by gas

transmission companies and petrochemical plants, especially for
many variable speed mechanical drives. The benefits of the aero-
derivative gas turbines are:
I. Favorable installation cost.
II. Adaptation to remote control.
III. Higher efficiency.
IV. Lower weight.
Slide 14
3. Industrial Gas Turbines
• Industrial type gas turbines are medium range gas turbines and
usually rated between 5 -15 MW.
• These units are similar in design to the large heavy duty gas
turbines; their casing is thicker than the aero-derivative. They
usually are split-shaft designs that are efficient in part load
operation.
Slide 15
Gas Turbine Classes
• GE defines firing temperature as the
mass flow mean total temperature at Increase in Firing temperature
the stage 1 nozzle trailing edge MHI R&D (1700 oC)
plane.
J Class
• ISO document 2314 “Gas Turbines-
H Class
Acceptance Tests” defines the firing
temperature as a reference turbine G Class
inlet temperature and is not F Class
generally a temperature that exists
E Class
in a gas turbine cycle; it is calculated
from a heat balance on the D Class
combustion system using parameters
obtained in a field test.
Slide 16
Gas Turbines Concepts
• This ISO reference temperature will always be less than the true
firing temperature -as defined by GE- in many cases by 100 F/38°C
or more for machines using air extracted from the compressor for
internal cooling.
• Firing Temperature shouldn’t be confused with the Combustion
Reference Temperature TTRF which is calculated by the control
system as a function of the median exhaust temperature (TTXM),
compressor discharge pressure (CPD), and the inlet bell mouth
temperature (CTIM). It represents a reference for combustor mode
sequencing and fuel split scheduling and is NOT a true indication of
actual machine firing temperature.
• One should pay attention: "Firing Temperature" as a definition is not
universal with all manufactures!
Slide 17
Gas Turbines Concepts
GE Uses Firing Temperature TB

• Highest Temperature at Which Work is Extracted
Slide 18
Aero Gas Turbines
Slide 19
Aero Gas Turbines
• National Academy of Sciences, Committee on Gas Turbines (June
1940) commented: “In its present state … the gas turbine engine
could hardly be considered a feasible application to airplanes mainly
because of the difficulty in complying with stringent weight
requirements imposed by aeronautics.”
• But two engineers, Sir Frank Whittle and Hans von Ohain, persisted
and today virtually all aircraft are powered by gas turbine engines!
Slide 20
Aero Gas Turbines Manufacturers
• The world’s largest players in the aero engines market are GE
(USA), Rolls-Royce (UK), and Pratt & Whitney (USA).
• Other manufacturers include Snecma (France), and MTU (Germany),

CFM International (50/50 Joint Venture between GE and Snecma)
• In view of the enormous development costs required to bring a new

engine to the market, the only way to do this is to have a family of
engines based on a common core.
Slide 21
Aero Gas Turbines Types
• There are four main types of aero gas turbines:
• Turbojet,
• Turboprop,
• Turboshaft, and
• Turbofan.
Slide 22
1- Turbojet
• The simplest form of gas turbines
- High velocity hot gas provides thrust.
- High fuel burn and high noise levels.
• Applications
- Most famously the Olympus 593 that powered Concorde airplane.
- Military aircrafts.
Slide 23
2,3- Turboprop and Turboshaft
• The exhaust stream drives an
additional turbine.
- This turbine drives a propeller or
a helicopter rotor system.
- The propeller accelerates air
generating thrust or lift.
• Applications and Examples
- RTM322 turboshaft powering
Apache helicopters.
- TP400 powering the A400M
military transporter.
Slide 24
4- Turbofan
• Also called the bypass engine
- Bypass and core flows both
provide thrust, with the bypass
flow accounting for around 80%
of the total thrust.
- More environmentally friendly
with better propulsive efficiency
and lower noise levels.
• Applications
- Civil and military aircrafts.
• It can be found in two or three
spools configurations.
Slide 25
Two Spools & Three Spools Designs
• Multi-spool engines allow better speed-matching of the compressor
and turbine stages than a single-spool engine.
Slide 26
• The power per stage of a compressor or turbine is proportional to its
rotational speed: the faster the speed, the smaller the number of
stages required for a given overall power.
• However, the maximum rotational speed of a compressor blade is
limited by stress considerations: the large blades found in fans and
LP compressors cannot be rotated as fast as the small blades found
in HP compressors.
• Therefore it is desirable to rotate the fan and LP compressor at
slower speeds than the HP compressor.
• A triple-spool engine consequently provides better speed-matching
than a twin-spool one; it is also shorter, stiffer and lighter.
Slide 27
• A triple spool system means there
are 2 or 3 more bearings in the
engine, more inter-rotor frames,
additional lube and sump system
complexity, and an additional
vibration source that must be
balanced, which is a disadvantage
of the triple spool design.
• Regardless of the number of

spools, all engines today are state
of the art.
Slide 28
Three Spools Design
Slide 29
• For an aircraft engine the speeds at which the shafts turn are
measured independently and are shown in the cockpit as an equivalent
percentage (N1, N2 and N3 –if three spools-).
• For a two spool engine:
- LP shaft Speed (N1).
- HP shaft speed (N2).
• For a three spool engine:
- LP shaft Speed (N1).
- IP shaft speed (N2).
- HP shaft Speed (N3).
Slide 30
• In CFM56-5C engine (for Airbus A340-200/-300) the N1 rotor speed
ring has 30 teeth. One of these teeth is thicker and generates a
stronger pulse and used as a phase reference in engine vibration
analysis.
Slide 31
Pratt & Whitney Engine
Models Designation
• The naming conventions for the ratings are very different and
confusing. Newer engines have naming conventions that are more
straight forward than their predecessors.
• Pratt & Whitney and Rolls Royce made efforts to clear up the
naming conventions and ratings starting in the 1980s. A clear
improvement was the addition of a representative thrust number
and application to the rating name.
For example PW4090
PW4 0 90
Engine Model Application Rating
PW4000 Family 0 Boeing Thrust 90,000 lb
1 Airbus
Slide 32
Aero Gas Turbines in Details
• Rolls Royce (Trent Family)

