LM2500 Maintenance & Troubleshooting

LM2500 Maintenance &
Troubleshooting
Fall 2006
This publication is for TRAINING PURPOSES

ONLY. This information is accurate at the time of
compilation: however, no update service will be
furnished to maintain accuracy. For authorized
maintenance practices and specifications, consult
the pertinent Maintenance Publication.
2006 General Electric Company. All Rights Reserved. This

material may not be copied or distributed in whole or in part,
without prior permission of the copyright owner.
Agenda
2 GE Proprietary - Subject to Restrictions on Cover Page

Agenda
Hot shutdown troubleshooting

Oil leaks troubleshooting
Emissions troubleshooting
Engine interface orientation
DLE troubleshooting

Hot Shutdown Troubleshooting

Several sites have experienced HPC blade tip-to-case

rub damage due to restart following hot shutdowns
Rub events have resulted in trailing edge liberation of
HPC mid-stages
Hot Shutdown Any shutdown from T5.4 >1150F

Investigation identified following root causes

Package cooling anomalies resulting in uneven
circumferential cooling of the case
Blade tip rubs on 360
Case rubs on one section or 360
Starting with HPC rotor in the bowed condition
Rubs occur on one sector of the rotor blades

Restart Procedure
Fault is fully understood & restart can be safely initiated
Restart within 10 minutes after high pressure rotor speed
decreases below 300 RPM
Do not restart for 4 hours if 10 minutes have elapsed
Consult latest revision of the O&M manual for detailed restart
procedure
Following protective functions require resolution before restart
attempt is made
Vibration alarm/shutdown, Fire system shutdown, Lube oil supply
pressure low alarm/shutdown, Lube scavenge alarm/shutdown, Over
speed alarm/shutdown, Lube filter pressure drop alarm/shutdown,
Enclosure high combustible gas level shutdown, Lube scavenge
pressure alarm, Chip detector alarm, Start system failure, Fail to crank
7
indication, and Stall detection shutdown
GE Proprietary - Subject to Restrictions on Cover Page
Oil Leaks Troubleshooting

Oil Consumption Troubleshooting Guide
Specifically applicable to LM2500 PE

Portions are applicable to LM2500 GE
Can be used for LM2500+, recognizing:
Plus has single ejector for both GT and GG
GT C-sump pressurized from both ends
SB 185 & SB 186 decrease consumption

A/B Sump and Forward Lube System Leakage
Step 1 Visual inspection

Piping joints, piping fractures, drain connections, frame/tube penetrations
Component leakage, CRF vent horn leakage, radial drive shaft area
VSV bushings, HPC split lines, bulletnose & inlet bellmouth
Bleed valve drains (DLE), hydraulic pump and servo-valve (LM2500+)
Step 2 BSI to determine oil wetting, locate start of wetting
Step 3 Clean engine
Clean externally, re-inspect hardware condition
Water wash and BSI to confirm cleanliness
Split B&C sump overboard drain, split forward lube/AGB pad drains
Step 4 Operate the engine
Perform external inspection at GG idle
Perform suction check on the A/B sump ejector
Increase power to base load and dwell for 1 hour, verify VSVs are tracking
Verify lube supply and scavenge pressures and temperatures are normal
Step down to idle, perform external inspection during 5 minute cool down
A/B Sump and Forward Lube System Leakage -
continued
Step 5 Post run inspections
Perform external inspection as in step 1
BSI as in step 2
Check A sump cover under bulletnose, especially face seal o-ring
Drain AGB and determine if flooded
Inspect A/B sump pressurization ejector and related piping for internal
blockage
Remove L&S pump supply and scavenge screens and inspect for blockage
Remove all scavenge piping to sump involved & inspect for blockage
Remove & inspect A/O separator piping all the way to (& including) flame
arrestor
Additional instrumentation and another run may be required to further define
the source of oil leakage.

C/D Sump and Aft Lube System Leakage
Step 1 Visual inspection

Piping joints, piping fractures, drain connections, frame/tube penetrations
Component leakage, TMF vent horn leakage
Step 2 Clean engine
Clean externally, re-inspect hardware condition
Step 3 Operate the engine
Perform external inspection at GG idle
Perform suction check on the C/D ejector
Increase power to base load and dwell for 1 hour, verify VSV s are tracking
Verify lube supply and scavenge pressures and temperatures are normal
Step down to idle, perform external inspection during 5 minute cool down

C/D Sump and Aft Lube System Leakage
C/D Sump and Aft Lube System Leakage - continued

Step 4 Post run inspections
Perform external inspection as in step 1
Inspect C/D sump pressurization ejector and related piping for
internal blockage
Remove L&S pump C&D scavenge screens and inspect for
blockage
Remove all scavenge piping to sump involved & inspect for
blockage
Additional instrumentation and another run may be required
to further define the source of oil leakage.

HIGH OIL CONSUMPTION: > 4 Gallons/day
ACTUAL LIMIT: 2 LBS/HR (6 Gallons/day
Verify consumption NO
Continue Operation
High consumption?
YES
Perform visual inspections as follows:
1. External engine
2. Package supply & scavenge system
3. Overboard drain system
4. Inlet & HPC through stage 6
5. Engine exhaust area and drain
External engine leaks? YES Go to A External Oil Leaks

NO
YES
Package supply/scavenge leaks? Refer to package manual
NO
YES Go to B Overboard Leakage
Overboard drain system?
NO
YES
Engine inlet or HPC stages with oil wetting? Go to C A sump leakage
NO
YES
Exhaust duct wet or oil draining from exhaust duct? Go to D D sump pressuri-
NO zation & vent system T/S
Go to E A/O separator system T/S?

A. External Engine Oil Leaks
Isolate engine leaks by wrapping suspect fittings YES

Check after several hours of operation. Correct and monitor oil consumption.
Leaks Found? Consumption OK?
NO NO YES
Continue Operation
Check package oil supply and

scavenge system per package manual. YES Correct and monitor consumption.
Leaks Found? Consumption OK?
NO YES
Go to B Overboard T/S
Continue Operation

B. OVERBOARD LEAKAGE T/S
Is B&C sump drain tubing YES

Isolate B&C drain tubing from
connected to TGB drain tubing? TGB overboard drain tubing
NO
Check leakage from the following drains:

1. B & C sump drains: 7 CC/HR.
2. Transfer gearbox gang drain: 250 CC/HR.
3. Air/Oil separator drain: 15 CC/HR.
Is there leakage from A/O separator drain? YES

Go to E A/O separator system T/S?
NO
YES Go to F B&C sump pressurization
Is B&C sump leakage out of limit?
and vent system T/S
NO
NO
Is TGB leakage out of limit? Go to C A sump leakage
YES
Disconnect lines from gang drain YES
manifold to isolate faulty component. Replace Faulty
Is a steady stream of oil draining from Component
one or more components?
NO
Go to C A-sump leakage T/S?

