System Description

FUEL GAS (DLN 2.0+) – MS9001FA+e

Fuel Gas - Dry Low NOx 2.0+ System

GENERAL
The Dry low 2.0+ (DLN-2.0+) control system regulates the distribution of fuel delivered to a
multi-nozzle combustor arrangement. The fuel flow distribution to each combustion chamber
fuel nozzle assembly is a function of combustion reference temperature (TTRF1) and IGV
temperature control mode. Diffusion, Sub-piloted Premix, piloted premix, and premix flame are
established by changing the fuel flow distribution in the combustor. By a combination of fuel
staging and shifting of burning modes from diffusion at ignition through full pre-mix at high
load, dramatically lower NOx emissions can be achieved above firing temperatures of 2,270°F.

GAS FUEL SYSTEM

Routing of Vent Lines by Customer/Installer
FG2 and FG3 are potential sources of flammable atmosphere. Refer to Fuel Gas Schematic for
additional information.

The gas fuel system consists of the gas fuel stop/speed ratio valve, diffusion gas control valve,
PM4 gas control valve, and PM1 gas control valve. (Refer to Figure 1).

Figure 1. DLN-2.0+ Gas Fuel System

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 System Description

FUEL GAS (DLN 2.0+) – MS9001FA+e

The stop/speed ratio valve (SRV) is designed to maintain a predetermined pressure (P2) at the
control valve inlet. The diffusion, PM4, and PM1 gas control valves (GCVs) regulate the desired
gas fuel flow delivered to the turbine in response to the command signal FSR from the
SPEEDTRONIC panel. The dry low NOx mode of operation will determine how the control
valves stage fuel to the multi-nozzle combustion system. The auxiliary stop valve is used to
provide class 6 sealing when heated fuels are used.
The stop/speed ratio valve and gas control valves are monitored for their ability to track the
command set-point. If the valve command set-point differs from the actual valve position by a
prescribed amount for a period of time, an alarm will annunciate to warn the operator. If the
condition persists for an extended amount of time, the turbine will be tripped and another alarm
will annunciate the trip.

Gas Strainer
A strainer is provided in the fuel gas supply line upstream of the stop/speed ratio valve. This gas
strainer is a last chance strainer. The purpose of the strainer is to stop foreign objects or materials
that may prevent the gas turbine from operating/shutting down safely. The strainer is not
designed for continual fuel gas clean up. The strainer utilizes a differential pressure switch
63FGD-1 or transducer 96FGD-1 along with a differential pressure gauge installed across the
strainer to monitor blockage.
The pressure switch or transducer initiates an alarm to the turbine control panel if the gas
differential pressure increases beyond a specified setting. During operation, the strainer
differential pressure should be closely monitored. If an alarm is registered, the strainer should be
inspected and if required cleaned. All strainer contamination shall be considered abnormal and
the source of contamination shall be verified. All strainer maintenance shall be performed in
accordance with the manufacturer's recommendations. Each strainer is equipped with a lockable
vent valve that vents to FG2, see MLI 0422 for additional information on location of strainer
vent valve and instructions for venting the fuel gas to a safe area.
Prior to strainer maintenance, the upstream and downstream pressure shall be zero. To determine
the downstream pressure, utilize the pressure gauge FG-1 and pressure transducer 96FG-1. The
upstream pressure can be verified by using the differential pressure gauge FG-3 and differential