• General Electric (G90 Family)
• Pratt & Whitney (PW1000G Family)
Slide 33
Rolls-Royce Aero Gas Turbines
• With an overall market share of 40% of the markets in which it competes, RR is
the 2nd largest manufacturer of turbofan engines after GE relegating Pratt &
Whitney to the 3rd position.
• Every 34 seconds an RB211-524 powered Boeing 747 takes off or lands, and
every 25 seconds an RB211-535 powered Boeing 757 takes off or lands
somewhere on the planet Earth.
• It is worthy to mention that on September 20th1945, the first flight of a turboprop

engine was the Rolls-Royce Trent powering a converted Meteor fighter. The Trent
was discontinued after only 5 units were built as Rolls-Royce concentrated on the
Dart engine which became the first turboprop in airline service.
Slide 34
• Now Rolls-Royce has used the name “Trent” again in 1990s for its
latest series of large civil turbofan engines.
• A Rolls-Royce powered aircraft takes off or lands every 2.5 seconds.
• Singapore Airlines is the largest operator of Trent engines with five

variants in operation or in order.
Slide 35
• Historically, the Trent engine is a development of the RB211 engine
which was originally designed for the Lockheed L-1011 TriStar and it
was the only engine to power this aircraft type.
• The development costs forced Rolls-Royce into bankruptcy and was

nationalization by the British government to save Rolls-Royce. The
company survived and the RB211 became the first true three spool
engine, which also changed Rolls-Royce from a small player in the
aircraft gas turbines industry into a global competitor and a real
giant.
Slide 36
• When Rolls-Royce was privatized in April 1987, its share of the large
civil turbofan market was only 8%. Now Rolls-Royce Trent engine
market share is around 40%.
• All Trent engines variants are of three spool design (3 concentric

shafts). Recent engines of Trent family (Trent 900, Trent 1000, and
Trent XWB) utilize contra-rotation in which, the high-pressure shaft
rotates in the opposite direction to the other two shafts, allowing
the engine to be lighter and more fuel-efficient (straightens of air
flow improves efficiency).
Slide 37
Rolls-Royce Trent Family
RB-211
Trent
Trent Trent Trent Trent Trent Trent

500 700 800 900 1000 XWB
Slide 38
Trent 500
• Is the sole power solution for Airbus A340-500/-600.
• Lufthansa is the largest operator, with 21 A340-500/-600

currently in service
Slide 39
Trent 700
• Is the most successful engine used on Airbus A330-200/-300 with

57% market share although it was the 3rd engine to market on the
A330.
• It has 80% market share in the Middle East. The Egypt Air A330-
200/300 in service are all powered by Trent 700.
• 1,000 Trent 700s are delivered for Airbus A330.
• Cathay Pacific is the largest operator, with 60 Trent 700 powered

A330s in service or in order.
Slide 40
Trent 800
• Has 41% market share for Boeing 777-200/200ER/300 with 500

engines in service.
• Initially Rolls-Royce faced difficulties selling the engine.
• A Trent-powered Boeing 777 weighs up to 3.6 tonnes less than

General Electric (GE-90) and Pratt & Whitney (PW4000-112)
powered versions.
Slide 41
Trent 900
• Has been selected by two thirds of Airbus A380 operators.
• The engine has around 53% market share compared to its

competitor Engine Alliance (GE/PW) GP7200.
Slide 42
Trent 1000
• Is the launch engine for Boeing 787.
• It has 40% market share.
• For the first time in commercial aviation, both engines (General

Electric GEnx & Rolls Royce Trent 1000 ) types will have a standard
interface with the aircraft, allowing any 787 to be fitted with either
a GE or Rolls-Royce engine at any time as long as the pylon is also
modified.
Slide 43
Slide 44
Trent XWB
• Is currently the exclusive engine on the new Airbus A350XWB.
• GE refuses to build a new engine and even more steadfastly

refuses to provide an engine that powers the A350-1000.
• The A350-1000 is viewed as a competitor to the 777-300ER, an

airframe in which GE has invested many millions of dollars as part
of the price for its engine exclusivity.
• At the beginning GE proposed its GEnx engine to power the

aircraft but Airbus redesigned the A350 –the original design was an
upgrade from Airbus’s current A330– as a result of market
pressures.
Slide 45
General Electric G90 Family
GE90
GE90- GE90- GE90- GE90- GE90- GE90- GE90- GE90-

76B 77B 85B 90B 92B 94B 110B1 115B
Slide 46
• Was built by GE Aircraft Engines (GE Aviation) exclusively for the

Boeing 777, with thrust ratings ranging from 74,000 to 115,000 lbf
(329 to 512 kN).
• Emirates is the world's largest operator of GE90 engines with 60

GE90-powered Boeing 777 aircrafts in service and an additional 25
on order.
• The airline will be the largest Airbus A380 aircraft and Engine
Alliance (GE/PW) GP7200 operator with 58 A380s on order, 5 of
which are already in service, and more than 230 GP7200 engines.
Slide 47
• Emirates is the largest GE90-115B-powered Boeing 777-300ER

operator in the world.
• The engine is one of three options for the 777-200, -200ER, and -
300, and the exclusive engine of the -200LR, -300ER, and -200F.
• In October 2003, a Boeing 777-300ER broke the ETOPS record by

being able to fly five and a half hours (330 minutes) with one
engine shut down. The aircraft, with GE90-115B engines, flew from
Seattle to Taiwan as part of the ETOPS certification program.
Slide 48
• The GE90 series are physically the largest engines in aviation

history, the fan diameter of the original series is 312 cm (123 in).
The largest variant, the GE90-115B, has a fan diameter of 325 cm
(128 in).
• Because of their size, GE90 engines can only be airfreighted in

assembled form by outsize cargo aircraft such as the Antonov An-
124 Condor.
Slide 49
• Apart from its size, the GE90-115B is
powerful enough to fully operate GE's
Boeing 747 testbed on its own power.
• It holds the record for the highest

thrust (though it is rated at 115,300 lbf Emirates Boeing 777-200LR (A6-
(513 kN)). This thrust record at EWG) Powered by GE90-110B1 in
Cairo International Airport.
127,900 lbf (569 kN) was accomplished
inadvertently as part of a one-hour,
triple-red-line engine stress test.
• The engine development costs were

very high, as it costs GE 1 million USD a
day for a period of five years! Egypt Air Boeing 777-300ER
powered by GE90-115B
Slide 50
• Unique to GE, the modular structure of the GE90 allows the
engine to be easily split into two parts; the fan and the
propulsor. This simplifies transportation and reduces spare
engine acquisition.
GE90-115B engine propulsor