C. A-SUMP LEAKAGE T/S
Is oil seeping from the lower VSV YES

Comply with SB 075 IGB end
lever arms or HPC split line? cap
NO
NO Go to D D-Sump pressurization and
BSI HPC stages 3-6. Wet with oil? vent system T/S?
YES
Remove TGB/AGB drains. Does less than 1 YES

Is a 6 element L&S pump Installed (GT)?
gallon of oil drain?
NO YES NO
Check A/B ejector for suction and pressurization .. 4-6 Replace L&S pump with 6 element
PSIG. Is suction and pressure OK? pump Monitor consumption
YES NO
Remove A-sump and AGB scavenge Clear obstruction or Replace No. 3 A/O seal
lines and check for obstructions in replace ejector
lines and screens
YES Clear obstructions and monitor

Are there obstructions?
oil consumption
NO
Replace L&S pump with 6

element pump (GT)

D. D-SUMP PRESSURIZATION
AND VENT SYSTEM T/S
Check C/D sump ejector for suction YES

and manifold system for leaks. Replace air ejector or repair leaks.
Monitor consumption
Suction or Leaks?
NO
Remove D-sump vent piping and check YES Clear obstructions and monitor oil
for obstructions. Obstructions Found? consumption
NO
Remove D-sump drain (scavenge YES

line). Does more than 1 gallon of oil Replace L&S pump
drain?
NO
D-sump has internal leak and will require PT

removal for further troubleshooting

E. AIR/OIL SEPARATOR SYSTEM TROUBLESHOOTING
Check A/O separator discharge piping drain NO Go to F B&C Sump

for excessive oil drainage.
pressurization and vent sys T/s
Excessive oil?
YES
NO Replace L&S pump and

Is a 6 element L&S pump installed (GT)?
monitor consumption
YES
Check A/O separator discharge piping for YES Clear obstruction and
obstruction, including flame arrester. Obstruction? monitor consumption
NO
Remove A/O separator cover and

check cover seals and impeller
YES Replace cover and

Are cover seals damaged?
monitor consumption
NO
YES Replace A/O separator
Is impeller cracked or seal teeth damaged?
and monitor consumption
NO
Check A/O separator pressurization as follows:
1. Disconnect pressurization line at separator (if no tap)
Go to E 1 on next page
2. Operate engine at 7,000 to 7,200 RPM core speed
3. Check for suction at air ejector and 4-6 PSIG

E-1. AIR/OIL SEPARATOR SYSTEM T/S -
CONTINUED
NO Replace air ejector and monitor

Was there suction at the air ejector?
consumption
YES
YES Check A/O separator scavenge line for
Was there 4-6 PSIG pressure?
obstruction. Obstruction found?
NO
YES NO
Replace L&S
pump
Clear obstruction &

monitor consumption
Check pressurization line for obstructions or YES Clear obstructions or repair

leaks. Obstructions or leaks? leaks and monitor consumption
NO
Go to F B&C sump pressurization

and vent system T/S

F-1. B-SUMP PRESSURIZATION AND VENT SYSTM T/S
1. Remove B-sump frame piping (if installed) from engine vent horn NO Check vent piping for obstructions.
2. With engine at idle, check for heavy oil mist Obstructions found?
Heavy oil mist?
NO
YES YES
Go to E
Clear obstructions and

monitor consumption
NO Check ejector piping for leaks.

Check ejector for suction. Suction? Leaks found?
NO YES
YES
Replace ejector and Fix leaks
monitor consumption
Remove B-sump scavenge system piping and check YES Clear obstructions and
for obstructions, including screen. Obstructions? monitor consumption
NO
Did a large quantity of oil drain from sump YES Replace L&S and
when scavenge line was removed? monitor consumption
NO
Remove engine for internal B-sump T/S

F-2. C-SUMP PRESSURIZATION AND VENT SYSTM T/S
1. Remove C-sump frame piping (if installed) from engine vent horn NO Check vent piping for obstructions.
2. With engine at idle, check for heavy oil mist Obstructions found?
Heavy oil mist?
NO
YES YES
Go to E
Clear obstruction and

monitor consumption
NO Check ejector piping for leaks.

Check ejector for suction. Suction? Leaks found?
NO YES
YES
Replace ejector and Fix leaks
monitor consumption
Remove C-sump scavenge system piping and check YES Clear obstructions and
for obstructions, including screen. Obstructions? monitor consumption
NO
Did a large quantity of oil drain from sump YES Replace L&S and
when scavenge line was removed? monitor consumption
NO
Remove engine for internal B-sump T/S

LM2500 Estimated Ejector Discharge Pressures
24 24
23 23
22 22
C /D E je c to r D is c h a rg e P re s s u re , P S IA
A /B E je c to r D is c h a rg e P re s s u re , P S IA
21 21
20 20
19 19
18 18
17 17
16 16
15 15
5000 6000 7000 8000 9000 5000 6000 7000 8000 9000
Corrected GG Speed, RPM Corrected GG Speed, RPM

Emissions Troubleshooting

Scope of Presentation
Where does the emission come from Major Players

Emission/Exhaust products
Basic process for NOx and CO control
Basic process for other emission product
Types of combustors and emission Strategies
Fuel Types
Emission Control Systems on SAC (singular Annular
Combustor) Engines
Emission Control on DLE (Dry Low Emission) Engines
Fuel Quality
Some suggestions for emission control

Major Factors Impacting Emissions
Emission is a result of chemical reaction of two main flow streams

Engine inlet air flow
Fuel
Combustor plays a major role in controlling this chemical reaction
Fuel
Air Combustion Product

Combustor
Note: NOx present in ambient air goes through unaltered while CO and UHC may be chemically reduced
Types of Emission Product
Exhaust Products from aero-derivative engines may include