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 System Description

FUEL GAS (DLN 2.0+) – MS9001FA+e

pressure switch 63FGD-1 or transmitter 96FGD-1. When using the differential pressure
gauge/switch/transmitter to determine that the upstream pressure is zero, the downstream
pressure shall be zero; the sensing lines to the differential devices shall be open; and the pressure
equalizer valve shall be closed.
The fuel gas strainer may be one of the following types Y Strainer, Duplex Strainer, or Multi
Element Strainer. All three designs utilize a metal mesh filtration element.
1. Y Type Strainer
The Y Type Strainer is basket type strainer; it is designed as a single unit with one strainer
basket.
2. Duplex Strainer
The duplex strainer is a basket type strainer; it is designed as a single unit with two separate
baskets and a flow transfer valve. The transfer valve is designed to allow fuel gas to flow
through only one basket at a time. If a high differential pressure is observed, the transfer
valve allows for the transfer to a clean basket.
3. Multi-Element Strainer
The Multi-Element Strainer is designed as single unit with multiple elements arranged in
parallel to the fuel gas flow path, each element is fed with fuel gas simultaneously. In order
to perform maintenance on the Multi-Element strainer, the unit must be removed from the
fuel gas piping.
Therefore it may be necessary to place temporary pipe supports in the fuel gas pipe spools
upstream and downstream of the unit.

Pressure Gauges
One differential pressure gauge (PDI-FG-3) measures the difference between the inlet and outlet
pressures of the gas strainer.
Three pressure gauges, with hand valves, are installed in the fuel gas supply line. The upstream
pressure gauge (PI-FG-1) measures the pressure of the gas entering the stop/speed ratio valve;
the intermediate pressure gauge (PI-FG-2) measures P2 pressure ahead of the gas control valve;
and the downstream gauges (PI-D5, PI-PM-1, PI-PM-4) measures the pressure as the gas leaves
the gas control valves.

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 System Description

FUEL GAS (DLN 2.0+) – MS9001FA+e

Gas Fuel Vent Valve (VA13-15)

This solenoid valve vents the volume between the stop/speed ratio valve and the gas control
valves when the solenoid (20VG-1) is de-energized. The solenoid is energized and the vent valve
closed when the master control protection circuit is energized and the turbine is above the cool
down slow roll speed. It will be closed and remain closed during gas fuel operation. The vent is
open when the turbine is shut down because the stop/speed ratio valve and gas control valves
have metal plugs and metal seats and therefore, are not leak tight. The vent insures that during
the shutdown period, fuel gas pressure will not build up between the stop/speed ratio valve and
gas control valves, and that no fuel gas will leak past the closed gas control valves to collect in
the combustors or exhaust.
If the vent valve fails during normal operation, the SRV will continue to maintain constant
pressure, P2. This is accomplished by opening further, making up any lost flow through the vent
valve.

Thermocouples (FTG - 1A, 1B & FTG-2A, 2B)

Up stream of Stop/Speed Ratio Valve (SRV) are two Dual element thermocouples FTG-1A/1B,
FTG- 2A/2B which sense the temperature and send an electrical signal back to the controller.

Auxiliary Stop Valve (VS4-1) - ONLY FOR HEATED FUEL JOBS

The auxiliary stop valve provides additional shutoff of the fuel gas flow when required by either
normal operation or emergency conditions. The auxiliary stop valve is pneumatically actuated
valve that is spring biased to the closed position. The auxiliary stop valve has an integral trip
relay valve 20VS4-1 that is located between the pneumatic supply air and the valve actuator.
When 20VS4-1 is energized, pneumatic pressure will force the auxiliary stop valve to the open
position by overcoming the spring bias. Upon a shut down or trip, 20VS4-1 is de-energized and
the pneumatic pressure supply is shut off to the valve actuator, the remaining pneumatic pressure
in the valve actuator is released through a quick exhaust port in 20VS4-1, and the valve closes.

Pressure Transducer 96FG-1

This pressure transducer is installed in the gas piping upstream of the gas stop/speed ratio valve
and is used to initiate an alarm when the fuel pressure becomes too high or low.

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 System Description

FUEL GAS (DLN 2.0+) – MS9001FA+e

Gas Purge Pressure Ratio Monitoring (96GN-1, 96GN-2, 96GN-3)

When a gas passage is being purged, a minimum gas purge pressure ratio must be maintained to
ensure positive airflow across all the fuel nozzles. This pressure ratio is sufficient to overcome
any combustion can-to-can pressure variation. The differential pressure transmitters measure the
gas manifold pressure relative to compressor discharge pressure. These pressures are used for
monitoring and alarm in the control system.