Slide 51
Pratt & Whitney Aero Gas Turbines
• Pratt & Whitney is the 3rd largest manufacturer of aero engines
after GE and Rolls-Royce.
• Pratt & Whitney also offers its PW4000-112 for Boeing 777-200/-
200ER/-300.
• PW4000 family consists of:

PW4000-94 inch (PW4056, PW4062, PW4052, PW4056,
PW4060, PW4460, PW4462, PW4152, PW4156, PW4158) for
A300-600, A310. Boeing 767, and Boeing 747.
PW4000-100 inch (PW4164, PW4168, PW4170) for Airbus

A330-200/-300, and
PW4000-112 inch (PW4074, PW4077, PW4077D, PW4084,

PW4084D, PW4090, PW4098) for Boeing 777-200/-200ER/-300.
Slide 52
PW1000G Geared Turbofan Engine
• Pratt & Whitney PW1000G is a high-bypass geared turbofan
engine currently selected as the exclusive engine for the
Bombardier C Series, Mitsubishi Regional Jet (MRJ) airliners, and
Irkut MS-21, and as an option on the Airbus A320neo.
• This engine was jointly developed with MTU Aero Engines of

Germany.
• A geared turbofan uses a bigger fan but rotates slower than

conventional twin spools engines. This moves more air at a lower
speed, allowing the same thrust as a non-geared fan but with less
energy expended. There is also a drag saving due to slower blades.
• However some energy will be lost as heat in the gear mechanism,

and the bigger fan will cause some extra aerodynamic drag.
Slide 53
• As the bypass ratio increases, the mean radius ratio of the fan
and LP turbine increases. Consequently, if the fan is to rotate at its
optimum blade speed the LP turbine blading will spin slowly, so
additional LPT stages will be required to extract sufficient energy to
drive the fan.
• Introducing a (planetary) reduction gearbox, with a suitable gear

ratio, between the LP shaft and the fan enables both the fan and LP
turbine to operate at their optimum speeds.
1: Fan
2: Gearbox
Slide 54 Geared Turbofan Principle

PW1000G Planetary Gear Train PW1000G Cutaway
Slide 55
Missile Engines
Slide 56
Missile Engines
• Gas turbines “Turbofan and Turbojet” are also used to power
cruise and anti-ship missiles. These engines can be found in single
spool and two spool configurations.
• Air-to-air missiles have been almost entirely rocket powered as

this suits the requirements of high thrust for a short duration
better.
• The long range required by cruise missiles means that they fit the
turbofan regime with Specific Fuel Consumption (SFC) as a key
issue.
Slide 57
Missile Engines
• Low outlet temperature (SOT) levels of the HP turbine stator are
around 1250 K to avoid the need for turbine cooling (and also give
better SFC for a turbojet). Both axial and radial turbines are used.
• Examples is the American BGM109-Tomahawk land attack cruise

missile, the American Harpoon, the French Exocet, and the British
Sea Eagle anti-ship missiles.
Slide 58
Missile Engines
Slide 59
WILLIAMS INTERNATIONAL
F107-WR-101 Turbofan Engine
• The F107-WR-101 is an advanced,
two-shaft turbofan engine that powers
the USAF AGM-86B Air Launched
Cruise Missile. The engine's design
emphasizes light weight and compact
size because of the limited space in
the ALCM (Air-Launched Cruise
Missile). F107-WR-101
TECHNICAL NOTES:
• The F107-WR-101 uses a special Compressor: Two-spool, counter-rotating
Turbine: Two-spool, counter-rotating
high-density aviation turbine fuel that Weight: 146 lbs.
has more energy for a given volume Thrust: 600 lbs. maximum
than standard fuels. The fuel is
blended to endure harsh weather
conditions and long storage periods.
Slide 60
Industrial Gas Turbines
Slide 61
• Industrial gas turbines are those used for industrial applications.
They include all those engines which are not used for aircraft.
• The first industrial gas turbine –The Neuchatel Gas Turbine– was
built in 1939 in Switzerland by Brown Boveri (ABB Power generation
then Alstom Power).
• This machine is designated as a historic mechanical engineering

landmark by the American Society of Mechanical Engineers (ASME)
in 1988.
Slide 62
• The machine had a power output of 4 MW at the generator
terminals and an efficiency of 17.4%. Rotating at 3000 rpm, the
turbine with inlet temperature of 550 C provides 15,400 kW of
which 11,400 kW is absorbed by the compressor.
• The acceptance tests were supervised by the “Grand Old Man” in

the field of thermal machines, Professor Aurel Stodola (one of his
students was Albert Einstein).
Slide 63
• After 63 years and 1,908 starts, damage occurred to the
generator and the plant was permanently closed down in 2002.
• The machine is on display at the production site in Birr,

Switzerland.
Slide 64
• Today the new Siemens gas turbine SGT5-8000H power output is
375 MW at 40% simple cycle efficiency. MHI also offers its M701G2
rated at 334 MW.
• The total worldwide value of production of all gas turbines in 2009

was $40.5 billion (aero engines account for $27.0 billion). The
industry could grow to $51.9 billion by 2014.
• There are a number of gas turbine manufacturers and licensees,

including; GE, Siemens, Alstom, MHI, Rolls-Royce, Pratt & Whitney,
Solar turbines, MAN Turbo, Hitachi, etc…
• This document focuses on the top manufacturers: GE, Siemens,

Alstom, MHI, and Rolls-Royce.
Slide 65
Industrial Gas Turbines Manufacturers
• General Electric
• Siemens
• ALSTOM
• Mitsubishi Heavy Industries (MHI)
• Rolls Royce
Slide 66
Industrial GTs Manufacturers
(General Electric)
• GE, the world's largest gas turbine manufacturer, produces gas

turbines for all applications for civil aerospace, defense aerospace,
power generation, and mechanical drive applications. It produces
heavy duty frame type industrial gas turbines and aero-derivative gas
turbines based on their successful aero engine CF6 model.
• The LM “Land & Marine” series is the GE flagship aero-derivative

family.
• The US Navy adopted the GE LM2500 for their naval vessels gas
turbine powered.
Slide 67
(General Electric)
• In 1949 GE installed the first gas
turbine for power generation in the
US with an output of 3,500 kW in
Belle Isle Power Station in Oklahoma.
• The machine was withdrawn from

service in August 1980 with the
closing of the Belle Isle station which
was obsolete.
• The machine is now on display in