NOX
Sum of all Nitrogen and Oxygen products like NO, NO2, N2O
CO
CO2
Unburned Hydro Carbons (UHC)
Carbon/particulate
H2O vapors
O2
N2
SO2/SO3
Types of Emission Product
Primary emission products that are typically controlled

or monitored
NOX
CO
UHC
Particulate
Soot/Carbon
SO2/SO3
CO2

Process for Controlling NOX/CO and UHC
Fuel is ignited in the combustor resulting in high

temperature at the flame location (called flame
temperature) A limited window of flame
temperature is desired for
Nitrogen and Oxygen combine at high temperatures required NOx/CO
producing NOx (NO, NO2 & N2O)
Carbon from fuel and Oxygen from air react to first
create CO and then convert CO2 as the combustion
process continues
Some CO is left over due to limited duration of
combustion
Hydrocarbons from fuel are consumed during
combustion process
Some unburned hydrocarbon is left over
Amount of NOx produced generally increases with

increasing flame temperature & duration of combustion
Amount of CO is generally increases with decreasing
flame temperature
Controlling Other Products of Emission
Particulate
Consists of particles of dirt and heavy metals like
Sodium, Potassium, Ash, Vanadium etc usually
present in the atmosphere or fuel
Usually no mechanism to reduce these except
maintaining fuel and air quality & filtration
Soot/Carbon
Usually a result of incomplete or inefficient burning of
fuel
Sulfur Oxides SO2/SO3
Usually a result of sulfur content in fuel.
Controlling Other Products of Emission
CO2
Causes Green House effect
A product of chemical reaction of carbon from fuel
and oxygen from air
Amount of CO2 is directly proportional to amount of
fuel
More power >> more fuel >> more CO2
Same power but worse thermodynamic efficiency >> more
fuel >> more Co2
Inversely proportional to thermal efficiency of gas turbine

Types of Combustors and Fuel for LM products
SAC Combustors
Gas Fuel Liquid Fuel
DLE Combustors
Gas Fuel Liquid Fuel

Types of NOx Control Systems Used for SAC
Combustors
NOx control applies on liquid & gas
fuel systems
No Emission Control
Water Injection
Steam Injection
SCR used for further treatment of Dual Fuel System with water injection
engine exhaust
SCR=Selective Catalytic Reduction Water flows in
secondary manifold
Usually huge and expensive

at upstream location
Could bring NOx/CO down to 1-5 This sketch applies to Duel fuel water
ppm levels
injected system. Hardware design for
injecting water or steam varies for gas
only, liquid only or duel fuel applications

NOx Control for SAC Combustors
Basic idea is to maintain flame temperature within a controlled range

Water or steam is mixed with fuel prior to igniting
When ignited, fuel burns to increase the flame temperature
Water/Steam absorbs some energy to limit the flame temperature
increase
Amount of injected water/steam is controlled according to NOx
requirement
Typically LM engines are capable of 25ppm NOx with Max water injection
If too much water/steam, flame temperature may become too low
Max water to fuel ratio recommended is 1.0
Take Away
Too little water/steam may produce high NOx and too much water may
cause flame out/high CO & UHC

Types of NOx Control Systems Used for DLE
Combustors
Applies to Gas and Liquid fuel systems
Air is mixed in fuel prior to ignition for NOx
control (instead of water/steam)
Fuel pre-misers are used instead of fuel
nozzles
Compressor discharge air flows through
the swirler vanes of pre-mixers
Gas fuel is injected through T/E of swirlers
and liquid fuel injected through the center
body
Air and fuel mix before ignition takes place
Compressor discharge air
Gas fuel injected at T/E of swirlers

NOx Control on DLE Combustors
Basic idea is to maintain flame temperature within a controlled range

Air is mixed with fuel prior to igniting
When ignited, fuel burns to increase the flame temperature
Pre-mixed air absorbs some energy to limit the flame temperature
increase
Unlike water/steam injection systems, airflow in a pre-mixer can not be
externally controlled
DLE system typically contains three rows of pre-mixers placed at different
radial locations
Total compressor exit airflow is distributed to all pre-mixers in a fixed ratio
Desired ratio of fuel to pre-mixed air is maintained by directing fuel to
appropriate number of pre-mixers
This is physically achieved via intricate system of fuel manifolds and staging
and switching valves
Mapping of individual and bulk flame temperatures is the process used to
36 maintain
GE Proprietary appropriate
- Subject to Restrictions on Cover Page fuel to air ratio in all pre-mixers
Gas Fuel Quality
Gas Fuel
Methane
Ethane
Butane
And higher .
Higher hydrocarbon chains are generally heavier and
will result in lower Wobbe number (a quantity
indicative of heating value to fuel density ratio)

Gas Fuel Quality
Fuel Quality
Most important requirement is to have adequate level
of heating value which is controlled by allowing
Wobbe number from 40-60 (Wobbe number is
indicative of heating value to density ratio)
Low Wobbe number will require increased fuel flows which
may
Impact fuel nozzle pressure drop hence cause acoustics
Limit power due to Max fuel limitations
High Wobbe # will reduce fuel flow to water/steam ratio
May cause acoustic due to low fuel nozzle pressure
drop
Fuel temp. may be increased to reduce Wobbe Number
Gas Fuel Quality
Water Content
Fuel must be dry. Any water content may cause icing
situation in the fuel system even at high temperatures (due
to high fuel pressure)
Contamination
Heavy metal contamination (like rust) may cause plugging
up of the fuel nozzles
Site fuel filtration is needed
Nozzles are equipped with screen (last chance filter) which
may catch large size contamination

Liquid Fuel Quality
Liquid Fuel
Diesel, Naphtha ,,,
Liquid fuel in DLE combustors usually are more
reactive, hence has potential for higher flame
temperatures
Fuel Quality
Diesel fuel typically has more Sulfur, Sodium,
Potassium contents which may cause corrosion
Hence hardware life with liquid fuel is typically much
lower
Some Important Suggestions for NOx control
SAC Combustors
For reduced NOX, increase water/steam injection
If CO is high, you may be injecting too much water/steam
High Water/Steam injection may also cause flame out
High emissions may be caused by fuel nozzle wear
High emission levels may also be caused by quality of fuel
Fuel quality may also impact hardware life
Clean fuel is required to avoid fuel nozzle fouling
Any water in gas fuel may cause freezing in the fuel system

Some Important Suggestions for NOx control
DLE Combustors
Mapping process is the main tool to maintain appropriate
emission levels
High NOx or CO may be in one or more of the three rings
To reduce NOx, Flame temperature of the ring producing high
NOx must be reduced
To reduce CO, the flame temperature of the ring producing
high CO must be reduced
Dirty or fouled pre-mixers will cause high emission that may
not be reduced via mapping
Fuel quality is important in keeping fuel pre-mixers in good
health
Engine Interface Orientation