Calibration of Fuel Gas Pressure Transducers, 96FG-2A, 2B, 2C

The fuel gas pressure transducer, 96FG, is a pressure transducer with a dc voltage output directly
proportional to pressure input in psig. It incorporates solid state circuits and an amplifier in the
transducer case. A diode is connected across the output of the transducer. This prevents any
possibility of a spurious signal driving the transducer amplifier negative, out of its normal
operating range. The transducer is normally factory adjusted and calibrated; however, the
calibration must be checked in the field and necessary readjustment made to meet the volts-
output versus pressure-input requirements, as specified in the Control Specifications.

GAS FUEL OPERATION

There are three basic modes of distributing gas fuel to the DLN-2.0+ combustor. These modes
are described below:
Diffusion Mode
In this mode, all the gas fuel is directed to the five diffusion tips in each of the combustors. At
this time the premix passages PM1 and PM4 are purged with CPD air.
Diffusion is the normal mode of operation from ignition to L14HS and unloading from L14HS to
flameout.

Sub-Piloted Pre-Mix
In this mode the fuel is split between the two gas control valves. The G2 PM1 split ramps up in
the higher end of this mode to optimize combustion dynamics. Attention must be made not to
exceed the defined split-level at the high end of this mode due to hardware concerns. Sub piloted
premix is the combustion mode between L14HS and FXKTH loading and FXKTH-FXKTHDB
to L14HS. Sub piloted premix mode is the steady state FSNL mode.

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FUEL GAS (DLN 2.0+) – MS9001FA+e

Piloted Pre-Mix
In this mode, the fuel is split between the three gas control valves. To split between G2 and G3,
the split would be 20/80. It is normal to run the pre-mix burners slightly off even-split to
optimize combustion dynamics at the expense missions. Piloted premix is the combustion mode
between combustion reference temperature FFXKTH and FXKTM-loading, and FXKTM-
FXKTMDB to FXKTH-FXKTHDB unloading.

Pre-Mix
In pre-mix, all the fuel is directed to tG2 and G3, which feed PM1 and PM4 respectively. To
give an even premix split between G2 and G3, the split would be 20/80. It is normal to run the
premix burners slightly off even split to optimize combustion dynamics at the expense of
emissions.
The diagrams in Figure 1, Figure 2 and Figure 3 show how fuel flow is controlled while
transferring between the various combustion modes.

Figure 2 - Diffusion to SPPM

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 System Description

FUEL GAS (DLN 2.0+) – MS9001FA+e

Figure 3 - Pilot Premix to Premix

Figure 4 - Premix to Pilot Premix

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 System Description

FUEL GAS (DLN 2.0+) – MS9001FA+e

CHAMBER ARRANGEMENT
The 9FA+ employs 18 similar combustors. For each machine there are two spark plugs and four
flame detectors in selected chambers with crossfire tubes connecting adjacent combustors. Each
combustor consists of a five nozzle/cover assembly, forward and aft combustion casings, flow
sleeve assembly, multi-nozzle cap assembly, liner assembly, and transition piece assembly.

COMBUSTION REFERENCE TEMPERATURE

The combustion reference temperature signal (TTRF1) is generated by a calculation in the
DLN-2.0+ control software. This equation calculates TTRF1 as a function of the median exhaust
temperature (TTXM), the compressor discharge pressure (CPD), and the inlet bell mouth
temperature (CTIM). This calculated temperature represents a reference for combustor mode
sequencing and fuel split scheduling and is not a true indication of actual machine firing
temperature. A careful checkout of the combustion reference temperature during start-up is
required. The initial loading of the turbine should be performed with “pilot premix base” selected
on and samples of the combustion reference temperature calculation should be compared to
values listed in the control specifications. The combustion reference temperature should match
the control specification numbers within 20°F. Differences greater than 20°F may indicate an
error in the calculation.