Schenectady.
• The machine is being dedicated as a

national historic Mechanical
Slide 68 Engineering Landmark by ASME.
(General Electric)
• In 1949 the first GE gas turbine locomotive went into service on a
number of American railroads.
• In 1967 the first ever two GE combined cycle plants were the city
of Ottawa 11MW and the Wolverine Electric 21 MW.
Slide 69
(General Electric)
• The GE Gas Turbine model designation:
PG 9 35 1 FA
Application Series Power No. of Shafts Model
Approximate
PG Power Generation Frame Model 1 or 2
Output Power
M Mech. Drive 3, 5, 6, 7, 9 (x 10,000 Shaft HP)
So, PG9351FA gas turbine is:
• A power generation package,

• Frame 9 (MS9001),
• Single shaft,
• F class machine,
• Power output of 35 x 10,000= 350,000 Shp = 350,000 / 1341 = 261 MW.
Slide 70
(General Electric)
• The GE Combined Cycle Designation:
Slide 71
(General Electric)
• GE H-System
 The GE H system is a state of the art combined cycle plant.
 The GE H system gas turbine uses closed loop steam cooling of
the turbine. This allows the turbine to fire at higher temperature
for increased performance, yet without increasing the
combustion temperature.
Slide 72
(General Electric)
• GE H-System
 The closed steam cooling process reduces the temperature drop
across the nozzle to less than 44 °C.
 This results in a firing temperature class of 1430 °C or 110 °C
higher than in the preceding systems.
 Another benefit is while the steam cools down the nozzle, it
picks up heat for use in the steam turbine.
 A third advantage of closed loop cooling is that it minimizes the
parasitic extraction of compressor discharge air, thereby
allowing more air to flow to the head-end of the combustor for
fuel premixing.
 All these benefits result in combined cycle efficiency of 60%.
Slide 73
(General Electric)
Slide 74 STAG 107H/S109H Cycle Diagram

(General Electric)
Slide 75 HRSG Schematic for S107H/S109H

(General Electric)
• LMS 100 Aero-derivative Gas Turbine
 The LMS100 has the highest simple cycle efficiency of 46%,
producing 100 MW of power.
 The unique feature of this system is the use of inter-cooling within
the compression section of the gas turbine.
 The inter-cooling process allowed for a significant increase in mass
flow. The Low Pressure Compressor (LPC) of MS6001FA was used
due to the higher mass flow.
 The core engine design was derived from CF6-80C2 aero-engine
(for Airbus A330), so this machine is sometimes classified as a
Hybrid gas turbine.
Slide 76
(General Electric)
LMS100 Configuration
Slide 77
(General Electric)
Exhaust Hot End Drive
Diffuser
From Intercooler Annular Combustor

2 stage IPT
To Intercooler
2 stage HPT
HPC
HPC Inlet Collector

Scroll Case
LPC first 6 stages of
MS6001FA LPC Exit Diffuser Scroll
Case
Slide 78 LMS100 Gas Turbine

(Siemens)
• Siemens offers 15 models covering a wide range of power from 5
MW up to 375 MW.
• The first Siemens gas turbine was named VM1 and it ran for the 1st
time in 1956.
• The first Siemens gas turbine produced at Berlin plant in 1972.
• In 2004, Siemens renamed its gas turbines products under a
common identification using SGT series.
• In 2006, the 500th gas turbine was shipped from Berlin plant.
• In 2011, the world record in power was set by the SGT5-8000H in
Irsching power plant in Germany.
Slide 79
(Siemens)
• The new Siemens naming convention is as follows:
SGT 5 - 4000 F
SGT Siemens Gas Turbine
5 or 6 Generator Frequency 50 Hz or 60 Hz
4000 Gas Turbine Model
F Gas Turbine Class
SGT 5 - 4000 F 1S
SCC Siemens Combined Cycle
5 or 6 Generator Frequency 50 Hz or 60 Hz
4000 Gas Turbine Model
F Gas Turbine Class
1S or 2 x 1 Single Shaft or multi shaft in 2 on 1 configuration
Slide 80
(Siemens)
Slide 81
(Siemens)
Slide 82
(Siemens)
Siemens Gas Turbines new naming convention
Previous Name New Name
Typhoon SGT-100
Tornado SGT-200
Tempest SGT-300
Cyclone SGT-400
GT35 SGT-500
GT10B SGT-600
GT10C SGT-700
GTX100 SGT-800
W251 SGT-900
V64.3 SGT-1000F
Slide 83
(Siemens)
Siemens Gas Turbines new naming convention (Cont’d)
Previous Name New Name

