9351 product status

g Power Systems Energy Services Technology

9FA(9351) DLN 2.0+e EL (Extended Life) Combustion System

Product Introduction Status

04/10/23 GE Proprietary Information

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g Energy Services Technology GT Parts NPI

ApproachCombine field experience and analysis to identify components whichInhibit extended life and upgrade those components from the baseline product

• Super B TBC/APS bond coat - Liner & TP• Improved cloth seals for TP• Improved TP life with integral mount and scoops• Fuel Nozzle wear coatings• Thimbled Flow Sleeve• Optimized 2Cool Aft-end liner• Structural reinforcements to zipper strip

CTQ• Extend the 9FA DLN-2.0+e combustion system inspection intervals• Maintain or improve the 400 fired start combustion inspection interval

requirement

Super B – Porous TBC, very thick – more protection and cooling. Key to extended life.

APS – Air Plasma Spray. Helps TBC application, extra oxidisation.

Integral Mount (aft) – Major change carried over from 6FA. Reduces loading and stresses on fixing point of TP. Reduces creepage by better distribution of load on TP.

Scoop – Heat transfer enhancement.

2Cool – Change to cooling technique at aft end of liner reduces TBC loss. Thimble and 2Cool optimises cooling.

HVOF – High Velocity Oxy Fuel – Another application of coating.


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Transition Piece:-Integral Mount-Cloth Seals-Super B TBC

Liner:- Super B TBC- Hast-X to Nimonic 263- Eliminate aft weld- 2-Cool ™ aft end- Double Hula Seal

Flowsleeve Assy- Profile changed for better Liner Cooling.- Cross Fire Retainer Clips Redesigned.

Stellite 6 Wear Coatings- Cap and Liner Hula Seals- Forward TP mount (Bullhorn)

Fuel NozzleEnd Cover Lifing Analysis

Cap LifeAnalysis

(Baseline 9351 shown)

9FA+e Extended Life Combustor Design Study

Liner – Eliminated weld, 1 piece fabrication, moved weld out of hot region.


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7.1 Transition Piece Design:

Tom Amond 11/00

“IS” 586E2451G001 - 9FA ELIntegral Mount TP “WAS” 103E3620G024 - Baseline 9FA 9311/9351 TP

design change

Feature Description IS - 9FA EL Integral Mount TP WAS - Baseline (current 8k ci)

1 AFT MOUNTING SYSTEM Integral Aft Frame and mounting Lugs "Tractor Seat" Welded to TP Body2 IMP SLEEVE SCOOPS Side Panel Scoops No Scoops3 TP AFT SEALS (not shown) Cloth Seals - L605 cloth / cloth couple Hard Seals4 FORWARD MOUNT FSX-414 H-block w/ Stellite 6 coated Bullhorn Hast-X H-block / uncoated 304L Bullhorn5 IMP SLEEVE INNER MOUNT Welded Gussett Bolted to aft frame tab Imp Sleeve bolted to TP body spool spacer6 IMP SLEEVE OUTER MOUNT Large Gussett joining left and right mount bracketsGussetts attached to tractor seat/TP body7 IMP SLV INNER/OUTER SEAL STRIPS Optimized welding process & configuration Zipper Strip

1

2

34

5

6

7


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7.3 - Flow Sleeve Design Changes

Impingement hole sizing is decreased, but the number of holes is increased from 20 to 24.

• Profile change. An extra reduction in diameter was added near the forward end.

old f (in.) new f (in.)Row 1 1.020 0.690Row 2 1.020 0.745

*Row 3 1.150 1.020*Thimble I.D. 0.920 0.790

• Narrower and lesser angle cut on the FWD Flow Sleeve Flange for retainer loop (Part of Cross Fire Design - later).

f 20.000 f 19.375

f 20.000

f 19.375

f 19.688• Designed Retainer Ramp to accommodate change in flow sleeve profile.

OLD NEW

A.Obermeyer4 - 01

Flow sleeve contour and hole changes provide:• Improved liner heat transfer coefficient.• Improved AFT liner cooling.


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A. Obermeyer4 - 01

2. Placed square grooves (instead of circular) in fork tines of retainer along with flat sides on crossfire tube.

• Prevents rotation of crossfire tube.• Prevents wear of crossfire tube.

3. Placed chamfer on AFT side of cap flange edge.

• Prevents the cap flange edge from gouging into retainer loop.

• Reduces wear of FWD side of retainer loop.

.145 ± .01X 45°

Removed Material

Wear of cross fire tube addressed with antirotation devce.

Wear on retainer loop addressed by chamfering cap flange.