DLN-2.0+ INLET GUIDE VANE OPERATION

The DLN-2.0+ combustor emission performance is sensitive to changes in fuel to air ratio. The
combustor was designed according to the airflow regulation scheme used with inlet guide vane
(IGV) temperature control. Optimal combustor operation is crucially dependent upon proper
operation along the predetermined temperature control scheme. Controlled fuel scheduling will
be dependent upon the state of IGV temperature control. IGV temperature control on can also be
referred to as combined cycle operation while IGV temperature control off is referred to as
simple cycle operation.

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FUEL GAS (DLN 2.0+) – MS9001FA+e

DLN-2.0+ INLET BLEED HEAT

Operation of the gas turbine with reduced minimum IGV settings can be used to extend the
Premix operating region. Reducing the minimum IGV angle allows the combustor to operate at a
firing temperature high enough to support premix operation.
Inlet bleed heating (IBH), through the use of recirculated compressor discharge airflow, is
necessary when operating with reduced IGV angles. Inlet heating protects the compressor from
stall by relieving the discharge pressure and by increasing the inlet air stream temperature. Other
benefits include anti-icing protection due to increased pressure drop across the IGVs.
The inlet bleed heat system regulates compressor discharge bleed flow through a control valve
and into a manifold located in the compressor inlet air stream. The control valve varies the inlet
heating air flow as a function of IGV angle. At minimum IGV angles the inlet bleed flow is
controlled to a maximum of 5.0% of the total compressor discharge flow. As the IGVs are
opened at higher loads, the inlet bleed flow will proportionally decrease until shut off.
The IBH control valve is monitored for its ability to track the command set-point. If the valve
command set-point differs from the actual valve position by a prescribed amount for a period of
time, an alarm will annunciate to warn the operator. If the condition persists for an extended
amount of time, the inlet bleed heat system will be tripped and the IGV' minimum reference will
be raised to the default value.
The IBH system monitors the temperature rise in the compressor inlet airflow. This temperature
rise serves as an indication of bleed flow. Failure to detect a sufficient temperature rise in a set
amount of time will cause the inlet bleed heat system to be tripped and an alarm annunciated.

DLN-2.0+ GAS FUEL PURGE SYSTEM

The purge system is required to maintain a positive flow of compressor discharge air through the
gas fuel nozzle passages when gas flow is nonexistent. Failure to provide purge flow when
required will damage components in the combustion system. The Gas Fuel Purge System is
shown below.
The Gas Fuel Purge System is designed such that it provides a positive purge to a required
manifold which is not in use during Gas Turbine operation. The purge pressure ratio is
mechanically set, by pipe and orifice sizing as a function of fuel nozzle effective area. The purge

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FUEL GAS (DLN 2.0+) – MS9001FA+e

pressure must be of a magnitude (greater than Pcc) to prevent backflow through nozzles and
prevent cross-talk between fuel nozzles and combustion chambers. The gas fuel/gas fuel purge
junction and downstream piping are designed to support plugged flow (minimal mixing of fuel
and air). These components and piping have also been set out so that stagnant and unswept
volumes have been minimized. Furthermore, the gas fuel/gas fuel purge junction has been
designed so that the introduction of purge into a gas-filled manifold does not cause an
unacceptably high load swing.

This is primarily achieved by introducing a soft purge, VA13-1, -2, -3, -4, -5, and -6 are opened
over 35 seconds. A continuous purge is provided to Diffusion at a pressure ratio of 0.98 (P4 to
PCD) and to Pre-Mix (PM1 and PM4) at 0.955 (P4 to PCD).

FLAME DETECTION
Reliable detection of the flame location in the DLN-2.0+ system is critical to the control of the
combustion process and to the protection of the gas turbine hardware. Four flame detectors in
separate combustion chambers around the gas turbine are mounted to detect flame in all modes
of operation. The signals from these flame detectors are processed in control logic and used for
various control and protection functions.