V94.2 SGT5-2000E
V94.2A SGT5-3000E
V94.3A SGT5-4000F
V84.2 SGT6-2000E
W501D5A SGT6-3000E
V84.3A SGT6-4000F
W501F SGT6-5000F
W501G SGT6-6000G
Slide 84
(Siemens)
SGT5-8000H not only big, but also beautiful
• The H class is the first frame developed since the merger of
Siemens and Westinghouse.
• Output of 375 MW in simple cycle operation at 40% efficiency.
• Output of 570 MW in combined cycle (single shaft) operation with
an efficiency of over 60%
• Fully air cooled machine (GE H system is steam cooled!).
• Siemens has its G-class machine SGT6-6000G (originally
Westinghouse W501G) transition pieces are steam cooled.
• The testing of this machine at Siemens workshop was difficult –if
not impossible- due to the prohibitive cost of the fuel. The natural
gas line reaching the shop allows testing of gas turbines with
powers up to 220 MW.
Slide 85
(Siemens)
• The gas turbine at Irsching powerplant is a prototype and has
been provided from the assembly stage with over 2800 additional
sensors in and on engine for validation testing.
Slide 86
(Siemens)
Siemens Hydraulic Clearance Optimization (HCO) System
• Tight radial clearances in both the compressor and the turbine
section is one key to high component efficiencies. However, under
any operating condition, some radial clearance must be maintained
in order to avoid contact between rotating and stationary parts.
• The rotor, which typically has the slower thermal response, can be
heated and cooled quickly by internal secondary airflows. The
conical flow path in the turbine casing of the Siemens frames gives
another opportunity to introduce clearance control by combining
axial and radial growth.
• It facilitates active clearance control by shifting the rotor against the
flow direction and consequently reducing the radial gaps above the
turbine blade tips.
Slide 87
(Siemens)
Slide 88
(Siemens)
• Once the engine is fully heated and running at base load, the
clearances are larger than required. This is because the clearances
are designed for hot restart conditions, which is the most critical
operation mode. Furthermore, clearances need to be large enough
to account for casing ovalization during heat up.
• These two effects, hot restart capability and casing ovalization, lead
to the fact that turbine clearances can be reduced after the engine
is fully heated. The HCO uses this potential by shifting the rotor in
the compressor direction after the engine is fully heated and thus,
reduces the radial clearances by about one millimeter!
• It can be shown that the efficiency gain in the turbine of about
0.35% points is far larger than the loss in the compressor section of
about 0.15% points due to slightly increased clearances.
Slide 89
(Siemens)
• The design of the HCO allows for only two positions. HCO is either
switched on or off and the positioning is ensured by mechanical
stops in the hydraulic cylinders. There is no need for a closed loop
control circle with position measurement.
• Just by applying the oil pressure, the rotor moves automatically into
the right position. As the axial thrust of the gas turbine is directed
in the turbine direction, the system is even fail safe.
• In the unlikely event of a pressure loss, the axial thrust would move
the rotor back into the “safe” position.
• The Hydraulic Clearance Optimization upgrade is applicable for the
SGT5-4000F (V94.3A) and SGT6-4000F (V84.3A).
Slide 90
(ALSTOM)
• Alstom signed a long term technology agreement with Rolls-Royce
which will enable Alstom to use aero-engine technology in the
development of its heavy duty gas turbine product range.
• From 1965 until 1999 Alstom was a manufacturing associate of GE.
The frame 9 machine was special as it was developed in Belfort,
France.
• In 1999 Alstom and ABB merged their power businesses to form
ABB/Alstom Power. In the same year GE purchased back the GE
manufacturing facilities of Alstom thus separating the Alstom ABB
gas turbines from the GE business.
• In 2000 Alstom acquired ABB’s share in ABB Alstom power.
Slide 91
(ALSTOM)
• In 2003 Alstom was undergoing a financial crisis which forced
Alstom to sell several of its subsidiaries to raise funds.
• In 2003 Alstom sold its gas turbines units less than 50 MW and
steam turbines units less than 100 MW (industrial units) to Siemens
leaving Alstom with a reduced range of gas turbines.
• The models which Alstom currently produces are GT26, GT24,
GT13E2, and GT11N2, all originally ABB designed.
• GT24 and GT26 are the world’s only gas turbines operating on the
reheat cycle.
Slide 92
(ALSTOM)
GT26 Sequential Combustion (Reheat) Gas Turbine
• Alstoms’s GT24/GT26 gas turbines are the only machines of their
class that make use of the sequential combustion concept.
• This concept has a long history with Alstom and was already
realized in 1948 the first time in a commercial operating gas turbine
power plant by Brown Boveri Co., a predecessor of what is today
part of Alstom Power, using two side-mounted silo combustors.
• A gas turbine with sequential combustion concept consists of a high-
pressure combustor followed by a high-pressure turbine, a low
pressure combustor, and a low-pressure turbine.
• The GT24/GT26 combustion system uses the EnVironmental (EV)
burner in an annular combustor followed by the Sequential
EnVironmental (SEV) burner in the second combustion stage .
Slide 93
(ALSTOM)
GT26 Sequential Combustion (Reheat) Gas Turbine
• The engine operates at a high compressor pressure ratio of 30:1
almost double of the other conventional heavy duty gas turbine.
• Alstom utilizes the maintenance free welded rotor in all of its gas
and steam turbines since 1929, which has been well proven by
operating over several decades without a single failure.
• The rotor is welded from forged discs and rings which allow for two
bearing support. The resultant rotor stiffness reduces bending
effects.
Slide 94
(ALSTOM)
• It is obvious from the figure that
sequential combustion gas turbines
have lower firing temperatures than
conventional gas turbines. Also they
have high exhaust gas temperature
which is suitable for combined cycle
operation.
• A further important feature of
sequential combustion is the high
power density. The high power density
is reflected by compact design of the
machine. The outer dimensions of the
GT26 are similar to the Alstom 165 Gas Turbine (Brayton) Reheat Cycle
MW GT13E2 gas turbine although the

power output is approx. 60% higher.
Slide 95
(ALSTOM)
• In comparison to other gas turbines of the 250 MW class, the GT26
has shorter blades lengths. This results in smaller circumferential
speeds at the tip and consequently lower centrifugal forces.
• Compressed air is heated in the first combustion chamber
(EnVironmental or EV combustor) by adding about 50% of the total
fuel (at baseload).
• The pressure is reduced to its half after the combustion gases
expand through the single-stage high-pressure turbine.
• The remaining fuel is added into the second combustion chamber
(Sequential EnVironmental or SEV combustor), where the
combustion gas is heated a second time to the maximum turbine
inlet temperature. The gas then expands through a four-stage low-
pressure turbine.
Slide 96
(ALSTOM)
GT24/GT26 Single Sequential Combustion

Slide 97
(ALSTOM)
• The Alstom Combined Cycle Plant Designation is:
KA 26 -1
Kombi Anlage The GT model one which Single Shaft
”Combined Cycle” the CC plant is based
KA 26 -2
Kombi Anlage The GT model one which Multi-shaft
”Combined Cycle” the CC plant is based 2 on 1
Slide 98
(Mitsubishi Heavy Industries – MHI)
• MHI has worked with Westinghouse Electric since 1923.