INDEX
Gas Generator Inspection: Ventilation Duct UCP
General Data Anti_Ice Wiring Connection
GG Compressor Front Frame Exhaust Duct RMD
AGB &TGB Lube Oil System: Fire Fighting System:

GG HPC: Front &Rear Frame Synthetic Oil Console FF Console
GG Compressor Rear Frame Synthetic Oil Cooler Instrumentation
FF TMF Hydraulic Oil Pump ANNEX:
Power Turbinbe Inspection Bleed Valve LM2500Base Interface
PGT25
HSPT Inspection: Fuel Gas System: LM2500Plus Interface
PGT25+ SAC System LM2500Base Designation Number
Starting System: Dual Fuel System LM2500Plus Designation Number
Hydraulic Starter DLE System
Pneumatic Starter Fuel Gas Skid
Ducts Inspection: Liquid Fuel Skid
GT Enclosure Water Washing System:

Filter House On/Off Line
Inlet Duct Trolley
Electrical System:

Gas Generator
Inspection
2006 General Electric Company. All Rights Reserved. This

material may not be copied or distributed in whole or in part,
without prior permission of the copyright owner.
Site Information:
Owner: _____________________________ PM: ___________________________________

Operator ____________________________ PE: ____________________________________
Address _____________________________ PM2 ___________________________________
_____________________________ TAs ___________________________________
_____________________________ ___________________________________
LM Model Designation (see annex):

Type: ______________________________
Model #:____________________________
Serial #: ____________________________

LM2500 Base & Plus
Wrong Execution
Bolt too short

Additional Spacers
Spacers not as per drw request.
M4
LM2500 Base & Plus Bolts and Dowels
M5
M4
48
Note: For Plus engine use SMO9726085; For Base engine use SMO0880415
LM2500 Base & Plus
Note: The above detail is for Plus

engine only.
Any bolts loose?

Any bolts missing? M6
Note: This section is for Plus engine, but still good for Base engine.
LM2500 Base
Check both lines for chafe.

Check both line for support
E35
A9A
LM2500 Plus
Is the support-bracket for
bellmouth installed?
Note: Need to be removed prior to start.
S34
Is any WW connection not
in use plugged?
Note: The picture shows a wrong plug.

LM2500 Plus
WRONG
NP Code for speed pick-up cable:
RCO43932 (straight) for E12.
RCO84224 (90) for E7.
E7
E12
Are the cables supported?

Do they chafe to other hardware?
Are the connectors tight?
Note:
52
Only Plus Engine; Base Engine NOT ring.
LM2500 Base
VSV Control
IMPORTANT:
Check for lock
wire presence.
Check for any missing/broken hardware.

Check for any loose fittings, nuts, etc.
LM2500 Plus
VSV Control
Cable NP code:
E46 & E47 RCO43953
E46 E47
Check for any missing/broken

hardware.
Check for any loose fittings, nuts,
etc.
Check for lock wire presence.
L8 LM2500 Plus
L9
Valve Hydr. Supply*
Check hoses if twisted,

crushed or loose.
Check for any loose or
damaged fittings.
Note: *Only DLE

LM2500 Base & Plus
Pad
A17
Connections
Usually for:
A17 - Fuel Pump
A19 - Starter
A14 - Hyd. Pump A19 A14
Lube & Scavange Pump Connections LM2500 Base & Plus
L7
L5
L2
L1
L4
L3

Chip Detectors Connections
E42 E41 E44 E45 E43

Flexible Hoses & Cables Checks LM2500 Base & Plus
Check hoses if
twisted, crashed or
loose.
Check hoses if
Laying on GG
unsupported.
Check hoses if allow
GG expansion.
Check for leakages.
Check cables for
chasing and routing.
E6C E5C E4C E11C

LM2500 Plus
A12
LM2500 Base
LM2500 Base & Plus
Water Washing On Line
Check 3 Flexible
Hose for chafing.
Note: In case, put
some protection
(as shown) or re-
route tubing.
Check clamps for loosing. Note: In case, reduce clamp

size or put something to
Check clamps for right size.
increase flexible hose size (as
shown).
Transfer Gear Box LM2500 Base & Plus
Checkfor any
missing/broken
hardware.
Check if TGB
presents any
bumps.

LM2500 Base & Plus
Check all external

hardware for broken or
missing safety wires.
Check for loose clamps
and brackets.
Check for kinks, bends,

nicks, scores and loose
fittings or connections.
Inspect for contact with
hardware other than support
brackets.
LM2500 Base & Plus
Check all
external
hardware
(clevis, rod
end bearing,
etc.) for
broken or
missing
safety wires.
Check for
kinks, bends,
nicks..

LM2500 Base & Plus
Check all external hardware

(rings,
spacer, etc.) for broken parts.
Check clearance of the ring
spacer.
Note: The below table is only for LM2500 DLE
Please refer to the follow WP:

-WP118 on GEK103089 for LM2500Base DLE
-WP118 on GEK97310 for LM2500Base SAC
-WP209 on GEK105048 for LM2500Plus DLE
65
-WP209 on GEK105054 for LM2500Plus SAC
LM2500 Base
Note: The below detail is for Base Engine.
Check for missing VSV setting range (usually): from +35 to 5.

and/or broken hardware.
Note: For real setting refer always to O&M Manuals.
Base Engine
LM2500 Base & Plus
Check lever assy for

broken
or missing parts.
Check for loose bolts.
Checks for external
hardwares (tubing, hoses,
cables, etc.) that are in
contact with lever assy.
Remember: the VSV, especially the

lever assy, is a system in movement.
Plus Engine
LM2500 Base
Check actuator hydraulic lines for evidence of leakage.
Check for missing and/or broken hardware.
Adjustable nut for setting (1 turn = 0.6 deg).

LM2500 Base & Plus
E1
Check for loose or broken Confirm that Accelerometer

connector. loop has been checked.
Confirm that cable is Confirm that Accelerometer
supported properly. has been tested by shaker
table.
LM2500 Plus
Optional Accelerometer Location

LM2500 Base & Plus
Check all external

hardware (pipes,
hoses, etc.) for
broken or missing
safety wires.
Check for kinks,
bends, nicks.
Inspect for
contact with
hardware other
than support
brackets.

OLD LM2500 Base & Plus
Expandable Bolts on CRF.

Note: Only DLE Version
Verify that:
- S.B. 153 has been applied (the upper
photo shows the old design).
- All the expandable bolts have been
changed every 4000 h as per IAD
S.L. 2500-I-01-04.
Ref Documents:
- S.B. 153 Rev. 4.
- S.L. 2500_01_03R1.
- S.L. 2500_01_04R1.
- S.L. 2500_99_06R1.
NEW
LM2500 Base & Plus
Check if tick
welding is in place.
New design bolts pins on CRF.

