DLE Overview PDF

g GE Aircraft Engines
__________________________ Marine & Industrial Control Dynamics
LM2500 AND LM6000
DRY LOW EMISSIONS
CONTROL OVERVIEW
TECHNICAL DATA GENERAL LICENSE TSU/OTS APPLICABLE

The information ( including technical data) contained in this document is the property of GE. It
is disclosed in confidence and the technical data therein is exported under a U.S. government
license. Therefore, none of the information may be disclosed to other than the recipient, or
used for purposes other than to render services to GE, without the express prior written
authorization of GE. In addition, the technical data therein, and the direct product of the data,
may not be diverted, transfered, re-exported or disclosed in any manner not provided for by the
license without the prior written approval of the U.S. government.
Prepared by : Peter Harrison

27th March, 1997
Even-b800d\Data\Users[S:]\General\Common\Dle_fld\dleovr.doc
Dry Low Emissions Control Overview
Table of Contents
1. OVERVIEW 6
1.1. Dry Low Emissions Combustor 6
1.2. Dry Low Emissions Control Components 10
1.3. Fuel System 12

1.3.1. Four Valve System 12
1.3.2. Three Valve System 13
1.4. Bleed System 14
1.5. Fuel Control 15
1.6. Flame Temperature Control 15

1.6.1. Bulk Flame Temperature 15
1.6.2. A and C Ring Flame Temperature 17
2. FLAME TEMPERATURE ALGORITHM 19
3. FUEL PROPERTIES 25
3.1. Effect of fuel properties 25
3.2. Ring fuel nozzle scalars 27
3.3. Calorimeter and Chromatograph Operation 27
4. STARTING 28
4.1. Start Sequence 28
4.2. Control Operation 29
5. OPERATION AT IDLE 36
6. OPERATION WITHIN A COMBUSTOR CONFIGURATION WINDOW 38
7. FUEL METERING 40
GE Proprietary Information - Technical Export License TSU/OTS

March 27th, 1997
2
8. COMBUSTOR STAGING 43
8.1. General 43
8.2. Starting 44
8.3. LM6000 Core Idle-Sync-Idle 44
8.4. Idle and Above Operation 44
8.5. LM6000 BC to AB zone avoidance 46
8.6. LM6000 BRNUL upper limit 46
8.7. ABC to AB stage down - LM2500 46
8.8. ABC to AB stage down - LM6000 47
8.9. Load drop/ overspeed 48
9. ACOUSTICS AND BLOWOUT AVOIDANCE (ABAL) LOGIC 48

March 27th, 1997
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TABLE OF FIGURES
FIGURE 1.1 DLE COMBUSTOR 6
FIGURE 1.2 26-VALVE FUEL MANIFOLD 7
FIGURE 1.3 STAGING VALVE LAYOUT 7
FIGURE 1.4 COMBUSTOR CONFIGURATIONS 8
FIGURE 1.5 DLE ENGINE WITH COMBUSTOR STAGING VERSUS NON-DLE ENGINE 8
FIGURE 1.6 DLE ENGINE WITH COMBUSTOR STAGING AND BLEED MODULATION 9
FIGURE 1.7 DLE BLEED VALVE 11
FIGURE 1.8 FOUR VALVE FUEL SYSTEM 12
FIGURE 1.9 THREE VALVE FUEL SYSTEM 13
FIGURE 1.10 EFFECT OF COMBUSTOR CONFIGURATION AND COMPRESSOR BLEED 14
FIGURE 1.11 BULK FLAME TEMPERATURE WINDOW 16
FIGURE 1.12 SPECIFICATION LM6000 RING AND BULK FLAME TEMPERATURE SCHEDULES 17
FIGURE 2.1 LM2500 DLE FLAME TEMPERATURE ALGORITHM 19
FIGURE 2.2 FLAME TEMPERATURE ALGORITHM/AIRFLOW CONTROL INTERFACE 21
FIGURE 2.3 LM2500 FLAME TEMPERATURE SENSITIVITY 22
FIGURE 2.4 LM2500 FLAME TEMPERATURE SENSITIVITY DUE TO PS3 VARIATION 23
FIGURE 2.5 LM2500 FLAME TEMPERATURE SENSITIVITY DUE TO WFAGMV VARIATION 23
FIGURE 2.6 LM2500 FLAME TEMPERATURE SENSITIVITY DUE TO LHV 23
FIGURE 2.7 LM2500 FLAME TEMPERATURE SENSITIVITY DUE TO SG 24
FIGURE 4.1A TYPICAL LM2500 DLE START CHARACTERISTICS 32
FIGURE 4.2A TYPICAL LM6000 DLE START CHARACTERISTICS 34
FIGURE 6.1 LM2500 BLEED SEQUENCE 39
FIGURE 6.2 LM6000 BLEED SEQUENCE 40
FIGURE 6.3 LM6000 VBV BLEED MODULATION 40
FIGURE 7.1 RING FUEL FLOW DEMANDS 41
FIGURE 8.1 COMBUSTOR STAGING DURING LOAD ACCELS 45
FIGURE 8.2 COMBUSTOR STAGING DURING LOAD DECELS 45
FIGURE 9.1 ACOUSTICS/BLOWOUT AVOIDANCE LOGIC 49
FIGURE 9.2 BLOWOUT DETECTION ALGORITHM WF/PS3 ERROR CALCULATION 50
FIGURE 9.3 BLOWOUT DETECTION 51

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List of Tables
TABLE 1.1 ADDITIONAL LM2500 CONTROL COMPONENTS FOR DLE APPLICATION 10

TABLE 1.2 ADDITIONAL LM6000 CONTROL COMPONENTS FOR DLE APPLICATION 10
TABLE 1.3 FUEL CONTROL REGULATORS 15
TABLE 4.1 START-RUN SEQUENCER OUTPUTS 28
TABLE 4.2 LM2500 START-RUN ENGINE MODES AND CONTROL ACTIONS DURING START TO IDLE 29
TABLE 5.1 LM2500 TYPICAL CORE IDLE PARAMETERS 37
TABLE 5.2 LM6000 TYPICAL CORE IDLE PARAMETERS 38
TABLE 7.1 DISPLAYED FLAME TEMPERATURES 43
TABLE 8.1 STAGING CONTROL PARAMETERS 44
TABLE 8.2 LM6000 BRNUL T3 SWITCH POINTS 46
TABLE 9.1 ABAL CORRECTIVE ACTION 51
TABLE 9.2 ABAL SPECIAL FEATURES 52
TABLE 9.3 ABAL ACOUSTIC SPIKE DETECTION 53

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5
1. Overview
1.1. Dry Low Emissions Combustor
The LM2500 and LM6000 Dry Low Emissions (DLE) gas turbines employ a triple annular combustor. Figure
1.1 shows the basic combustor configuration.
A
B
C A
AFT LOOKING
FORWARD B
End view showing the 75 cups Cross section of 3 cup assembly

Figure 1.1 DLE combustor
Gas fuel is introduced into the combustor via 75 air/gas premixers packaged in 30 externally removable and
replaceable modules. The premixers produce a very uniformly mixed lean fuel/air mixture. Half of these
modules have two premixers and the other half have three. The 75 premixers, or cups, as they are often
referred to for the DLE, are arranged in three rings or domes. The middle ring is referred to as the pilot or
the B ring and has 30 cups. The pilot ring is always fueled. The inner ring is referred to as the C ring and
has 15 cups, whereas the outer ring, which is referred to as the A ring, like the pilot has 30 cups. Unlike the
pilot ring, fuel to the cups in the inner and outer rings has to be turned on and off by means of staging
valves. This is because of the limited flame temperature (or fuel-air ratio) range over which the combustor
can operate. The flame temperature range is limited by thermal stress limits on the high side and lean
blowout on the low side. The minimum bulk or average flame temperature for an LM6000 ranges from
approx. 3300 deg F at no load sync idle to approx. 2900 deg F at maximum power, whereas the maximum
bulk or average flame temperature ranges from approx. 3450 deg F at no load sync idle to approx. 3000
deg F at maximum power. With such a limited flame temperature operating range, it is necessary to stage
the combustor, i.e. it is necessary to turn sections of the combustor on and off. In the current design, 15
staging valves supply the inner ring, one cup per staging valve, and 10 staging valves supply the outer ring,
three cups per staging valve. One additional staging valve, as described later, is used to control the fuel
flow level to what was originally referred to as an enhanced lean blowout (ELBO) circuit, that is connected to
15 of the 30 pilot cups. This brings the total number of staging valves to 26. The staging valves are
mounted on the fuel manifold assembly as illustrated in Figures 1.2 and 1.3.