• Since 1965, MHI had a technology exchange (cross licensing)
agreement with Westinghouse Corporation for gas turbine
technology and the result of this agreement is the manufacturing of
the advanced class gas turbines.
• MHI independently designed and introduced the world's first
commercial pre-mix Dry Low NOx combustor ahead of all
competitors in 1984 in M701D gas turbines.
Slide 99
MHI Gas Turbines Products

Slide 100
MHI G-Class Gas Turbine
MHI G-Class Gas Turbines

Slide 101
• MHI has developed a cooling system of high temperature parts of
gas turbines using steam cycle.
Slide 102
• By cooling steam at the 1st vane, the inlet gas temperature of the
1st blade can be further increased for recovering power.
• Through the adoption of steam cooling, the tip clearance of the
turbine blades can be controlled. MHI developed its own version of
the Active Clearance Control. A technology that was used earlier in
aircraft engines.
• In this technology the tip clearance is increased at the time of
startup. At load operation the tip clearance is minimized by cooling
the casing by steam (Siemens controls the tip clearance by
hydraulically shifting the rotor in a direction opposite to gas flow).
Slide 103
MHI G-Claas Turbine Blade Active Clearane Control

Slide 104
(Rolls Royce)
Rolls-Royce Industrial Trent 60 Aero-Derivative GT
• The Rolls-Royce industrial Trent is derived from the highly
successful Trent 892 aero engine which was certified at 92,000 lbf
thrust.
• The Trent 60 is a three spool high pressure ratio gas turbine. There
are three compressor rotors: LPC 2 stages, IPC 8 stages and HPC 6
stages and turbine rotors driving the compressors LPT 5 stages, IPT
1 stage and HPT 1 stage.
• The three spools are not mechanically coupled so each shaft may
turn at its optimum speed.
• The driven load is coupled to the LP rotor. The LPC absorbs circa
20% of the total LPT power. The residual LPT power is directed to
drive the generator.
Slide 105
Rolls Royce Aero Trent (Up)
& Industrial Trent (Bottom)
Slide 106
(Rolls Royce)
• This approach differs from that adopted on other industrial engines
(e.g. Rolls-Royce industrial RB211) where a free power turbine is
used. This approach permitted more commonality with aero
engines.
• The engine has 8 serial staged DLE “Dry Low Emisisons”
combustors. Fuel staging maintains tight control of flame
temperatures to minimize production of CO and NOx.
• The Trent 60 also can be supplied with a Wet Low Emissions (WLE)
combustor. The Trent 60 WLE uses the annular combustor system
from the Trent aero engine with the introduction of water to reduce
emissions and boost performance.
Slide 107
(Rolls Royce)
• For the Trent 60, the aero high bypass fan has been replaced by a 2
smaller stage low pressure compressor (LPC). This is driven by an
increased diameter power turbine to recover the maximum amount
of power.
• The net effect is a large increase in rearward axial thrust loading on
the bearings. Thus, an active thrust piston system is used to control
the axial load on the bearings and maintain bearing life.
Slide 108
(Rolls Royce)
• Two versions of PG Trent are available; a 50 Hz and 60 Hz version.
They differ only in Low Pressure Compressor (LPC); the 50 Hz
compressor blades have a reduced stagger angle (i.e. more open) to
pass the same airflow at 3000 rpm as the 60 Hz LPC at 3600 rpm.
• The Trent Mechanical Drive (TMD) engine uses the 60 Hz LPC with a
design speed set at 100% NL (speed of the Low Pressure Shaft) =
3400 rpm.
Slide 109
Marine Gas Turbines
Slide 110
Marine Gas Turbines – Overview
• Most marine gas turbines are derived from aircraft gas turbine
engines, whose development from scratch can cost over $ 1 billion
which is unacceptable by the maritime industry.
• Unlike diesel engines which can cover a wide range of power with
different in-line and V cylinder configurations, the gas turbines are
available only in specific sizes and ratings. This is one of the major
disadvantages of gas turbines in the marine sector.
• Gas turbines have dominated warship propulsion for many years.
• Gas turbines were used successfully in a few high speed container
ships, but the rapid increase in fuel prices in the mid seventies led
these ships being re-engined with diesels; the converted ships
suffered a major loss in both speed and cargo capacity.
Slide 111
• The Rolls-Royce Olympus and Tyne are the only naval gas turbines
to have been proved in battle, operating with great success in the
Falklands War.
• A major disadvantage of the gas turbine in naval use is its poor
specific fuel consumption at partial load.
• To overcome this problem, combined power plants consisting of gas
turbines in conjunction with steam turbines, diesel engines and
other gas turbines have been used.
• These go by names such as “COSAG, CODOG, COGOG, COGAG,
COSEG, CODLAG or CODEG”.
CO: stands for Combined.
S, D, G, E: stand for steam turbine, diesel, gas turbine, or electric.
A: stands for “And”, O: stands for “OR”.
Slide 112
COSAG “Combined Steam and Gas Turbines”
• The earliest arrangement used by the UK Royal Navy and the
Spanish aircraft carrier Dedalo where a ship’s shaft was driven by
both steam and gas turbines; the gearing was such that the ship
could use either steam or gas turbine or both.
Slide 113 COSAG arrangement

CODOG “Combined Diesel Or Gas”
• For every propeller shaft there is one diesel engine for cruising
speed and one geared gas turbine for high speed dashes. Both are
connected to the shaft with clutches, only one system is driving the
ship in contrast to CODAG systems, which can use the combined
power output of both. Modern warships use this arrangement.
• The advantage of CODOG is that a simpler gearing is used
compared to CODAG, but it needs more powerful (or more) gas
turbines for the same maximum power output and also the fuel
consumption at high speed is even worse compared to CODAG.
Slide 114
CODAG “Combined diesel and gas”
• Is a type of propulsion system for ships that needs a maximum
speed that is considerably faster than their cruise speed,
particularly warships like modern frigates or corvettes.
CODOG Arrangement
CODAG Arrangement
Slide 115
CODLAG “Combined Diesel-Electric and Gas”
• Is a modification of the CODAG propulsion system for ships.
• A CODLAG system employs electric motors which are connected to
the propeller shafts (usually two). The motors are powered by
diesel generators. For higher speeds, a gas turbine powers the
shafts via a cross-connecting gearbox; for cruise speed, the drive
train of the turbine is disengaged with clutches.
Slide 116 CODLAG arrangement