No further actions are required.
LM2500 Base & Plus
Note: for Base Base Engine

Engine E30B
T3 sensor is
optional.
E30B
Base Engine
E30A
Plus Engine
Plus Engine
LM2500 Base & Plus
B sump flexible hose that rest on T3 cable would degrade

prematurely. Reroute properly.
T3 cables that rest on GG pipes, would degrade prematurely.
support accordingly

IDM Requirement PS3 (96CD-1/2) LM2500 Base & Plus
Compressor Discharge Trnsmitter
It is recommended that the PS3 transducers be located off engine in a
relatively cool, dry, and vibration free location and each connected to
the engine with stainless steel tubing of 0.375 inch (0.95 cm) outside
diameter and not longer than 15 feet. Compressor discharge pressure
taps are provided on the gas generator for attachment of each the
connecting lines. If the transducer (pressure transmitter) or any portion
of the connecting line is located below the interface, a water trap must
be located in the low point of the line and all portions of the line must
drain to the water trap. The water trap can be constructed by bending a
"U" in the tube and must have a weep hole as shown to bleed off any
condensate. It is recommended that the PS3 transducer be located
within 6 to 10 inches of the low point to avoid freezing of condensate in
the portion of the line that has static air. Alternatively, the PS3 line can
be uniformly sloped to assure that any moisture drains back to the
combustor case.

LM2500 Base & Plus
PS3 (96CD-1/2)
Typical Connecton
shows on P&ID.
Note: For DLE engines,

it is mandatory to have
two separate
connection points.
Is the line installed? Note: If the PS3 ports

on the engine is not the
Do any fittings and/or lowest point from the
hoses engine PS3 port to the
transducer a weep hole
are loose? has to be included in the
line to the transducer.
Max PS3 line length?
LM2500 Base & Plus
TIPS!!!
PS3 (96CD-1/2)
Usually there is no manifold or

isolation valve on all GG transmitter.
Usually for SAC engines there are two PS3
transmitters with only one PS3 port on GG.
Make sure that there is no additional line to
pressure gage and/or others.
Usually the flexible hose is not connected
directly to the GG. It should be installed a
spool of tubing between GG case and hose.

LM2500 Base & Plus
Combustion Chamber
(General Arrangment)
The CC of both type is located into

CRF.
It can be checked only trough
inspection access holes around
DLE CRF downstream of the burners
and/or premixers.
SAC
LM2500 Base & Plus
Combustion Chamber
(Shield on CRF)
Check for kinks,

bends, nicks and
scores.
Check for
missing bolts,
nuts and spacer.
Refer always to
GEKs Manuals.
Premixer LM2500 Base & Plus
# 15 Three Cups Premixers

Outside +
Inside # 15 Two Cups Premixers
Two Cups premixer has a pin.

TIP!!!

LM2500 Base & Plus
Fuel Nozzle
Different type of Fuel Nozzle:
- gas only L31810G04
- dual fuel (A) L31809P09
- dual fuel (BC) L31809P10
- liquid only 9016M58P06
- gas/water L31809P08
- gas/steam L31957G03
- liquid/steam L31809P11
- liquid/water L31809P11
1 2 3
- dual steam L47449P01
Exemple of Dual Fuel Burner:

1. Primary Line (Liquid)
Check for any loose hardware (nozzles,
2. Secondary Line (Liquid)
fittings, etc.).
3. Natural Gas Check for kinks, nicks, scores and dents.
LM2500 Base & Plus
Spark Plug (Igniter)
INSTALLATION and CHECK:
- for LM2500+ SAC refer to WP103 on GEK105054

- for LM2500 SAC refer to WP106 on GEK97310
- for LM2500+ DLE refer to WP103 on GEK105048
SAC - for LM2500 DLE refer to WP106 on GEK103089
GE code: L43450P01 (SAC)

GE code: 9392M95P04 (DLE)
Note: during pre-commissioning

phase, the igniter has to be test
(sparking).
DLE
LM2500 Base & Plus
Spark Plug (Igniter)
Support Igniter cable to

prevent contact with other
hardware.
Route properly Igniter cable
SAC to avoid any chafing.
Tighten Igniter nut onto CRF
and then safety wire to
complete installation.
Note: If the second igniter

(optional) is installed and not used,
remove it and install a proper
DLE plug.
Note: Both type (DLE & SAC). LM2500 Base & Plus
Flame Detector
Support flame detector cable to
prevent
contact with other hardware.
4 Route properly FD cable to avoid any
chafing.
Tight properly FD onto FD support
bracket.
Note: Usually
the bolts for FD
are not
supplied with
GG.
FD Locations:
- 4:00 oclock.
10 - 10:00 oclock
LM2500 Base & Plus
Acoustic
Sensor Note: Only DLE Version
Check if AC have been

calibrated/checked properly.
Check if the connection are
properly tight.
Check loop.
Connection tags:
- E39A (Left)
Off Engine
- E39B (Left)
On Engine
In case your Bently Nevada system is 3300 make sure the head scale of the
monitor is 10 psi PK-PK. If not do the following procedure:
- Install N2 jumper W4C and W4D on 3300/16 monitor

- Modify the name plate of the scale factor as 50mV/psi
- Replace the name plate on 86517 interface module with another one with
the correct sensibility
- Check the system calibration

Installation Diagram
LM2500 Base & Plus
Acoustic Sensor
NOTE:
THIS PROCEDURE MUST BE CARRY OUT IF A CHARGE
GENERATOR IS NOT AVAILABLE ON SITE
POWER
C1
AMPLIFICATORE COM
FREQUENCY DI CARICA TO BENTLY NEVA
BENTLY NEVADA MONITOR
GENERATOR
FILT.OUT +
C2
FILT.OUT -
------- mV
Voltmeter CALIBRATION CHECKOUT KIT:

- N 2 100 pF condenser
- N 1 Frequency generator
- N 1 Multimeter
Sensibility of pressure transducer (PX 36) is 16 pC each PSI
V= Q/C
Where:
Q= misured charge in COULOMBS
C= condenser capacity in FARAD
The purpose is to simulate the charge to the amplifier in order to check the reading on the Bently Nevada monitor.
To do that, set the frequency using the generator to 600 Herz and than changing the amplitude we find the Volts (V) to apply to the
condenser in order to obtain the pressure in "psi" (to be read on B.N. monitor).
1/Ceq= 1/C1 + 1/C2