IGNITION SYSTEM
Two spark plugs located in different combustion chambers are used to ignite fuel flow. These
spark plugs are energized to ignite fuel during start-up only, at firing speed. Flame is propagated
to those combustion chambers without spark plugs through crossfire tubes that connect adjacent
combustion chambers around the gas turbine.

CONTINGENCY OPERATION
Unit Trip
In the event of a unit trip, the gas fuel system will be shut down by deactivating the dump valves
on the SRV and GCVs. This will allow the hydraulic fluid which activates the valve open to be
ported to drain, while fluid is ported from hydraulic supply to close the valve, with assistance
from the spring force.

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 System Description

FUEL GAS (DLN 2.0+) – MS9001FA+e

Figure 5 - Gas Fuel Purge System

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FUEL GAS (DLN 2.0+) – MS9001FA+e

False Start
During a false start, where flame is not established in the four monitored combustion chambers
after 60 seconds, the Auxiliary Stop Valve, SRV, and GCVs are shut and the unit is run through
a second unit purge cycle. At the end of this purge cycle, fuel is admitted and firing is again
attempted. If the second attempt is unsuccessful in maintaining flame, the unit is tripped and the
Auxiliary Stop Valve SRV and GCVs close.

DLN-2.0+ SYSTEM ANNUNCIATOR TROUBLESHOOTING CHART

The following is a list of additional alarms and corrective actions for a gas turbine supplied with
DLN- 2.0+ and related systems. This list is intended to be a supplement to the Annunciator chart
contained in the standard gas turbine operating procedures.
Alarm Message Cause Action
GAS RATIO VALVE STOP RATIO VALVE EXAMINE SRV SERVO
POSITION SERVO POSITION SERVO LOOP VALVE
TROUBLE TROUBLE AND LVDT' FOR PROPER
OPERATION
GAS FUEL INTERVALVE INTERVALVE PRESSURE EXAMINE P2 PRESSURE
PRESSURE TROUBLE OUT OF LIMITS TRANSDUCERS
DIFFUSION GAS CONTROL GCV POSITION SERVO EXAMINE GCV SERVO
VLV SERVO TROUBLE LOOP TROUBLE VALVE AND LVDT' FOR
PROPER OPERATION
DIFFUSION GCV NOT GCV COMMAND SETPOINT EXAMINE GCV FOR
FOLLOWING CMD ALARM DIFFERENT FROM ACTUAL STICKY
POSITION OPERATION, JAMMING
AND
LVDT TROUBLE
DIFFUSION GCV NOT GCV COMMAND SETPOINT EXAMINE GCV FOR
FOLLOWING CMD TRIP DIFFERENT FROM ACTUAL STICKY
POSITION FOR EXTENDED OPERATION, JAMMING
PERIOD AND
LVDT TROUBLE
PM4 GAS CONTROL VALVE GCV POSITION SERVO EXAMINE GCV SERVO
SERVO TROUBLE LOOP TROUBLE VALVE AND LVDT' FOR
PROPER OPERATION
PM4 GCV NOT FOLLOWING GCV COMMAND SETPOINT EXAMINE GCV FOR
CMD ALARM DIFFERENT FROM ACTUAL STICKY
POSITION OPERATION, JAMMING
AND
LVDT TROUBLE

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FUEL GAS (DLN 2.0+) – MS9001FA+e