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6
Staging
valves
Section of LM6000 PB
showing staging valves
mounted on fuel manifold
Figure 1.2 26-valve fuel manifold
Forward
1 26
looking 2 25
AFT 24
3
4 23
Ignitor
5 22
Boroscope
6 21
7
20
19 Boroscope
8
18
Ignitor 9 outer
17
10 16 inner
15
11 ELBO
12 13 14
Figure 1.3 Staging Valve Layout

March 27th, 1997
7
In the near future, as part of a cost reduction initiative, the LM2500 DLE will change to a new fuel manifold
and staging valve configuration which uses fewer staging valves, 5 for the inner and 5 for the outer, which,
when the ELBO staging valve is added, brings the total to 11. The two configurations are often referred to
as the 26-valve and 11-valve (or 5/5/1) systems respectively. The staging valves allow different fueling
configurations for the combustor, ranging from B-only for starting and idle operation, to fueling of all three
rings (ABC) for operation at high power. As mentioned earlier, different combustor configurations are
required to keep the combustor flame temperature within limits. The different combustor configurations are
shown in Figure 1.4
(Starting only
for LM2500)
Figure 1.4 Combustor configurations
Figure 1.5 shows the operating line of an LM6000 DLE engine employing combustor staging, compared with
a conventional non-DLE engine.
LM6000 DLE ENGINE ZERO BLEED versus NON-DLE ENGINE
2600
ABC
MAX TFLAME
2400
MIN TFLAME AB
2200
NON DLE ENGINE

2000 BC
BC/2
1800
1600
.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0
GENERATOR MEGAWATTS
Figure 1.5 DLE engine with combustor staging versus non-DLE engine
It is clear from Figure 1.5 that there is a limited operating power range for each combustor configuration.
Operating at a higher power than intended in a given combustor configuration means exceeding the max
allowable average flame temperature and can result in extensive damage to the combustor. Attempting to
operate at a lower power than intended in a given combustor configuration means attempting to run below
the min allowable flame temperature and can result in blowouts. From this illustration it can be seen that
March 27th, 1997
8
there are gaps between each configuration, i.e. power regions in which the DLE engine could not run. This
is overcome by using compressor bleed as illustrated in Figure 1.6.
LM6000 DLE Combustor Operating Modes
2600
ABC
2400
D
BLEED
EE
BL
AB ED
AX
BL E
NO
M
2200
Typical Mode Maps

2000
BC at T2=47F
Based on OrangeCo
1800
BC/2
1600
.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0
GENERATOR MEGAWATTS
Figure 1.6 DLE engine with combustor staging and bleed modulation
Another important requirement for the triple annular DLE combustor is the ability to independently vary the
combustor flame temperature of each ring. This is achieved by individual control of the total fuel flow to
each ring.

March 27th, 1997
9
1.2. Dry Low Emissions Control Components
The DLE application for both the LM2500 and LM6000 requires additional control components over and
above those required for their non DLE counterparts. These additional control components are listed in
Tables 1.1 and 1.2 .
Description Type Used for
Engine inlet temp (T2) One dual element RTD Flame temperature control
Compressor exit temp. (T3) One dual element TC Flame temperature control
Flame detector Two UV detectors Combustor lightoff detection
Acoustic sensor (PX36) Two piezoelectric charge Flame temperature trim

sensors
Staging valves Twenty six solenoid operated Combustor staging

valves with switch position f/b
Eighth stage (ST8) bleed valve One hydraulically operated Flame temperature control
valve with LVDT dual f/b
Compressor discharge (CDP) One hydraulically operated Flame temperature control

bleed valve valve with LVDT dual f/b
Table 1.1 Additional LM2500 control components for DLE application
Description Type Used for
Compressor exit temp. (T3) Two dual element TCs Flame temperature control
(new location for DLE) Power management
Compressor exit press (PS3) Two transducers Flame temperature control

(new location for DLE) IGV scheduling
Power management
Stall detection
Acoustic sensor (PX36) Two piezoelectric charge Flame temperature trim

sensors
Staging valves Twenty six solenoid operated Combustor staging

valves with switch position f/b
Eighth stage (ST8) bleed valve One hydraulically operated Flame temperature control
valve with LVDT dual f/b
Compressor discharge (CDP) One hydraulically operated Flame temperature control

bleed valve valve with LVDT dual f/b
Table 1.2 Additional LM6000 control components for DLE application
The pressure and temperature sensors are conventional and are described in more detail in the Control
System Specifications (M50TF3740 and M50TF3731 for the LM2500 and LM6000 respectively) and the
Installation Design Manuals (MID-IDM-2500-10 and MID-IDM-6000-3 for the LM2500 and LM6000
respectively). Note that the LM6000 T3 sensor and PS3 pressure tap locations for the DLE engine are
different, being located downstream of the combustor diffuser at station 32. The acoustic sensors are
unique to the DLE application and are mounted on the compressor rear frame. These transducers are
March 27th, 1997
10
piezoelectric charge devices similar to vibration monitoring accelerometers but are used to sense dynamic
pressures in the combustor. A purchaser-supplied monitoring system is used in conjunction with the
pressure transducers to provide a signal to the control system. The staging valves mounted on the gas
manifold are electrically activated and are de-energized open. There are two suppliers for the staging
valves, and although valves from the two suppliers look different, they can be intermixed. The eighth stage
and compressor discharge bleed valves are located off-engine and each comprise a torque motor servo
valve, actuator, LVDT, and air valve. The LM2500 uses 4.0 inch diameter air valves for both eighth stage
bleed and compressor discharge bleed. The LM6000 on the other hand uses a 2.5 inch diameter air valve
for compressor discharge bleed and a 6.0 inch diameter air valve for eighth stage bleed. A bleed valve
assembly is shown in Figure 1.7.
LVDT
Torquemotor Airflow
connector
Hyd supply
and return
Figure 1.7 DLE bleed valve

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11
1.3. Fuel System
For the DLE application a three-ring high accuracy fuel system, with associated sensors, is required. Two
different fuel system configurations are currently in service. The first DLE gas turbines used a four valve
system. More recent units have a three valve system.
1.3.1. Four Valve System

The four valve fuel system comprises a single main, or total, metering valve and three trim, or delta P
regulator, valves, as illustrated in Figure 1.8. The system is described in more detail in Section 7.
Outer Manifold Trim Valve

A Manifold
Cup
Staging (Outer
Valve Cup Ring)
Ten sets per engine Cup
GP2 Outer Manifold

Measurement Pressure (GP3O)
GP1, TFUEL Pilot Manifold

Measurement Trim Valve
B Manifold
FUEL SHUT-OFF Thirty per engine

(Pilot
(Provided by
Packager) Cup Ring)
PGAS
Measurement Fuel Metering Valve
Pilot Manifold
Pressure (GP3P) (Lean Blow-out
Staging
Valve Enhancement)
Fifteen per engine
Inner Manifold Every other

Pressure (GP3I) Pilot Cup
C Manifold
Staging
LM2500 Fuel System Schematic (Inner
Valve
Four Valve Trim Fuel System Cup Ring)
Fifteen sets per engine
Outer Manifold Trim Valve
Figure 1.8 Four valve fuel system

The main metering valve is positioned in response to a total fuel flow demand, whereas the trim valves are
positioned in response to delta P demands. As described later, the delta P demands are calculated in the
control based upon the relative fuel flows required in each ring.