• Queen Mary II (built by Alstom Marine before acquisition by Aker
Shipyard) is the first passenger ship to feature CODLAG propulsion.
• The Queen Mary II's power plant comprises both four sixteen
cylinder Wärtsilä 16V46CR EnviroEngine marine diesel engines
generating a combined 67,200 kW (90,100 hp) at 514 rpm, as well
as two General Electric LM2500+ gas turbines which together
provide a further 50,000 kW (67,000 hp).
Queen Mary 2 passenger ship, thrust

is provided by four Rolls-Royce
Mermaid propulsion pods
Slide 117
Combined Gas Turbine And Gas Turbine (COGAG)
• Is a type of propulsion system for ships using two gas turbines
connected to a single propeller shaft. A gearbox and clutches allow
either of the turbines to drive the shaft or both of them combined.
• This arrangement has been used by the US Navy using four LM2500
gas turbines in large destroyers; this arrangement also has been
used in the UK Royal Navy with four Rolls-Royce Olympus engines in
the Invincible class aircraft carriers.
COGAG arrangement
UK Royal Navy HMS-Illustrious
Slide 118
Marine Gas Turbines
Rolls-Royce WR21 Advanced Marine Gas Turbine Engine
• The WR-21 is the first production aero-derivative gas turbine to
incorporate compressor inter-cooling and exhaust heat recuperation
technologies that deliver low specific fuel consumption across the
engine’s entire operating range. Currently it is fitted to Type 45
destroyers of the Royal Navy.
• WR-21 development depends heavily on the technology of the
successful Rolls-Royce RB211 and Trent families of gas turbines and
is rated at 25.2 MW (ISO).
• An intercooled and recuperated (ICR) gas turbine, known as RM60,
went to sea in HMS Grey Goose (the world’s first warship to rely
entirely upon gas turbine propulsion) in 1953 and continued in
service for over 4 years. The RM60, however was not viable for long
term production due to its size and technical complexity.
Slide 119
Marine Gas Turbines
Rolls-Royce WR21 Advanced Marine Gas Turbine Engine
• The recuperator is used to recover heat from the exhaust and
preheat the compressor delivery air. By returning this heat to the
cycle, less temperature (and therefore fuel) is required by the
combustors at any given power.
WR-21 Principle of Operation

Slide 120
Marine Gas Turbines
Rolls-Royce WR21 Advanced Marine
Gas Turbine Engine
• In addition to normal ICR operation the
WR-21 is designed to operate with the
recuperator bypassed only and with
both the recuperator and intercooler
bypassed together to ensure operability
in the event of system fault or battle
damage.
WR-21 Gas Path
• In recuperator bypass mode behavior of
the gas generator’s compressor and
turbine is largely unchanged. However,
the lower combustor inlet temperature
requires greater temperature rise within
the combustor, increasing fuel demand.
Slide 121
Marine Gas Turbines
• A useful by product of efficient exhaust heat recovery is low
exhaust gas temperature which is extremely valuable to a
warship as it confers a reduced infra-red (IR) signature.
UK Royal Navy Type 45 Destroyer
Slide 122
Nuclear Closed Cycle Gas Turbines
A Technology worth knowing …
Slide 123
• The PBMR “Pebble Bed Modular Reactor” usually contains a fuel load
of 440,000 balls each of 60 mm in diameter.
• This load consists of 310,000 fuel balls containing uranium dioxide
particles encased in graphite and silicon carbide, as well as an
additional 130,000 pure graphite balls that serve as an additional
nuclear moderator.
• The uranium dioxide particles are less than half a millimeter in size
and there are 15,000 of them in one fuel ball, totaling 9 grams of
uranium.
• To remove heat generated by the nuclear reaction, helium gas at
540 °C is passed into the pressure vessel at top.
• It passes between the fuel balls , and then; leaves the bottom of
the pressure vessel at 900 ° C.
Slide 124
Slide 125
• The hot gases then pass through a conventional gas turbine system
to drive electrical generators.
• A 165 MW plant is designed in South Africa around a high
temperature 400 MW reactor core, with helium coolant and a direct
Brayton closed-loop helium cycle that powers a single-shaft turbine.
• The turbine is developed by Mitsubishi Heavy Industries (MHI)
under a design and development contract. The turbine directly
drives high- and low-pressure compressors at 6,000 rpm for the
helium flow and also drives the electrical generator through a
planetary reduction gear for 50-Hz or 60-Hz power generation.
• Although it is not the only gas-cooled high-temperature reactor
currently being developed in the world, the South African project is
internationally regarded as a leader in the global high-temperature
reactor technology. The PBMR is characterized by inherently safe
features, which means that no human error or equipment failure can
Slide 126
cause an accident that would harm the public.
Gas Turbines Performance
Important Quick Notes on Gas Turbine Engine Performance
Slide 127
• Since the gas turbine is an air-breathing engine, its performance is
changed by any factor that affects the density and/or mass flow of
the air intake to the compressor.
• To standardize Gas Turbine Performance in varying Atmospheric
Conditions, the following criteria have been set as references for
ambient air conditions:
 59 °F / 15 °C
 14.7 psia / 1.013 bar Atmospheric Pressure
 60% Relative Humidity
Slide 128
Air Temperature and Site Elevation
• Each turbine model has its own temperature effect curve as it
depends on the cycle parameters and component efficiencies as well
as air mass flow. The effect of ambient temperature on output, heat
rate, and exhaust flow is shown for a single shaft machine MS7001.
• Correction for altitude or barometric pressure is more straight
forward. The air density reduces as the site elevation above sea
level increases. While the resulting airflow and output decrease
proportionately, the heat rate and other cycle parameters are not
affected.
Slide 129
Effect of Ambient Temperature