Alarm Message Cause Action

PM4 GCV NOT FOLLOWING
CMD TRIP
PM1 GAS CONTROL VLV
SERVO TROUBLE
PM1 GCV NOT FOLLOWING
CMD ALARM
PM1 GCV NOT FOLLOWING
CMD TRIP
MIN PREMIX FIRING TEMP
REACHED
NO INLET HEATING AIR
FLOW DETECTED
BLEED HEAT DRAIN
VALVE
FAIL TO CLOSE
BLEED HEAT VALVE
POSITION TROUBLE
GCV COMMAND SETPOINT EXAMINE GCV FOR
DIFFERENT FROM ACTUAL STICKY
POSITION FOR EXTENDED OPERATION, JAMMING
PERIOD AND
LVDT TROUBLE
GCV POSITION SERVO EXAMINE QGCV SERVO
LOOP TROUBLE VALVE AND LVDT' FOR
PROPER OPERATION
GCV CMD SETPOINT EXAMINE QGCV FOR
DIFFERENT FROM ACTUAL STICKY
POSITION OPERATION, JAMMING
AND
LVDT TROUBLE
GCV CMD SETPOINT EXAMINE QGCV FOR
DIFFERENT FROM ACTUAL STICKY
POSITION FOR EXTENDED OPERATION, JAMMING
PERIOD AND
LVDT TROUBLE
ABNORMALLY LOW LOAD RAISE LOAD TO REACH
OPERATING POINT IN PREMIX OPERATING
PREMIX MODE RANGE
(TTRF1>2,200 OR 75%
LOAD),
VERIFY CALCULATED
FIRING TEMPERATURE IS
CORRECT, VERIFY CPD
TRANSDUCERS, CTIM
READING, TTXM
READING
LACK OF TEMPERATURE VERIFY MANUAL
RISE AT INLET ISOLATION VALVE IS
BELLMOUTH WITH BLEED OPEN,
HEAT ENABLED VERIFY CONTROL
VALVE
OPERATION, CHECK
INLET
THERMOCOUPLES
IBH DRAIN VALVE STUCK INSPECT VALVE, VERIFY
OR FAULTY POSITION POSITION, CHECK
FEEDBACK POSITION
FEEDBACK
IBH CONTROL VALVE INSPECT VALVE, VERIFY
STUCK OR FAULTY POSITION, CHECK
POSITION FEEDBACK POSITION
FEEDBACK

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 System Description
Alarm Message
BLEED HEAT SYS NOT
OPERATIONAL – TRIP
PURGE INTERVALVE
PRESSURE LOW
PURGE VLV (AIR SIDE)
FAIL
TO LIFT OFF SEAT
PURGE VLV CLOSING
FAULT - TRIP
PURGE VLV (AIR SIDE)
FAILURE TO CLOSE
PURGE VLV (GAS SIDE)
FAILURE TO CLOSE
BOTH PURGE VALVES FAIL
TO CLOSE
Bharat Heavy Electricals Limited, Hyderabad
FUEL GAS (DLN 2.0+) – MS9001FA+e
Cause Action
CONTROL VALVE STUCK OBSERVE THE CONTROL
CLOSED OR FAULTY STROKE AND CHECK
INLET THERMOCOUPLE THE
READINGS, MANUAL INLET THERMOCOUPLES,
ISOLATION/STOP VALVE CHECK THE MANUAL
MAY BE CLOSED ISOLATION VALVE
VOTED SIGNAL OF NO VERIFY PURGE FLOW,
PRESSURE INDICATED CHECK INTERVALVE
BY THE INTERVALVE PRESSURE SWITCHES
PRESSURE SWITCHES
PURGE VALVE POSITION VERIFY VALVE
FEEDBACK CLOSED, LIMIT POSITION,
SWITCH NOT CHANGING CHECK POSITION
STATES IN THE ALLOTTED FEEDBACK DEVICES.
TIME CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
PURGE VALVE(S) FAIL TO VERIFY VALVE
CLOSE POSITION,
CHECK POSITION
FEEDBACK DEVICES.
CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
PURGE VALVE FAILURE VERIFY VALVE
TO RECEIVE CLOSED POSITION,
POSITION FEEDBACK CHECK POSITION
FEEDBACK DEVICES.
CHECK
ACTUATION SYSTEM
PURGE VALVE FAILURE VERIFY VALVE
TO RECEIVE CLOSED POSITION,
POSITION FEEDBACK CHECK POSITION
FEEDBACK DEVICES.
CHECK
ACTUATION SYSTEM
PURGE VALVES FAILURE VERIFY VALVE
TO RECEIVE CLOSED POSITIONS,
POSITION FEEDBACK CHECK POSITION
FEEDBACK DEVICES.
CHECK
ACTUATION SYSTEM
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FUEL GAS (DLN 2.0+) – MS9001FA+e