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1.3.2. Three Valve System
The three valve fuel system is more straightforward in that it employs three metering valves that are
independently positioned in direct response to the fuel flows required in each ring. The three valve fuel
system requires two orifices to be connected, one between the pilot manifold and the outer manifold, the
other between the pilot manifold and the inner manifold. These orifices limit the manifold pressure build up
in a non flowing ring. This reduces the initial fuel flow pulse, and therefore flame temperature, when a ring
is first fueled (i.e. the first staging valve is opened). The three valve fuel system configuration is shown in
Figure 1.9 and described in more detail in Section 7.
FUEL SYSTEM PACKAGER GE

GP1O - GP2O - Outer
Outer Inlet Manifold
Pressure Pressure
A Manifold
Cup
Staging (Outer
Outer Valve Cup Ring)
Metering
Valve Cup
Optional I/F Ten sets per engine
TFUEL
Measurement
)(
GP1P- Pilot GP2P - Pilot
Inlet Manifold
Pressure Pressure
B Manifold
FUEL SHUT-OFF Thirty per engine

(Pilot
(Provided by
Packager) Inner Cup Ring)
Metering
Valve Optional I/F
)(
PGAS
Measurement
Pressure (Lean Blow-out
Relief )( Staging
Valve Enhancement)
Orifice
Fifteen per engine
Every other
Pilot Cup
GP1I- Inner GP2I - Pilot
Inlet Manifold
Optional I/F
Pressure Pressure
C Manifold
Staging
Valve
(Inner
Pilot Cup Ring)
Metering
Valve Fifteen sets per engine
LM2500 Fuel System Schematic
Three Metering Valve System
Figure 1.9 Three valve fuel system

March 27th, 1997
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1.4. Bleed System
As mentioned earlier, in order to limit the variation in combustor flame temperature, the combustor
configuration is changed from B-only for starting and idle operation to ABC for high power operation.
However, this alone is not sufficient to keep the combustor flame temperature between the blowout and
thermal stress limits. Changing combustor configuration changes the local fuel-air ratio in each cup by
changing the fuel flow to each cup. Another way to change a cup fuel-air ratio is by varying compressor
bleed in order to change the combustor airflow. By changing combustor configuration and modulating
compressor bleed, local fuel/air ratio, and hence flame temperature, can be kept within limits across the
entire power range, as illustrated in Figure 1.10.
ABC BLEED
ASING
INCRE
Max Tflame
AB
Max Bleed
BC
BC/2 mode Min Bleed
Min Tflame
B
Staging Transition Points
POWER
Figure 1.10 Effect of combustor configuration and compressor bleed
For the DLE gas turbine, two bleed valves are added (eighth stage compressor bleed and compressor
discharge bleed). For the LM6000 an existing variable bleed valve (VBV) is also used to provide additional
bleed air modulation.

March 27th, 1997
14
1.5. Fuel Control
Fuel control, in the context of the DLE control system, refers to that part of the digital control system that
determines the total combustor fuel flow demand (WF36DMD). The total fuel flow demand is subsequently
split into three ring fuel flow demands based upon individual ring (A and C) combustor flame temperature
demands. The DLE fuel control is very similar to previous non DLE (single annular combustor) LM2500
and LM6000 fuel control systems. The only real change is the addition of maximum and minimum fuel flow
limits that correspond to maximum and minimum bulk flame temperature limits. These limits are
encountered primarily during starting, decelerations in B-only configuration, operation at maximum power in
ABC configuration and briefly during rapid transients.
The fuel control comprises a set of regulators and fuel flow limiters, that through a series of min/max
selects, often referred to as the priority selection logic, output a single fuel flow demand (WF36DMD).
Regulators adjust fuel flow to regulate an engine variable (power turbine speed, gas generator speed etc.),
whereas fuel flow limiters directly apply upper or lower fuel flow limits to the fuel flow demand (min fuel flow,
max fuel flow). Only one regulator or fuel flow limiter can be in control at any time. The regulators and fuel
flow limiters for the LM2500 and LM6000 are listed in Table 1.3. The REGULATOR parameter, as shown
in this table, is available in the control and can be monitored to determine which regulator (1 thru 8 for the
LM2500 or 1 thru 10 for the LM6000) is active at any time.
LM2500 LM6000
REGULATOR
Power turbine speed 1 Power turbine speed
Gas generator speed 2 Core speed
Gas generator decel speed rate 3 Core decel speed rate
Gas generator accel speed rate 4 Core accel speed rate
Min fuel flow 5 Min fuel flow
Max turbine temperature 6 Max turbine temperature
Max gas generator speed 7 Max compressor discharge press.
Max fuel flow 8 Max compressor discharge temp.
May be used by control vendors 9 Max core speed
for application-specific purposes 10 Max fuel flow
Table 1.3 Fuel Control Regulators
1.6. Flame Temperature Control
The original DLE control strategy, proposed for the LM6000, provided control of the average or bulk flame
temperature. During development engine testing it became clear that potentially damaging high dynamic
pressures in the 300 Hz to 700 Hz frequency range could occur with the DLE combustor. To avoid these
high dynamic pressures, often referred to as combustor acoustics, and also ensure each fueled ring
remained lit, it became necessary to control the flame temperature independently in each of
the rings. The net result was a strategy that independently controlled the A ring and C ring flame
temperatures, as well as the bulk flame temperature.
1.6.1. Bulk Flame Temperature

For the bulk flame temperature for each combustor configuration a flame temperature window is defined as
illustrated in Figure 1.11.
MAX BULK FLAME STAGING UP

TEMP/FUEL FLOW LIMIT TRANSITION
POINT
MAX BLEED
AIRFLOW INCREASING
CONTROL TFLAME
REGULATION
STAGING DOWN March 27th, 1997 MIN BLEED
TRANSITION 15
POINT INCREASING BLEED
MIN BULK FLAME
T4 TEMP/FUEL FLOW LIMIT
POWER,T3
Figure 1.11 Bulk flame temperature window
The upper boundary (TFLMAX) in general indirectly determines the maximum pilot flame temperature and
hence also the maximum NOX level, whereas the lower boundary (TFLMIN) in general indirectly sets the
pilot lean operating line. The bulk maximum and minimum flame temperatures (TFLMAX and TFLMIN) are
scheduled in the control as a function of combustor configuration and T3. The left-hand or low power
boundary is defined by the maximum compressor bleed capability, and the right-hand or high power
boundary corresponds to zero bleed. As power varies the control adjusts bleed so that the bulk flame
temperature is maintained at a demanded level between the min and max limits, until either the maximum
or zero bleed limit is reached. This control concept is used for both the LM2500 and LM6000. For the
LM2500 the bulk flame temperature is maintained at the 50% level (i.e. mid way between the min and max
limits), whereas for the LM6000 the bulk flame temperature is maintained at the 50% level for operation in
the B, BC/2, and BC configurations, but is reduced to the 25% level (i.e. closer to the min limit), whenever
possible, in the AB and ABC configurations.
During power increases, bleed is progressively decreased, until zero bleed is reached, whereupon bulk
flame temperature increases toward the maximum limit. Just before the maximum limit is reached, unless
already in the ABC configuration, staging to the next combustor configuration up is initiated. During power
decreases, the bulk flame temperature is maintained at the demanded level until maximum bleed is
reached, whereupon the bulk flame temperature decreases toward the minimum limit. Just before the
minimum limit is reached, unless already in the B configuration, staging to the next configuration down is
initiated.