1/Ceq= (C2 + C1) / (C1*C2)
Ceq= (C1*C2) / (C2+C1)
Ceq= (100*100) / 200 = 50pF
V= Q/C = 16 (pC) / 50 (pF) = 0.32 V

Vrms= V /2sqr = 0.32 / 1.41 = 0.226 V
Carry out the pressure transducer check following the next table:
CHARGE mVOLTS RMS mV AMPLITUDE MONITOR B.N.READING PSI PK PK

(read on m ultim eter) (to be s et us ing frequency generator)
16 226,3 320 2
32 452,5 640 4
48 678,8 960 6
64 905,1 1280 8
80 1131,4 1600 10

LM2500 Base & Plus
Note: this slide and the previous two are also Acoustic Sensor
published onto Technical Support Quickplace. Note: Only DLE Version
ACOUSTICS
SIGNAL CONDITIONER
CHECKOUT PROCEDURE
TSU 109 Charge Generator

The charge generator outputs a sinusoidal picoCoulomb charge, using magnitudes dialed on the potentiometer and frequency dialed on the counter. The
input magnitude is in peak levels (not peak-to-peak!). All calibration check values listed below are in units to be set on the TSU 109, and the expected output
read at the control monitor (peak-to-peak). Default is with the output set at 16 pC peak and a frequency of 600 Hz coressponding to 2.0 psi peak to peak.
Use this as a starting point during checkout. Note that there is a locking mechanism on the potentiometer which must be moved counter-clockwise to allow
the pot. to turn freely.
The CHECK BAT / OPERATE toggle switch is nominally centered in the off position. To check battery, pull this toggle up to insure that the batteries are
healthy. If the batteries are OK, both the +9V and the -9V LED will light up. If this does not happen, the batteries should be replaced. To operate, push this
toggle down. For extended operation during checkout, you may use a rubber band to hold the switch in the OPERATION position.
You will need a cable with a mating Vibrometer Lemo connector. Plug this cable into the TSU 109 and plug the connector into the off-engine cable when
ready to perform testing. The off-engine cable is that to which the sensor would normally mate.
To operate: Set the O/P switch in the Sym position.
Set the frequency at 600 Hz.
Set the multiplier to nx1.
Unlock the potentiometer and turn the knob until the digit in the window corresponds to the first digit (tens) of the set point charge value and the
hundred scaled button of the potentiometer to the number corresponding to the second digit (units) of the set point charge value. Lock the potentiometer.
Record signal conditioner output value.
Repeat above steps until all values in the following table have been checked.
TABLE A-1 ACOUSTIC SENSOR CALIBRATION POINTS
TSU 109 TSU 109 Expected Signal

Input Amplitude Equivalent Output Conditioner Output
(pC Peak) (psi peak-peak) (mA)
(1) 6 2 7.2
(2) 2 4 10.4
(3) 8 6 13.6
(4) 4 8 16.8
(8) 0 10 20.0
NOTES:
(1) The Vibrometer RSI signal conditioner should have been calibrated at the factory for a sensor with an output of 16 pC/psi peak and a range of 0 to 10 psi
peak-peak. This range has been used to determine the expected milliAmp level in the table above.
(2) Typically, OEMs use 4-20 mA outputs to their control system. The above Expected mA output levels have been provided for your convenience. If you
have a better way at the control system of determining the output level, feel free to use it!

CRF Drain Port
LM2500 Base & Plus
When the engine is brand new, the D10
connection port is hided by a square cover at 6 Note: Only DLE Version
oclock.
Line parts starting from GG connection:
- adapter $1x 3/4npt-f (RRR20308)
- adapter $3/4npt-m x 3/4(RCR46088-rcr23783)
- elbow connection $3/4 (RCR24063)
- tubing 3/4 & so on..
D10
Check for chafing and/or

contact with other hardware.
Check for any loose fittings
and/or missing hardware.
Check the presence of a ball
valve at the basement limit
(it should be closed).
LM2500 Base & Plus
Fuel Manifold
Exemple of two different type of fuel manifold:
1. DLE manifold
2. Dual Fuel Manifold
In General:
Check all external hardware
(pipes, hoses, etc.) for broken
or missing safety wires.
Check hoses if twisted,
crushed or loose.
Check for loose clamps and
brackets.
Check for any loose fittings.
HP Recoup LM2500 Base & Plus
When the engine is brand new, the HPR

connection port are plugged off.
Two HPR ports are present on GG: A31 situated on
A32 right side and A32 situated on left side.
Note: see next slide for orifice size.

LM2500 Base & Plus
HP Recoup
In general:

LM2500 Base & Plus
HP Recoup
For Maintenance refer to:
- for LM2500+ SAC refer to WP 417 on GEK105054
- for LM2500 SAC refer to 4-12.28 on GEK97310
- for LM2500+ DLE refer to WP 417 on GEK105048
- for LM2500 DLE refer to 4-12.7 on GEK103089
Check for contact (chafing)

Note: The above picture shows a perfect with other hardware.
installation:
1. Fitting tight with proper gasket. Check hoses if twisted,
2. Interconnection fittings tight. crushed or loose.
3. Spool of tubing between GG and
Flexible hose. Check for any loose fittings.
4. No contact with other hardware.

Turbine Mid Frame LM2500 Base & Plus
Check for kinks, nicks, scores and

color.
Check for missing bolts and nuts.
Check for loosing pipes.
The picture shows TMF upper side.

Turbine Mid Frame LM2500 Base & Plus
(STRUTS)
Check pipes for kinks, nicks or any

damages.
8
Check for missing/loosing bolts and nuts.
6 5
LM2500 Base & Plus
Turbine Mid Frame

D5 & A13
Check hoses if
D5 twisted, crushed or
loose.
A13 Check hoses for
support.
Check hoses to
allow
for GG expansion.
Check for leakages.

LM2500 Base & Plus
E21A
Turbine Mid Frame
E21B
T5.4 or T4.8
Are the cables supported?
Do they chafe on other hardware?
Are the connectors tight?
Check TCs for integrity and loosing nuts.