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Design Validation Events – PG9351 EL (24KCI) Combustion SystemFleet Leader SummarySummary of Recent Milestones:May 2, 2002 Instrumented Field Test of PG9351 EL Combustor Successfully CompletedApril 30 – May 25 First 25 Days of operation, 599 Fired hours / 11 startsMay 25 – May 28 Instrumentation removed from 2 Chambers - Remaining 16 chambers fully boroscoped

Hardware Looks Good - No “Infant mortality” issues with the EL designMay 28 – May 29 Unit restarted and optimized for 110 F Fuel Temperature Operation (as requested)May 29 Optimum Split Schedule Installed for Lowest Combustion Dynamics at 110 F Fuel Temp

Max Dynamics Range From 2.5 to >1.5 PSI with new split schedule and 110F FTGNext Validation Check at 8000 Gas Fired Hours

July - August 2002 Validation Lab testing to Combine 24KCIhardware and hi-flow Cap Modsto further improve dynamics

Future Plans:Spring 2003 8,000 hour CI Validation Check

Incorporate Cap Mods in prototype unit

As Expected, Instrumented PartsInspection of Chambers 1 and 18 and

Boroscope Inspection of Chambers 2-17Indicate no infant mortality issues with

The EL Combustor DesignTC Amond7 June 02

Red-Dye Inspection performed on removed TP Imp Sleeves


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Durability - Thermal-Mechanical Design Validation – Integral Mount TP Dynamic Response

Dec 99 Sutton Bridge Test Aft Bracket Accelerationvs Real PSD ANSYS Results

0.0000001

0.000001

0.00001

0.0001

0.001

0.01

0.1

1

50 150 250 350 450 550 650 750 850 950

Frequency (Hz)

Acc

eler

atio

n (

g**2

/Hz)

0.70.6

Pk 2 = 228 Hz

Max Acceleration [g’s] = SQRT [0.7 * 228 hz] = 12.6 g’s

This chart added 1-30-02By Tom Amond

Baseline TractorSeat Model – PG9351

Resonant ResponseOf 12.6 g’s @ 228 HzCombustor Dynamics

PG9351 24K Design withIntegral mount< 3g’s Max response ~ 1000 Hz

TP Radial Dynamic amplitude [g's] Baseload

0

0.5

1

1.5

2

2.5

3

0 500 1000 1500 2000

Hz

g's

Rad

ial


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Durability - Thermal-Mechanical Design Validation – TP Aft Frame Creep

B OmidvarTC AmondJuly 2002

Baseline New DesignMax. TP body creep strain after 1000 hrs. with ratcheting (%)

3.31 0.4

Aft-frame closure after 1000 hrs. (in)

0.202 0.014


0.26 0.036


0.292 0.059

9FA+e 24 KCI Creep Comparison

TP Aft Frame Creep Summary - N263

1

10

100

1000

100 1000 10000 100000

Fired Hours of exposure

Cen

ter-

Lin

e R

adia

l Clo

sure

(m

ils)

24K

Analysis(DDR, Omidvar)

1000 hrs5 x 200 hour

CyclesExtrapolatedTo 24K hours

Measured:0.0155 inches

599 hours(1 data point)

MeasurementFrom 1 of 2

InstrumentedTP’s removed

IndicatesApproximate

Agreement withPrediction.


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Durability - Thermal-Mechanical Design Validation – Side Seal Junction Wear

Side Seal - Floating Seal Junction Re-arrangement - 7FA and 9FA EL Seals:

Side SealEngagement

12K CI

• Side seal is moved 0.060” forward by adjustment of TP aft frame forward side slot position.

• More contact area, less wear, more life.

Cloth is extended tothe end of the seal

to achieve cloth-clothwear couple with side seal.

TC Amond4 - 01

24K CI

Inspections of the “7FA 12K” design at 3 sites have found side seals with missing peices


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Fleet Leader Inspection Requirements

Unsuccessful inspections will result in engineering recommendations to utilize optional product offerings or suggest redesigns to satisfy customer requirements

Inspection(599 FH)May. 2002

Successful inspection completed.No infant mortality issues identified.

Fired Hours / Fired Starts

Inspection Requirements Impact

1000-1500 / 25

Mini inspection limited to removal of the combustion liners.

The inspection will entail a general review of the combustion hardware for infant mortality issues including wear indications, TBC spallation, cracks etc.

Outage time is estimated to not exceed 3 days.

Successful inspection will be indicated by the non-existence of any infant mortality issues and a preliminary indication of the hardware’s capability to satisfy extended CI intervals. This successful inspection will also initiate the introduction of the 9FA EL design into production.

8000 / 130

Full Combustion Inspection to include removal of all combustion liners & TP’s.

The hardware review will be conducted in the format of a typical combustion inspection with the outage time estimated as the normal duration for an MS9FA combustion inspection.

Successful inspection will be determined by an engineering assessment evaluating hardware capability to achieve the extended interval.

16000-18000 / 270



Successful inspection will be determined by an engineering assessment evaluating hardware capability to achieve extended CI interval. This successful inspection will initiate the ‘Approval to Apply’ review with extended CI quoting levels.

24000 / 400



Successful inspection will be determined by an engineering assessment evaluating hardware capability to achieve extended CI intervals. This successful inspection serves as the final validation point for the Extended Life product.


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Customer Impact Improved hardware capability with components designed for

Extended Life capability

Optimum unit operating configurations established from instrumented field testing conducted on Prototype units.

Fleet Leader Inspection plan to verify extended inspection intervals and component replacement lives

Up to 6 CI’s eliminated over course of 12 year contract

8K 48K24K16K 96K56K 64K 72K40K32K 80K 88K

48K 96K56K 64K 72K40K32K 80K 88K

CurrentCI schedule

Extended Life

CI schedule

8K 24K16K

Education

9351 product status