March 27th, 1997
16
1.6.2. A and C Ring Flame Temperature
As mentioned earlier, to avoid high combustor dynamic pressures etc., it became necessary to control the
flame temperature independently in the A and C rings. Unlike the bulk flame temperature, which is
controlled between maximum and minimum limits, the A and C ring flame temperatures always track
reference schedules. The ring reference schedules are, like the bulk flame temperature min and max
schedules, programmed in the control as a function of combustor configuration and T3. Figure 1.12 shows
a typical set of ring and bulk flame temperature schedules for a LM6000.
3500
TFLAME MAX B Mode
3400
3300
Tflame (deg F)
3200
3100
3000
TFLAME MIN
2900
2800
2700
2600
0 100 200 300 400 500 600
T3 (deg F)
3500 TFLAME MAX
3400 BC/2 Mode
3300 TFLAME MIN

Tflame (deg F)
3200
3100
3000
2900
2800
TFLAME INNER
2700
2600
200 300 400 500 600 700 800
T3 (deg F)
Figure 1.12a Specification LM6000 ring and bulk flame temperature schedules - B and BC/2 modes

March 27th, 1997
17
3700
3600
B C M o de
TFLA M E M A X
3500
3400
Tflame (deg F)
3300
TFLA M E M IN
3200
3100
3000
2900 T FLA M E
INNE R
2800
400 500 600 700 800 900 1000
T3 (deg F )
3500
A B M o de
3400
3300 TF LA M E M AX
3200 TF LA M E M IN
Tflame (deg F)
3100
3000
TFLA M E
O U TE R
2900
2800
2700
2600
600 700 800 900 1000 1100 1200
T3 (deg F)
3500
3400
A B C M o de
3300
3200
Tflame (deg F)
TFLA M E IN NE R
3100
TFLA M E M A X
3000
TFLA M E M IN
2900
TFLA M E
2800 O U TE R
2700
2600
600 700 800 900 1000 1100 1200
T 3 (d eg F )
Figure 1.12b Specification LM6000 ring and bulk flame temperature schedules - BC, AB, and ABC modes

March 27th, 1997
18
2. Flame Temperature Algorithm
Because the combustor flame temperature cannot be measured directly in a reliable and accurate manner,
it is estimated based on fuel flow demands and a physics based calculation of combustor airflow. The
algorithm comprises four main sections, as illustrated in Figure 2.1.
Engine inlet pressure P2SEL

Engine inlet temperature T2SEL
Comp. discharge pressure P3SEL
Comp.discharge temp T3SEL
CDP bleed flow
WB3Q
Stage 8 bleed flow
WB26Q
AIRFLOW
Gas gen speed CALCULATION
NGGSEL
Gas gen speed rate
NGGDOT
Fuel lower heating value
LHVSEL
Total fuel flow demand
WF36DMD
F_PFL F_H3 F_WA36
T3
TFLMAX
BULK TFLAME
WFMX
to staging
BRNDMD
TFLMIN
TO
FUEL FLOW
WFMN } control and
airflow
control
(lm6000
TFLOREF
WFOREFABC
OUTER & INNER to fuel
TFLIREF
RING TFLAME
TO
FUEL FLOW
WFIREFABC } flow split
demands
SWCOMB
}
Control Display air
TFLAMEPCT = SWCOMBO flow
F_TFLCYC - TFLMIN SWCOMBI splits
*100
TFLMAX - TFLMIN
FUEL FLOW
TO
F_TFLCYC
WF36DMD to airflow
BULK TFLAME control
(lm2500 only)
Figure 2.1 LM2500 DLE flame temperature algorithm

March 27th, 1997
19
Engine sensor and control information is used to calculate the combustor airflow (F_WA36) based on an
assumed HP turbine flow function. Once combustor airflow is known, then the combustor fuel flows (WFMX
and WFMN for the bulk limits, and WFOREFABC and WFIREFABC for the ring demands) can be
calculated for the given scheduled flame temperatures (bulk TFLMAX and TFLMIN, and ring TFLOREF and
TFLIREF respectively), and also bulk flame temperature (F_TFLCYC) can be calculated based on the
current bulk or total fuel flow demand (WF36DMD). Note that the LM2500 uses the bulk flame temperature
F_TFLCYC as feedback to the airflow control, whereas in the LM6000 the bulk flame temperature is for
monitor purposes only and feedback to the airflow control effectively is derived from WFMX and WFMN.
The differences between the LM2500 and LM6000 flame temperature algorithm/airflow control interface are
illustrated in Figure 2.2.

March 27th, 1997
20
[from fuel
control]
WF36DMD LM6000 IMPLEME
PS3DMD
N
P+I
+
- regulator
D
LM2500 IMPLEMENTATION:
PS3ERR
WF/PS3 DEMAND
TFLDMD TFLERR [from Tflame alg.]
P+I DWB36
+ Regulator
- [total bleed demand] PS3EST
[from sensor compensation]
F_TFLCYC
[from Tflame algorithms]
LM6000 EQUIVALENT TO
PS3ERR
[from fuel control]
WF36DMD P+I
WFMX + DWB36
N - regulator [total bleed
{
D
[from Tflame algorithm] WFMID
1.0 PS3EST
Position in Tflame
WFMN window [0.5 - 0.25]
Figure 2.2 Flame temperature algorithm/airflow control interface

March 27th, 1997
21
Primary flame temperature influences include combustor fuel flow, fuel lower heating value (LHV),
compressor discharge temperature (T3) and compressor discharge pressure (PS3). Note that errors in
flame temperature due to fuel flow are a result of errors in the fuel metering system (i.e. differences
between actual and demanded fuel flows). The accuracy, or more importantly, the consistency of the
calculated flame temperature is of course influenced by all of the algorithm inputs. Sensitivity studies
performed during the design and development of the LM2500 and LM6000 control systems illustrate the
relative importance of all algorithm inputs. Errors in these inputs can cause unpredictable or erratic
behavior of the overall system. Figure 2.3 provides a chart summarizing the influence of all control
variables on flame temperature for the LM2500. This chart shows the average variation in bulk and ring
flame temperatures for specific perturbations in each of the control variables. The perturbation magnitudes
chosen are based on control specification accuracies. This chart clearly shows that compressor discharge
pressure (PS3), fuel flow (WFAGMV) and lower heating value (LHV) have the biggest effect on flame
temperatures. Figures 2.4, 2.5, and 2.6 show the sensitivity to these parameters for each combustor
configuration. In the field, errors in SG as well as LHV are often encountered. Figure 2.7 shows the
sensitivity to SG error. It should be noted that although variable stator vanes (VSV) appear to have a large
effect on bulk flame temperature, this only occurs when the airflow is commanding the bleeds fully closed,
and under these circumstances bulk flame temperature is not being regulated by the control.
Tflame Sensitivity
cdpsel (0.707%)
Fpv(wfagmv) (1.0%)
gp3isel (0.75 psi)
gp3osel (0.75 psi)
gp3psel (0.75 psi)
K(wfagmv) (1.0%)
lhvsel (1.0%)
nggsel (10 rpm)
p2sel (1.003 psi)
ps3sel (3.162 psi)
sgsel (1.0 %)
Parameter
st8sel (0.707%) Bulk

swcmbi (1.0%) Inner
Outer
swcmbo (1.0%)
swcmbp (1.0%)
t2sel (1.414 degF)
t3sel (6.5 degF)
tfuelsel (2.83 degF)
wb26q
wb3q (5.0%)
wf36innz (1.0%)
wf36otnz (1.0%)
wf36plnz (1.0%)
wfagmv (3.0%)
VSV (3 deg)
0 5 10 15 20 25 30 35
Tflame Variation (deg F)
Figure 2.3 LM2500 Flame temperature sensitivity
High indicated PS3 = low indicated Tflame
PS3 Effect on Tflame

3.162 psia Change in PS3
160
140
120
100 Bulk
80 Inner
deg F 60 Outer
40
20
0
IDLE NO HI LO NO HI LO NO HI LO NO
B B BC BC BC AB AB AB ABC ABC ABC

March 27th, 1997
22
Figure 2.4 LM2500 Flame temperature sensitivity due to PS3 variation
High indicated fuel flow = high indicated Tflame

Metering Valve Fuel Flow Effect on Tflame
2.0% Change in WFAGMV for WF>2700 pph
3.0% Change in WFAGMV for WF<2700 pph
70
60
50
Bulk
deg F
40
Inner
30
Outer
20
10
0
Figure 2.5 LM2500 Flame temperature sensitivity due to WFAGMV variation
High indicated LHV= high indicated Tflame
LHV Effect on Tflame

1.0% Change in LHV
0
-5
-10
Bulk
-15
deg F
Inner
-20
Outer
-25
-30
-35
Figure 2.6 LM2500 Flame temperature sensitivity due to LHV

March 27th, 1997
23
High indicated SG = high indicated Tflame
Specific Gravity Effect on Tflame

1.0% Change in SG
10
0
Bulk
deg F
Inner
-5
Oute
r
-10
-15
-20
Figure 2.7 LM2500 Flame Temperature sensitivity due to SG