DLE Troubleshooting

Goals of Presentation
Review Basic Troubleshooting Tools

Review Troubleshooting Techniques
Refer O&M Troubleshooting section for details
Present Real Life Examples

DLE Combustion Principles
Temp limit to meet
both NOx & CO 4 Stage Combustor
requirements
CO
Flame Temperature
Excessive NOx
NOx
B BC AB ABC
CO Limit NOx Limit

25ppm
Excessive CO / Blowout
Flame Temperature Power

Low NOx and CO emissions occur Lean Pre-mixed Combustion with
in a narrow band of flame Fuel Staging used to maintain the
temperatures narrow flame temperature window

Keys to DLE Troubleshooting
ALL commonly encountered DLE specific operability issues result
from either
violation of a flame temperature boundary
Most commonly result from measurement error
or
control action to prevent engine damage
Examples:
High Emissions NOx and/or CO
Steps-to-Idle
Trips
Maximum Power Limitation
Power Reductions
Failure to Start
Sources of Control Flame Temperature Error
CONTROL Flame Temperature calculated not measured

uses fuel properties, metered fuel flow, T3 and combustor
airflow
Critical Parameters: PS3, T3, FMV position, FMV upstream and
downstream pressure (GP1, GP2), LHV, SG
Any of above parameters will introduce error into flame temperature
calculation
Any leakage between metering valve and combustor will result in high
calculated flame temperature

Parameter Sensitivity
BULK TFLAME ERROR (Degrees)

0 5 10 15 20 25 30 35 40
PS3 (3.162 psi)

Fuel Flow (3.0%)
LHV (1.0%)
Bu
SG (1.0 %)
T3SEL (6.5 degF)
T2SEL(1.414 degF)
CDPSEL (0.707%)
NGGSEL: (10 rpm)
ST8SEL (0.707%)

Useful Data Sources:
Alarm Log for event

High Speed Data Log showing event
160 ms capture rate
Minimum Parameter list in appendix
Long term trending Data
Data from last mapping

Step 1 - Define the Problem
Understand and clarify the problem
High emissions (is measurement system calibrated?) ,
Acoustic trips
Measurement system OK?
PX36B within 25% of PX36A at time of trip?
Neither signal erratic
In what mode is problem occurring (BRNDMD)
Is problem related to one ring or to all?
Steady state or transient
Low or high power
When was the problem first observed?
Gradual change over several weeks / months
Step change

Step 2 - Check Instrumentation
Fuel gas properties

Is LHVSEL = LHV raw? Is LHV typical for site?
Same for S.G.
Pressure sensors
PS3 system
Differences between sensors
Leaks in sensing tubes / water in tubes
Fuel pressure (GP) sensors
Differences between channels A & B

Step 3 -Review High Speed Log
If check and calibration of instrumentation does not resolve issue, examine
High Speed Log
All input signals free of excessive noise
Input signals behavior consistent
Fuel Metering Valves and bleeds following demand
FMVxSEL vs. FMVxDMD for all 3 valves
VBVSEL vs. VBVDMD
ST8SEL vs. ST8DMD
CDPSEL vs. CDPDMD
> Look for Indications of Partial blowout
Usually occurs in A or C rings
causes increased firing of B ring to maintain power
NOx emissions increase
CO emissions typically increase
Possible Acoustics Increase
Identifying Partial Blowout
Condition where A and/or C rings partially blow out

Control Maintains Power if Possible by adding fuel to B ring
Pilot FMV opens parameter FMVPSEL increases
Blowout parameter WFQPERRCORR increases
May cause Acoustic (PX36) increase
Control assumes all fuel is burned
calculated flame temperature TFLCYC increases
Increase of temperature causes closure of bleeds
Percentage bleed DWB36PCT decreases
If bleeds are closed percentage Tflame TFLAMEPCT increases
May stage up to next higher mode (increase in BRNDMD)

Step 4 - Trending Data
Used to detect gradual system change

Blockage of premixers
Leakage downstream of metering valve
Fuel Metering Issues
Blockage
Calibration

Trending Fuel Flow Parameters
Parameters WFNOZINRFF, WFNOZOTRFF, WFNOZPILFF

Parameter is ratio WF 36measured
WF 36calculated
WF36calculated is based on Pressure Ratio and (assumed) fuel
nozzle flow function
Parameter varies with power level and burner mode
Rule of thumb: Change > 10% is significant

Significance of WFNOZZ Changes:
WFNOZZ Shift High:

Leak between FMV and fuel nozzle
Inspect
Leak Check per WP
Blockage of FMV
Check for Sulfur Contamination
GP2 sensor reading low
Check Sensor lines for leaks
WFNOZZ Shift Low:

Premixer Blockage
Flow Check Per WP

Other Checks
Is gas supply pressure significantly different than

normal
Inlet filter pressure drop
Any other parameters which may have changed
Water wash if compressor is dirty or efficiency is
down

Fault finding staging valves
Leaking staging valves can lead to high CO/UHC in

mixed burner modes (BC/AB)
Root cause for leakage usually wear or
contamination
Identify suspect valves with leak test blanking F1B
Test individual valves or return to OEM for test &
repair

Examples
Example #1
LM2500+ DLE Mechanical Drive

Reported Symptoms
Engine operating in ABC Mode, Bleeds Closed
NGG oscillating ~ 250 rpm with no change in power
demand
Acoustics Unstable 1.6 4.0 psid

Core Speed vs. PT Speed demand
10000 5
9000 4.5
8000 4
7000 Unstable Core 3.5

Speed
Speed (rpm)
PX36 (psid)
6000 3
5000 2.5
4000 2
3000 1.5
2000 1
Constant
1000 0.5
PT Speed Demand
0 0
0 1 2 3 4 5 6 7
Time (s)

Flame Temperature / Blowout Parameter
180 45
160
Blowout Parameter 40
140 35
120 30
WFQPERRCOR
TFLAMEPCT
100 25
80 20
60 15
40 10
20 5
TFLAMEPCT
0 0
0 1 2 3 4 5 6 7
Time (s)
Cycling of TFLAME and Blowout Parameter - Blowout Driven

Ring Temperature Demands
3250
Outer Ring
780
3200
760
TFLIREF, TFLOREF (deg F)
3150
740
3100
720
T3 (deg F)
3050
700
3000 680
2950 660
2900 T3 640
2850
Inner Ring
620
2800 600
0 1 2 3 4 5 6 7
Time (s)
Ring Temperatures scheduled as f(T3)

Sequence of Events
Partial Blowout Occurs on C-ring
Fuel Added to B-ring TFLAMEPCT Increases
Engine hits Max fuel regulator
Core Speed drops
T3 Drops
Scheduled TFLIREF increases
C-ring relights
B Ring Flow Reduces
Engine moves off Fuel Flow Limit
Core Speed Recovers
T3 increases
Scheduled TFLIREF drops
Partial Blowout of C-ring

Example #1 - Final Root Cause
Inner Ring Schedules required modification

Slope excessive in bleeds closed T3 range
Level increased to increase blowout margin
Revised schedules eliminated instability

Example #2
LM2500 DLE Mechanical Drive

Unable to load to maximum power
Stages from BC/2 to AB mode
Blows out in AB Mode

High Speed Data
AB
30 8000
25 7900
Bleed
20 7800
15 7700
DWB36PCT
NGG
10 7600
5 BC 7500
0 7400
BC/2
-5 7300
Core Speed
-10 7200
30:53.0 30:54.7 30:56.5 30:58.2 30:59.9 31:01.6 31:03.4 31:05.1 31:06.8 31:08.6
Bleeds fully closed in BC mode Blowout!