Slide 130
Example of Altitude Correction Curve
Slide 131
Effect of Fuel Type
• Gas turbines operating with fuels such as natural gas or methane,
which have higher hydrogen to carbon ratio, will result in increased
specific work. They produce nearly 2% more output than machines
operating on kerosene or distillate fuel .
• This is due to the fact that, higher hydrogen in fuel will form more
water vapor in the gas turbine combustion products which in turns
will increase the Cp (specific heat at constant pressure) of the
working fluid and hence more power is produced.
Slide 132
Effect of Fuel Type
• The effect of water and steam injection can also be included in the
analysis as there is more water vapor exists in the gas turbine
working fluid.
• The effect is noted even though the mass flow of methane is lower
than the mass flow of distillate fuel. Here the effects of specific heat
are greater than and in opposition to the effects of mass flow.
Slide 133
• As the amount of inert gases in fuel is increased, the decrease in
LHV “Fuel Lower Heating Value” will provide an increase in the
output. This is the major impact of IGCC “Integrated Gasification
Combined Cycle” type fuels that have large amounts of inert gas in
the fuel.
• The mass flow addition, which is not compressed by the gas
turbine’s compressor increases the turbine output.
• Several side effects must be considered when burning this kind of
lower heating fuels:
 Increased turbine mass flow drives up compressor pressure
ratio, which eventually encroaches on the compressor surge
limit.
 The higher turbine power may exceed fault torque limits. In
many cases, a larger generator and other accessory equipment
Slide 134
may be needed.
 High fuel volumes increase fuel piping and valve sizes (and
costs). Low or medium BTU coal gases are frequently supplied at
higher temperatures, which further increases their volume flow.
 Lower BTU gases are frequently saturated with water prior to
delivery to the turbine. This increases the combustion products
heat transfer coefficients and raises the metal temperatures in
the turbine section which may require lower operating firing
temperature to preserve parts lives.
 As the BTU value drops, more air is required to burn the fuel.
Machines with high firing temperatures may not be able to burn
low BTU gases.
 Most air-blown gasifiers use air supplied from the gas turbine
compressor discharge.
• The Integerated Gasification Combined Cycle (IGCC) power plants
will be explained in details in our next presentation.
Slide 135
IGCC Plant Flow Diagram

Slide 136
Effect of Fuel Heating
• Combined cycle installations often utilize integrated fuel gas
heaters.
• Heated fuel results in higher turbine efficiency due to reduced fuel
flow required to raise the total gas temperature to firing
temperature.
• Fuel heating will result in slightly lower gas turbine output because
of the incremental volume flow decrease.
• The source of heat for the fuel typically is the IP feed water.
• The combined cycle efficiency is improved by approximately 0.6%
Slide 137
Invensys Opportunities
In Gas Turbines Control Market
Slide 138
• Invensys supplies controls as for aero-derivative and Heavy Duty
Gas Turbines as a control upgrade solution.
• We have an experience in control upgrade for GE frame 3 and 5,
Rolls-Royce Avon and RB211 aero-derivative gas turbines.
• The current production F, G, and H class machines are state of the
art with several new technologies such as Low NOx combustors and
combustion monitoring, Active clearance control, steam/water
injection, gas fuel heating systems, etc…
• These machines control systems will be subject to control systems
upgrade during their life-time, and Invensys does not have any
experience in controlling these advanced machines.
Slide 139
• We see that Invensys can sign an agreement with a major OEM to
control their new machines. At least to learn the know-how of these
machines and develop our new GT functions library for the
advanced class machines. After that we can depend on ourselves.
• The problem is that Invensys is not a turbine manufacturer. This
puts us steps behind others.
Slide 140

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Gas Turbines In Focus

A Closer Look at Gas Turbines History,

© Invensys 00/00/00 Invensys proprietary & confidential

2. The Changing Gas Turbine World.

3. Categories of Gas Turbines.

 Frame Type Heavy Duty Gas Turbines.

 Aero-derivative Gas Turbines.

 Industrial Gas Turbines.

4. Gas Turbines Classes.

5. Gas Turbine Concepts.

• In the gas turbines world, it is essential for all industry sectors

• It is worth mentioning that some of the industry’s largest

1. Frame Type Heavy Duty Gas Turbines.

• The industrial heavy duty gas turbines employ axial flow

• The earlier industrial European designs had single stage side

• The newer European designs have can-annular or annular

• As the name indicates, these are power generation units, which

• These units have been adapted to the electrical generation

• The aero-derivative gas turbines are also widely used by gas

GE Uses Firing Temperature TB

• Other manufacturers include Snecma (France), and MTU (Germany),

• In view of the enormous development costs required to bring a new

• Regardless of the number of

• Rolls Royce (Trent Family)

• It is worthy to mention that on September 20th1945, the first flight of a turboprop

• A Rolls-Royce powered aircraft takes off or lands every 2.5 seconds.

• Singapore Airlines is the largest operator of Trent engines with five

• The development costs forced Rolls-Royce into bankruptcy and was

• All Trent engines variants are of three spool design (3 concentric

Trent Trent Trent Trent Trent Trent

• Is the sole power solution for Airbus A340-500/-600.

• Lufthansa is the largest operator, with 21 A340-500/-600

• Is the most successful engine used on Airbus A330-200/-300 with

• 1,000 Trent 700s are delivered for Airbus A330.

• Cathay Pacific is the largest operator, with 60 Trent 700 powered

• Has 41% market share for Boeing 777-200/200ER/300 with 500

• Initially Rolls-Royce faced difficulties selling the engine.

• A Trent-powered Boeing 777 weighs up to 3.6 tonnes less than

• Has been selected by two thirds of Airbus A380 operators.

• The engine has around 53% market share compared to its

• Is the launch engine for Boeing 787.

• It has 40% market share.

• For the first time in commercial aviation, both engines (General

• Is currently the exclusive engine on the new Airbus A350XWB.

• GE refuses to build a new engine and even more steadfastly

• The A350-1000 is viewed as a competitor to the 777-300ER, an

• At the beginning GE proposed its GEnx engine to power the

GE90- GE90- GE90- GE90- GE90- GE90- GE90- GE90-

• Was built by GE Aircraft Engines (GE Aviation) exclusively for the

• Emirates is the world's largest operator of GE90 engines with 60

• Emirates is the largest GE90-115B-powered Boeing 777-300ER

• In October 2003, a Boeing 777-300ER broke the ETOPS record by

• The GE90 series are physically the largest engines in aviation

• Because of their size, GE90 engines can only be airfreighted in

• It holds the record for the highest

• The engine development costs were

GE90-115B engine propulsor

• PW4000 family consists of:

PW4000-100 inch (PW4164, PW4168, PW4170) for Airbus

PW4000-112 inch (PW4074, PW4077, PW4077D, PW4084,

• This engine was jointly developed with MTU Aero Engines of

• A geared turbofan uses a bigger fan but rotates slower than

• However some energy will be lost as heat in the gear mechanism,