March 27th, 1997
24
3. Fuel Properties
3.1. Effect of fuel properties
As already mentioned fuel lower heating value (LHV) directly affects the relationship between fuel mass flow
and flame temperature. A 1% variation in LHV has the same effect on flame temperature as a 1% variation
in fuel mass flow, i.e. it is Btu/hr that is important as far as flame temperature is concerned.
Other fuel properties affect fuel mass flow metering. The DLE application requires precise control of
metered fuel flow, which in turn means precise characterization of individual metering valves. A gas
metering valve is generally characterized by the following equations:
2
P1 Inlet absolute pressure [lbf/in ]
2
P2 Discharge absolute pressure [lbf/in ]
T1 Inlet fuel temperature [deg R]
k Ratio of specific heats Cp/Cv [-]
Sg Specific gravity [-]
2
Ae Metering valve effective area [in ]
Wf Fuel mass flow [lbm/hr]
k/(k-1)
P2 2
Pr = max ,
P1 1+k
unchoked choked
1/2
unchoked or
2/k (k+1)/k choked flow
Sg k Pr - Pr
Wf = 3953.73 * Ae * P1*
T1 * k-1 *
k/(k-1)
P2 2
At idle and low power conditions for choked flow conditions, i.e. when < 1+k the above equation
P1
simplifies to:
1/2
March 27th, 1997
25
(k+1)/(k-1)
Sg * k 2
Wf = 2797.52 * Ae * P1 * * 1+k choked flow
T1
In order to achieve the required fuel metering accuracy the fuel system supplier has to characterize each
main metering valve in a four valve fuel system and the three metering valves in a three valve fuel system.
The control has to be programmed with specific characterization tables for each installation.
Units are often a source of confusion, particularly those for LHV. In the GE control specification LHV has
units of Btu/lbm. Often when working at field installations LHV is calculated in different units and requires
conversion for use with GE control algorithms. The following conversions can be used under these
circumstances:
1 joule = 0.7376 lb-ft = 1 N-m

1 Kj = 737.60 lb-ft
1 Btu = 778.169 lbf-ft
scf = standard cubic feet at 60 deg F and 14.696 psia

scm = standard cubic meter at 60 deg F and 14.696 psia
1 scm = 35.3198 scf
ncm = normal cubic metre (standard for European compressor industry)
at 0 deg C and 14.696 psia
Sg = specific gravity of gas

Wa = weight density of air at 60 deg F and 14.696 psia = 0.0764 (lbm/scf)
Wa = weight density of air at 0 deg C and 14.696 psia = 0.0807 (lbm/ncf)
Wg = weight density of gas = Sg * Wa

March 27th, 1997
26
3.2. Ring fuel nozzle scalars
Gross errors in fuel properties affecting fuel metering accuracy, if not so large as to result in unstable control
operation, may be found by monitoring the total ring fuel flow scalar WFNOZTOTFF for a 4-valve fuel
system or the individual ring fuel flow scalars WFNOZOTRFF, WFNOZPILFF and WFNOZINRFF for a 3-
valve fuel system. These variables are calculated in the control as the ratio of the demanded fuel flow to the
estimated fuel nozzle flow. The estimated fuel nozzle flows are calculated based on assumed fuel nozzle
flow functions. With a perfect metering system and exact fuel nozzle flow functions these scalars would be
= 1.0. Values in the range 0.9 to 1.1 can be considered typical.
Once errors in fuel metering accuracy have been ruled out, by monitoring the fuel nozzle flow scalars as
described above, gross errors in LHV if not so large as to result in unstable control operation may be found
by comparing bulk flame temperature F_TFLCYC with the measured gas turbine temperature T54SEL or
T48SEL
3.3. Calorimeter and Chromatograph Operation
The DLE engine has a requirement for lower heating value and specific gravity inputs to schedule fuel flow
accurately. The fuel system supplier might also have requirements to have other gas property inputs. Two
types of commercially available instruments which provide some of these inputs are calorimeters and
chromatographs.
A calorimeter takes gas from the pipeline and air and burns them under closely controlled conditions. The
resulting exhaust gas temperature is measured by a precise sensing system. A controller regulates
changes in the quantity of combustion and cooling air to the burner. This serves to maintain the exhaust
gas at a constant temperature. So, if the heating value of the gas is changing, the required air flow will be
modified by the controller to maintain constant exhaust gas temperature. By measuring the change in
airflow, fuel gas properties can be determined. Typical outputs from a calorimeter are specific gravity,
calorific value, and the Wobbe index. From the calorific value and specific gravity, the lower heating value
can be calculated. Calorimeters do not provide a gas constituent breakdown - i.e. mole percent methane,
mole percent O2, etc. Since calorimeters are continuously burning gas from the pipeline, they respond
quickly to gas property changes. The time for calorimeters to respond to changes in gas properties is
usually less than twenty seconds. Calorimeters would be used when changes in gas properties occur
frequently.
A chromatograph provides a breakdown of the gas constituents. From the breakdown, the lower heating
value and specific gravity can be calculated. A chromatograph typically consists of the following
components:
1. A carrier gas system for transporting the component through the column at
a constant flow rate.
2. A chromatographic column for separating the sample into individual

components.
3. A detector for detecting the components in the gas.
Gas from the pipeline is injected into the chromatograph. Inside the chromatograph, the pipeline gas is
mixed with a carrier gas such as helium. The carrier gas takes the pipeline gas and flows it through the
chromatographic column and the detector. The carrier gas needs to be inert to avoid interaction with the
pipeline gas. The chromatographic column consists of around 30 feet of quarter inch diameter tubing. The
column acts as a barrier to the gas flow. As the carrier and pipeline gas mix flow through the column, the
gas constituents are broken down. The lighter gas constituents are able to move through the column more
easily than the heavier ones. Thus, they are the first to exit the column. So as the gas sample exits the
column, it is grouped by gas constituents according to their molecular weight, the lighter constituents exiting
first. The sample then goes to the detector. Here, the type and percentage of each constituent is
determined. There are different type of detectors used among chromatograph manufacturers. One method
March 27th, 1997
27
(used in GE test cells) is called thermal conductivity. Here the gas sample from the column is passed
through a form of Wheatstone Bridge where the four arms of the bridge are heated to a precisely controlled,
high temperature. When the constituents pass by one pair of the bridge elements, the wires lose heat which
translates to a bridge resistance change. The amount of resistance change determines the type and
percentage of each constituent. From the constituent type and percentage, the lower heating value, specific
gravity, Wobbe index, ratio of specific heats, and compressibility can be calculated using a few formulae
and the molecular weights of the constituents. The typical processing time for a chromatograph is around 5
minutes. Chromatographs should be used only where the gas properties are not changing rapidly or where
knowing the other gas property information (ratio of specific heats, compressibility) is required.
4. Starting
4.1. Start Sequence

A description of the overall start sequence for the LM2500 and LM6000 can be found in Section 20.0 of the
respective Installation Design Manual.
Outputs from the start-run sequencer are shown in Table 4.1.
ENGMODE - Engine mode condition
STGVLVOPEN - Enable normal control of staging valves LM2500
Z_OP_STRTR - Operate starter LM2500

Z_OPEN_STRTR LM6000
Z_IGNDMD - Turn ignitor(s) on LM2500

Z_IGNITORDMD LM6000
Z_VENTDMD - Open gas vent valve(s) LM2500

Z_VENT1DMD LM6000
Z_VENT2DMD LM6000
FUELON - Command fuel on LM2500
Z_FSOV1DMD - Open shut off valve 1

Z_FSOV2DMD - Open shut off valve 2
Table 4.1 Start-Run Sequencer Outputs
Start-run engine modes, and control actions during start to idle, are similar for the LM2500 and LM6000 and
are described in detail in Section 20.0 of the respective Installation Design Manual and are summarized for
the LM2500 in Table 4.2.