LHV, PS3 OK Leaks?

Metered Flow/Calculated Flow
1.5
1.4 Inner Ring

1.3
1.2
WFNOZZPILFF
WFNOZINRFF
1.1
0.9
Pilot Ring
0.8
0.7
0.6
0.5
30:53.0 30:54.7 30:56.5 30:58.2 30:59.9 31:01.6 31:03.4 31:05.1 31:06.8 31:08.6
WFNOZZINRFF ~1.3 vs Historically 0.9 to 1.0 Indicative of Leak

Example 2 Root Cause
Cup
A Manifold
Staging (Outer
Outer Valve Cup Ring)
Metering
Valve Cup
Optional I/F Ten sets per engine
Pressure equalization
)(
orifice piping disconnected
B Manifold
Thirty per engine
FUEL SHUT- (Pilot Ring)
OFF Pilot Cup
Metering
Valve Optional I/F
)(
Staging
(Lean Blow-out
)( Valve Enhancement)
Fifteen per engine
Every other
Pilot Cup
Optional I/F
C Manifold
Staging
Valve (Inner
Inner Cup Ring)
Metering
Valve Fifteen sets per engine

Questions???
DLE Troubleshooting High Speed Data Parameter
List
BRNDMD T3SEL WFINRDMD
DWB36PCT T48_REF WFMAX
F_TFLCYCG T48SEL WFMN
LHVSEL TABALI WFNOZINRFF
MWSEL TABALO WFNOZOTRFF
P2SEL TFLAMEPCT WFNOZPILFF
P25SEL TFLIREFG WFOTR
PS3_REF TFLMAXG WFOTRDMD
PS3SEL TFLMING WFPIL
PX36SEL TFLOREFG WFPLTDMD
SGSEL TFLPDFS WFQPERRCOR
T25SEL WF36_CNTRL XNPTSEL
T2SEL WF36DMD XNGGSEL
T3_REF WFINR

Mapping Screen Input Definitions
Universal adjustments
TFLDMDJA Increase or decrease TFLMAX & TFLMIN
together by same amount
TFLMAXJA Increase or decrease only TFLMAX
TFLMINJA Increase or decrease only TFLMIN
TFLOSCHJA Increase or decrease outer ring temperature
TFLISCHJA Increase or decrease Inner ring temperature
ABAL ON/OFF (or MAPPING OFF/ON) Make ABAL active / inactive
CLEAR ABAL Remove any ABAL adjustment
Site specific
Tflame adjustment Increment Amount of change for one click of up or down
arrow
NetCon Data Logger Digital toggles to start, stop, and transmit DataLogs
Power adjustment Enables the mapper to change power level
Mapping enabled Permits mapping adjustments, usually password
protected




LM1600, LM2500, and LMS100 are registered trademarks of the General Electric Company (USA)
LM6000TM is a pending trademark of the General Electric Company (USA)

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What are some of the issues that can occur during a hot shutdown?

What are some of the issues that can occur during a hot shutdown?

What are some of the root causes of blade tip rub damage during restart following a hot shutdown?

What are some of the root causes of blade tip rub damage during restart following a hot shutdown?

LM2500 Maintenance &

This publication is for TRAINING PURPOSES

2006 General Electric Company. All Rights Reserved. This

2 GE Proprietary - Subject to Restrictions on Cover Page

Hot shutdown troubleshooting

3 GE Proprietary - Subject to Restrictions on Cover Page

4 GE Proprietary - Subject to Restrictions on Cover Page

Several sites have experienced HPC blade tip-to-case

5 GE Proprietary - Subject to Restrictions on Cover Page

Investigation identified following root causes

6 GE Proprietary - Subject to Restrictions on Cover Page

8 GE Proprietary - Subject to Restrictions on Cover Page

Specifically applicable to LM2500 PE

9 GE Proprietary - Subject to Restrictions on Cover Page

Step 1 Visual inspection

11 GE Proprietary - Subject to Restrictions on Cover Page

Step 1 Visual inspection

12 GE Proprietary - Subject to Restrictions on Cover Page

C/D Sump and Aft Lube System Leakage - continued

13 GE Proprietary - Subject to Restrictions on Cover Page

External engine leaks? YES Go to A External Oil Leaks

Go to E A/O separator system T/S?

14 GE Proprietary - Subject to Restrictions on Cover Page

Isolate engine leaks by wrapping suspect fittings YES

Check package oil supply and

15 GE Proprietary - Subject to Restrictions on Cover Page

Is B&C sump drain tubing YES

Check leakage from the following drains:

Is there leakage from A/O separator drain? YES

Go to C A-sump leakage T/S?

16 GE Proprietary - Subject to Restrictions on Cover Page

Is oil seeping from the lower VSV YES

Remove TGB/AGB drains. Does less than 1 YES

YES Clear obstructions and monitor

Replace L&S pump with 6

17 GE Proprietary - Subject to Restrictions on Cover Page

Check C/D sump ejector for suction YES

Remove D-sump drain (scavenge YES

D-sump has internal leak and will require PT

18 GE Proprietary - Subject to Restrictions on Cover Page

Check A/O separator discharge piping drain NO Go to F B&C Sump

NO Replace L&S pump and

Remove A/O separator cover and

YES Replace cover and

19 GE Proprietary - Subject to Restrictions on Cover Page

NO Replace air ejector and monitor

Clear obstruction &

Check pressurization line for obstructions or YES Clear obstructions or repair

Go to F B&C sump pressurization

20 GE Proprietary - Subject to Restrictions on Cover Page

Clear obstructions and

NO Check ejector piping for leaks.

Remove engine for internal B-sump T/S

21 GE Proprietary - Subject to Restrictions on Cover Page

Clear obstruction and

NO Check ejector piping for leaks.

Owner: _ PM: _______