Alarm Message Cause Action

PURGE VLV (AIR SIDE) PURGE VALVES OPEN VERIFY VALVE
POSITION UNKNOWN ON AND CLOSED POSITION POSITION,
CLOSE CMD FEEDBACK IN ERROR CHECK POSITION
FEEDBACK DEVICES.
CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
PURGE VLV (GAS SIDE) PURGE VALVES OPEN VERIFY VALVE
POSITION UNKNOWN ON AND CLOSED POSITION POSITION,
CLOSE CMD FEEDBACK IN ERROR CHECK POSITION
FEEDBACK DEVICES.
CHECK ACTUATION
SYSTEM,
CHECK ACTUATION
TIME
PURGE FAIL TO CLOSE, PURGE VALVE FAIL TO VERIFY VALVE
INTER VLV PRESS HIGH, RECEIVE CLOSE POSITION POSITION,
VENT OPEN FEEDBACK, INITIATING CHECK POSITION
INTELLIGENT POSITION FEEDBACK DEVICES.
FEEDBACK OPERATION CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
PURGE VLV (AIR SIDE) PURGE VALVES OPEN VERIFY VALVE
POSITION UNKNOWN ON AND CLOSED POSITION POSITION,
OPEN CMD FEEDBACK IN ERROR CHECK POSITION
FEEDBACK DEVICES.
CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
PURGE VLV (GAS SIDE) PURGE VALVES OPEN VERIFY VALVE
POSITION UNKNOWN ON AND CLOSED POSITION POSITION,
OPEN CMD FEEDBACK IN ERROR CHECK POSITION
FEEDBACK DEVICES.
CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
DRY LOW NOx-2.0+ DLN SYSTEM FAULT, TRIP CHECK DLN SYSTEM
SYSTEM IS REQUIRED TRIPS AND ALL OTHER
TROUBLE TRIP ANNUNCIATED ALARMS

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FUEL GAS (DLN 2.0+) – MS9001FA+e

Alarm Message Cause Action

DRY LOW NOx-2.0+ DLN SYSTEM FAULT, CHECK DLN SYSTEM
SYSTEM UNSAFE TO OPERATE AT SHUTDOWNS AND ALL
FAULT-FIRED SHUTDOWN CURRENT LOAD POINT OTHER ANNUNCIATED
ALARMS
PURGE VLV (GAS SIDE) PURGE VALVE POSITION VERIFY VALVE
FAIL FEEDBACK CLOSED LIMIT POSITION,
TO LIFT OFF SEAT SWITCH NOT CHANGING CHECK POSITION
STATES IN THE ALLOTTED FEEDBACK DEVICES.
TIME CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
PURGE VLV FAILURE TO PURGE VALVE POSITION VERIFY VALVE
OPEN TO 100% FEEDBACK OPEN LIMIT POSITION,
SWITCH NOT CHANGING CHECK POSITION
STATES IN THE ALLOTTED FEEDBACK DEVICES.
TIME CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
PURGE VLV OPENING PURGE VALVES FAILURE VERIFY VALVE
FAULT - TFER TO PILOTED TO REACH FULL OPEN POSITION,
PREMIX CHECK POSITION
FEEDBACK DEVICES.
CHECK
ACTUATION SYSTEM,
CHECK ACTUATION
TIME
GAS STRAINER HIGH DP BLOCKAGE OF GAS SINGLE STRAINER
ALARM STRAINER ASSEMBLY
REPLACE STRAINER
ONCE
TURBINE IS NO LONGER
ON
GAS FUEL.
DUPLEX STRAINER
ASSEMBLY
CHANGE OVER TO
OTHER
STRAINER. IF ALARM
STILL
PRESENT, BOTH
STRAINERS
NEED TO BE REPLACED.

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