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28
ENGMODE CONTROL ACTION LOGIC ACTIONS
0 PRESTART
Engine and control prestart checks
2 CRANK
Check gas supply pressure above minimum start pressure PGAS>200
3 START
Enable normal control of staging valves STGVLVOPEN = False
Turn on starter Z_OP_STRTR = True
Turn off starter and STOP if NGGSEL does not reach 2000 rpm
within 20 sec Z_OPSTRTR = False
Open vent valve Z_VENTDMD = True
Purge for 2 minutes (purge time and speed set by site requirements)
Close vent valve Z_VENTDMD = False
4 IGNITE
Turn ignitor on Z_IGNDMD = True
After 2 sec open shutoff valves Z_FSOV1DMD = True
Z_FSOV2DMD = True
FUELON = True
Close shutoff valves, turn ignitor off and perform purge if light off LITEOFF = True?
not detected within 10 sec
Turn ignitor off 10 sec after light off Z_IGNDMD = False
5 RUN1
ESHUTDOWN if starter cutout speed not reached NGGSEL>=4500?
within 90 sec
Turn starter off when starter cutout speed reached Z_OP_STRTR = False
6 RUN2
ESHUTDOWN if idle not achieved within 2 minutes NGGSEL>=NGGIDL?
8 RUN3
Optional 5 minute idle warm -up
9 RUNNING
ESHUTDOWN if check power turbine rotation at idle required and
NPTSEL has not reached 350 rpm
If check power turbine rotation at idle not required then raise NGG
speed ref. as required by application
DECEL TO IDLE if NPTSEL has not reached 350 rpm within 60 sec
and ESHUTDOWN if NPTSEL has not reached 350 rpm within a
further 5 minutes
10 SHUTDOWN
11 PURGE
12 ESHUTDOWN
13 STOP
Table 4.2 LM2500 Start-run engine modes and control actions during start to idle
4.2. Control Operation

March 27th, 1997
29
Control operation for starting to core-idle is similar for the LM2500 and LM6000. There are two phases.
The first phase, which applies to the majority of the start, until the core approaches idle speed, is performed
with the airflow control disabled and no eighth stage or compressor discharge bleed. The bulk Tflame
schedules, during this initial phase have no effect. Instead a start fuel control calculates upper and lower
bulk (or total) fuel flow limits (WFMAX = WFMAXSI and WFLBO = WFLBOSI respectively) based on
independent max. and min. equivalence ratio schedules. These schedules were originally intended to
correspond to combustor thermal stress and lean blowout limits but were ultimately adjusted during the
LM6000 development engine testing to provide reliable starts (blowout-free) with acceptable combustor
acoustic levels. Note that for the LM6000, the VBVs throughout a start, are scheduled just as for their non
DLE counterparts, i.e fully open (100%) once LP rotor speed reaches 1250 rpm. As far as the overall fuel
control is concerned, during the first this initial start phase, in addition to the upper and lower fuel flow limits,
two other fuel flow regulators/limiters can come into play, i.e. a core speed acceleration rate regulator and a
max. WF/PS3 accel schedule limit. The WF/PS3 accel schedule limit exists in both the LM2500 and
LM6000 controls, and is based on their non DLE counterparts, but in general is encountered only on the
LM2500. The schedules when originally developed for the non DLE engines were intended to provide
compressor stall protection. The WF/PS3 accel schedule limit is merged with the start fuel control upper
limit WFMAXSI through a Min select to form the final WFMAX upper limit. By virtue of the fuel control
priority selection logic, the WFMAX upper limit will always override the WFLBO lower limit, which means that
it is possible for the WF/PS3 accel schedule limit to override both the upper and lower start fuel control fuel
flow limits. A leaking or badly calibrated PS3 pressure transducer, resulting in a low sensed pressure, could
in turn result in the WF/PS3 accel schedule inadvertently lowering the final fuel flow and producing a hung or
aborted (flame out) start. Note that although the start fuel control upper and lower fuel flow limits are, like
the idle-and-above Tflame algorithm limits, a function of T3 and PS3, because of accuracy concerns in the
start region the T3 and PS3 are from internal model estimates, rather than the sensors. Therefore, although
errors in sensed PS3 will affect the WF/PS3 max. fuel flow limit, errors in neither PS3 nor T3 sensed values
will affect the start fuel control upper and lower fuel flow limits. LHV is an input to the start fuel control and
so errors in LHV will affect the start fuel control upper and lower limits!
When the second phase of the start to core-idle is entered the complete airflow control/bulk flame
temperature control strategy is enabled, and the upper and lower fuel flow limits come from the Tflame
algorithm as opposed to the start fuel control. Transition from the first phase to the second phase is strictly
a function of core speed. At a specific core speed (N25SEL = N25SIATV = N25SI + N25SIJA = 6300 rpm
for the LM6000 and NGGSEL=NGGSI =4900rpm for the LM2500) the airflow control is enabled and as the
core approaches that same specific speed the fuel flow upper and lower limits transition from the start fuel
control limits to the Tflame algorithm limits. This occurs over the core speed range of 6200 to 6300 rpm for
the LM6000 and 4800 to 4900 rpm for the LM2500.
Other DLE-specific control actions occur during the first phase of the start. When the IGNITE mode of the
start is entered, in addition to the opening of the shutoff valves and the energizing of the ignitor, in order to
ignite the fuel, the outer staging valve(s) that supplies fuel to the three combustor cups alongside the
energized ignitor(s) is opened. At this point all of the inner staging valves are closed. The outer staging
valve(s) is open for the complete ten seconds of the IGNITE mode. Note that both the LM2500 and LM6000
have provision for two ignitor locations. The staging control logic will open staging valve #22 and/or #9
depending upon whether ignition demands IGN1DMD and/or IGN2DMD are set during the IGNITE mode.
When either or both of these staging valves are open during the IGNITE mode, the outer ring fuel flow is
determined just as it is for operation above idle in AB or ABC mode, i.e. as described earlier, the outer fuel
flow WFOREFABC is calculated in the Tflame algorithm based on a scheduled ring flame temperature
TFLOREF. This fuel flow represents the outer fuel flow per staging valve and, depending upon the number
of ignition outer staging valves open (one or two), is translated into a total outer ring fuel flow demand
(WFOREF). Being that the outer fuel flow is derived from the Tflame algorithm, it will be influenced by
errors in any Tflame inputs, in particular PS3 and T3. So, during the IGNITE mode, a bulk or total fuel flow
is demanded (WF36DMD) , and from this is subtracted the outer ring fuel demand (WFOREF) to give a
resultant pilot ring fuel flow demand (WFPREF). The inner ring is not fueled during the IGNITE mode, only
the pilot ring and three or six of the outer ring combustor cups (one or two of the outer staging valves). As
the start progresses, part of the inner combustor ring can also be fueled. The logic that determines this is
fairly straightforward and functions as follows: If the demanded fuel flow (WF36DMD), under the influence
of the core speed accel rate regulator, in attempting to track the core speed accel rate schedule, is forced
onto the start fuel control upper limit (WFMAXSI) for more than three seconds then the combustor
configuration transitions from B (pilot-only) to BC/2 (pilot plus 8 of the 15 inner staging valves or combusor
cups). The start fuel control operates to control the avaerage fuel-air ratio in each combustor cup. Increase
March 27th, 1997
30
the number of cups from thirty plot cups to thirty pilot cups plus eight inner cups, and the upper and lower
fuel flow limits will increase accordingly. This allows WF36DMD to increase and thereby speed-up the
start. The inner ring fuel flow is determined just like the outer ring, i.e. in the same manner as it is for
above-idle operation in BC/2 (LM6000 only), BC or ABC mode.
In summary:
All three rings can be fueled during a start with total fuel flow being determined by the core rate regulator
and limited by Tflame max. and min. fuel flow limits. Errors in fuel properties (SG, fuel temp. and Cp/Cv)
affect mass flow metering accuracy and errors in LHV affect max. and min. fuel flow limits - problems with
either of these can hang-up a start or prevent a lite-off completely - its important to recognize that a 5 %
error in fuel flow can mean approximately a 150 deg F error in Tflame! Remember that max fuel flow has
an overriding WF/PS3 limit and that PS3 sensor calibration or leaks resulting in low PS3 can cause the
WF/PS3 accel limit to hang-up a start. Also remember that PS3 and T3 sensors do not affect bulk Tflame
limits in the initial phase of the start before the airflow/Tflame control is enabled, but they do affect the outer
ignition fuel flow/Tflame and the inner fuel flow/Tflame if staging to BC/2 occurs. The outer ignition fuel flow
is essential for lite-off to occur - the appropriate staging valve must be opened, i.e. the one that fuels the
cups alongside the energized ignitor. At a core speed of 4900 rpm for the LM2500 and 6300 rpm for the
LM6000 the airflow/Tflame control is enabled and the fuel control fuel flow/Tflame limits come from the
Tflame algorithm. At this point the bulk Tflame min. and max. schedules become effective. Fuel metering
or fuel property errors can at this transition point result in a blowout!
Typical start characteristics for both the LM2500 and LM6000 are shown in Fig 4.1 and 4.2 respectively.
WF36DMD
1600
WF36DMD - pph
1200
800
400
0
0 20 40 60 80 100 120 140
Time - sec
NGGSEL
8000
NGGSEL - rpm
6000
4000
2000
0
0 20 40 60 80 100 120 140
Time - sec

March 27th, 1997
31
NPTSEL
3000
2500
NPTSEL - rpm
2000
1500
1000
500
0
0 20 40 60 80 100 120 140
Time - sec
Figure 4.1a Typical LM2500 DLE start characteristics
T54
1000
800
T54SEL - deg F.
600
400
200
0
0 20 40 60 80 100 120 140
Time - sec
BRNDMD
10
8
BRNDMD
6
4
2
0
0 20 40 60 80 100 120 140
Time - sec

March 27th, 1997
32
DWB36PCT
DWB36PCT - % 4
0
0 20 40 60 80 100 120 140
Time - sec
Figure 4.1b Typical LM2500 DLE start characteristics
PX36SEL
PX36SEL - psi peak to peak
0
0 20 40 60 80 100 120 140
Time - sec
Figure 4.1c Typical LM2500 DLE start characteristics

March 27th, 1997
33
N25SEL
8000
N25SEL - rpm
6000
4000
2000
0
0 20 40 60 80 100 120
Time - sec
WF36DMD
2000
WF36DMD - pph
1500
1000
500
0
0 20 40 60 80 100 120
Time - sec
Figure 4.2a Typical LM6000 DLE start characteristics

March 27th, 1997
34
T48SEL
1200
1000
T48SEL - deg F.
800
600
400
200
0
0 20 40 60 80 100 120
Time - sec
BRNDMD
10
8
BRNDMD
6
4
2
0
0 20 40 60 80 100 120
Time - sec
N2ROTOR
2500
N2ROTOR - rpm
2000
1500
1000
500
0
0 20 40 60 80 100 120
Time - Sec
Figure 4.2b Typical LM6000 DLE start characteristics

March 27th, 1997
35
DWB36PCT
100
80
DWB36PCT - %
60
40
20
0
0 20 40 60 80 100 120
Time - sec
PX36SEL
5
PX36SEL - psi peak to peak
0
0 20 40 60 80 100 120
Time - sec
Figure 4.2c Typical LM6000 DLE start characteristics
5. Operation at Idle
5.1 Core Idle
Control operation at core-idle is very similar for both the LM2500 and LM6000. The combustor operates in
the pilot-only (B) mode (BRNDMD = 0) and the total fuel flow ( = pilot fuel flow) is adjusted by the fuel control
core speed regulator (REGULATOR = 2) to set the core speed at the core-idle reference setting. For the
LM2500, core idle speed is set to a nominal physical speed setting of NGGFLOOR = 6800 rpm. For the
LM6000, core idle speed varies as a function of T2, decreasing as T2 increases ( 7819.3 rpm at 0 deg F,
7678.0 rpm at 48 deg F, 7409 rpm at 80 deg F). The airflow control is active and adjusts bleed in order to
regulate bulk flame temperature. Both the eighth stage and compressor bleed may be used depending on
the level of bleed required. For the LM6000 the VBV, depending on T2, may be scheduled fully open
irrespective of the level of bleed required. The bleed sequencing is described in more detail in section 6.0.
Typical characteristics to expect at core idle, for key parameters are given in Tables 5.1 and 5.2 for the
LM2500 and LM6000 respectively,
ENGINE
FACTORY TEST
2/28/96
T2 (deg F) 34

March 27th, 1997
36
LHVSEL (BTU/lbm) 20696
BRNDMD (-) 0
NGGSEL (rpm) 6800
WF36DMD (lbm/hr) 1462
TFLMIN (deg F) 2723
TFLMAX (deg F) 3586
TFLCYC (deg F) 3158
DWB36PCT (%) 59
T3SEL (deg F) 350
T54SEL (deg F) 794
PX36SEL (psi peak-peak) 0.5
Table 5.1 LM2500 Typical core idle parameters

March 27th, 1997
37
ENGINE ENGINE 109-208
FACTORY TEST SILKEBORG SITE
GE SIMULATION 9/20/94 4/23/96
T2 (deg F) 59 76.7 57
LHVSEL 20400 - -
BRNDMD 0 0 0
N25SEL (rpm) 7617 7442 7717
WF36DMD (pph) 2479 1972 1977
T3SEL (deg F) 508 443 511
TFLMIN (deg F) 2900 3000 2700
TFLMAX (deg F) 3400 3500 3200
TFLCYCS (deg F) 3205 3273 2966
DWB36PCT (%) 0 68 53
T48SEL (deg F) 918 848 848
PX36SEL (psi p-p) - 0.34 0.58
Table 5.2 LM6000 Typical core idle parameters
5.2 LM6000 Core Idle to Sync Idle Transition
The original staging logic design assumed that there may not be overlap between core idle and sync idle,
i.e. as accelerating from core idle to sync idle it may not be possible to transition directly from zero bleed B
mode to high bleed BC/2, if required, and stay within the bulk Tflame limits. Therefore the staging logic was
developed to provide partial staging when transitioning from core idle to sync idle. The logic functions as
follows - as the gas turbine is accelerated from core idle and zero bleed/max. bulk Tflame is reached one
inner staging valve is opened (BRNDMD is incremented) which results in bulk Tflame reducing. This
process is repeated every time zero bleed/max. bulk Tflame is reached until BC/2 configuration is reached (
8 inner staging valves open - BRNDMD = 8). At that point staging logic strategy changes to the scheme that
is used from synch idle to max power as described in Section 8.
6. Operation within a combustor configuration window

6.1 Flame temperature control
As previously described in Section 1.6, a combustor configuration window is defined in terms of bulk flame
temperature upper and lower boundaries and bleed upper and lower boundaries. The airflow control adjusts
bleed in order to regulate the bulk flame temperature, until either max or min. bleed is reached. Bleed
decreases to min. as power is increased. Further increases in power at that point will cause the bulk flame
temperature to increase toward the max. upper limit. Conversely, bleed increases to max. as power is
decreased, and once max bleed is reached further decreases in power will cause the bulk flame
temperature to decrease toward the min. lower limit. This was illustrated in Figure 1.8.
Note that in other than pilot-only (B) mode, the respective ring flame temperatures (outer (A) and/or inner
(C) ) are also being controlled. Unlike the bulk flame temperature, which is regulated by varying bleed, ring
flame temperatures are controlled by varying the fuel flow split between the fueled rings. Unlike the bulk
flame temperature, ring flame temperatures continue to be controlled when min. or max. bleed limits are
reached. This means that as power is increased when the bleed is at the min. limit, the ring flame
temperature(s) continue to follow the scheduled demand, but the bulk flame temperature increases toward
the max. limit. This results in the pilot ring flame temperature increasing. The max. bulk flame temperature
March 27th, 1997
38
schedule and the ring flame temperature schedule(s) at this min. bleed condition therefore determine how
hot the pilot ring will get. Raising the bulk max flame temperature schedule or lowering the ring flame
temperature schedule(s) at min. bleed will raise the pilot ring flame temperature. Similar but opposite
effects occur at max. bleed.
In summary, rasing or lowering bulk flame temperature at constant power results in increasing or decreasing
bleed, and increasing or decreasing pilot flame temperature with very little change in the inner and/or outer
flame temperatures; whereas raising or lowering either the inner or outer flame temperature at constant
power results in very little change in bleed and bulk flame temperature, but results in decreasing or
increasing pilot flame temperature.
6.2 Bleed Sequencing
Varying bleed between min. and max. levels involves use of eighth stage compressor bleed (ST8) and
compressor discharge bleed (CDP). In addition, for the LM6000 the VBVs are modulated between min.
and max. schedule limits. The bleeds are operated sequentially. The airflow control/bulk flame temperature
regulator outputs a total bleed flow demand (DWB36) which can vary between zero and a maximum
allowable limit (DWB36MAX). The total bleed demand is generally monitored as a percentage of max
(DWB36PCT) and varies between 0 and 100%. The total bleed demand is translated into bleed valve
position demands. The LM2500 bleed sequence is simpler than the LM6000. The LM2500 uses 0 to 12%
CDP(percentage of core airflow W2) followed by 0 to 3% ST8. The LM6000 uses 0 to 2% ST8 (percentage
of core airflow W25), followed by min. to max. VBV, followed by 2 to 10% ST8 and finally 0 to 3.5% CDP.
The sequencing is illustrated in Figure 6.1 and 6.2 for the LM2500 and LM6000 respectively. In practice, the
ST8 bleed on the LM2500 has proved to be very ineffective. Operation in the LM2500 ST8 modulating
region tends to be very unstable with ST8 bleed valve scheduling either min (off) or max (on) bleed.
VBVs are used on the LM6000 to provide additional bleed modulation as illustrated in Fig 6.3.
DWB36MAX upper limit
Stage 8
TFLERR DWB36 CDP ST8 Bleed
P+I Regulator
0-12% 0-3%
Zero lower limit
CDP
Bleed
Control Display DWB36PCT= DWB36
*100
DWB36MAX
Figure 6.1 LM2500 bleed sequence

March 27th, 1997
39
Total Bleed
Demand
DWB36
DWB36MAX upper limit
CDP BLD
P+I ST8 VBV ST8 CDP VLV DMD
regulator 0 ->2% min->max 2 ->10% 0 ->3.5%
Zero lower limit ST8 BLD

PS3ERR
VLV DMD
VBV DMD
Control Display DWB36PCT= DWB36
*100
DWB36MAX
Figure 6.2 LM6000 bleed sequence
SUMP PRESSURIZATION
MAX LIMIT
VBV
[%] MIN
INCREASING Limits vary as a
BLEED
function of T2 also
BOOSTER STALL
MARGIN LIMIT
N25R2 [ RPM]
Figure 6.3 LM6000 VBV bleed modulation
7. Fuel Metering
7.1 Fuel System Demands

As described in Section 1.3 there are two different fuel system configurations currently in service on the
LM2500 and LM6000. The first DLE gas turbines used a four valve system, whereas more recent units
have a three valve system. Schematics of the two systems are provided in Section 1.3. Both systems
independently meter fuel to the three combustor rings in response to outer, pilot and inner combustor fuel
flow demands WFOREF, WFPREF and WFIREF. As illustrated in Figure 7.1, WFOREF and WFIREF are
March 27th, 1997
40
calculated directly from the flame temperature algorithm outputs WFOREFABC and WFIREFABC.
WFOREFABC and WFIREFABC are the outer and inner demanded fuel flows per staging valve, and are
multiplied by the respective number of staging-valves-open variables OTREST and INREST to determine
the total outer and inner ring fuel flow demands WFOREF and WFIREF. These final inner and outer ring
fuel flow demands are subtracted from the total fuel flow demand WF36DMD to provide the pilot ring fuel
flow demand WFPREF. These three demands represent the required fuel flows at the combustor.
TOTAL FUEL FLOW DEMAND WF36DMD + + WFPREF
- -
TFLAME
TFLAME TO
A REF
FUEL FLOW WFOREFABC WFOREF TO
CONVERSION FUEL
METERING
OTREST SYSTEM
Number of A
EXTENSION OF FUEL FLOW PER FUEL FLOW PER
StagingValves Open
TFLAME BULK STAGING VALVE RING
ALGORITHM
TFLAME
TFLAME TO
C REF WFIREFABC WFIREF
FUEL FLOW
CONVERSION
INREST
Number of A
StagingValves Open
Figure 7.1 Ring fuel flow demands
The subsequent logic that is used to translate the three combustor fuel flow demands into final fuel system
demands varies significantly between the three valve and four valve systems, but in both cases employs a
model-based gas volume dynamics compensation scheme.. The three valve system is more
straightforward, but places heavier demands on the control processor because independent gas volume
dynamics compensation is provided for each of the three rings (the four valve system has a single overall
gas volume dynamics compensation algorithm).
With the three valve scheme each of the three combustor fuel flow demands are input to a gas volume
dynamic compensator and the outputs represent the metering valve fuel flow demands WFOTRDMD,
WFPLTDMD and WFINRDMD that are passed to the fuel system suppliers fuel metering system.
For the four valve system the logic is not so straightforward. Referring back to the schematic of the four
valve system provided in Section 1.3, one can see a main metering valve downstream of which are three
trim or delta P regulator valves. The main metering valve controls the total combustor fuel flow, and the
three trim valves vary the fuel flow split between each combustor ring. The total combustor fuel flow
demand WF36DMD is input to a single gas volume dynamics compensator, the output of which represents
the main metering valve fuel flow demand WFMVDMD that is passed to the fuel suppliers fuel metering
system. The individual ring fuel flows are controlled by varying the pressure drop across each of the trim
valves. The pilot trim valve delta P follows a predefined schedule that is a function of total fuel flow demand.
Using assumed flow functions for each of the three combustor staging valve/premixer fuel circuits the inner
and outer trim valve demanded delta Ps relative to the pilot are calculated based on the the three
combustor fuel flow demands WFIREF, WFPREF and WFIREF as illustrated in Figure 7.2. The resultant
outputs from this logic are the three trim valve delta P demands DP2P3ODMD, DP2P3PDMD and
DP2P3IDMD that are passed to the fuel suppliers metering system. The actual pressure drops across the
trim valves are measured using pressure taps located on the gas manifold (GP3OSEL, GP3PSEL and
GP3ISEL) and located upstream of the trim valves (GP2SEL).

March 27th, 1997
41
WF36DMD VOL WFMVDMD
DYN
COMP WFMVDMD / WF36DMD
+ + WFPREF WFPLTDMD
WFOREFABC - -
TFLAME WFOTRDMD
TFLOREF TO WF
CALC
OTREST
WFIREFABC
TFLIREF TFLAME WFINRDMD
TO WF
CALC
INREST (GP2 - GP3O) DMD =

WFPREF (GP2 - GP3P) - (GP3OREF-GP3REF)
PILOT GP3PREF
FUEL NOZZ
FF (total)
WFOREFABC
-
OUTER GP3OREF - DP2P3ODMD
FUEL NOZZ
FF (per stg vlv) +
+
WFIREFABC
-
INNER GP3IREF DP2P3IDMD
FUEL NOZZ -
FF (per stg vlv) +
+
WF36DMD
PILOT DP2P3PDMD
DELTA P
SCHED (GP2-GP3P)
Figure 7.2 Trim valve delta P demands
7.2 Monitor Fuel Flows and flame temperature
Included in the control, for monitor purpose only, are estimated ring fuel flow calculations. Fuel flow at the
combustor is calculated for each ring using the measured pressure ratio across the staging valve and
premixer fuel circuit. (GP2X/PS3 for a 3-valve fuel system and GP3X/PS3 for a 4-valve fuel system - where
X=O, P or I) together with other relevant parameters that include the temperature of the gas fuel and the
compressor discharge temperature (T3). The outputs from this calculation are estimated raw fuel flows for
each ring - WFOTR, WFPIL, and WFINR. These raw fuel flows are estimates based on assumed flow
functions for each staging valve + premixer fuel circuit. These raw fuel flows are corrected using the ring
fuel flow scalars WFNOZTOTFF (for a 4-valve fuel system) and WFNOZOTRFF, WFNOZPILFF and
WFNOZINRFF (for a 3-valve fuel system), that were described in section 3, to provide a best estimate of
each ring fuel flow - WFOTRM, WFPILM, and WFINRM. From these ring fuel flows estimated ring flame
temperatures are calculated - F_TFLODF, F_TFLPDF, and F_TFLIDF. These appear on the control display
with the leading F_ prefix omitted and with an S suffix added to indicate that these are smoothed (with
respect to time) variables. The various flame temperatures that generally appear on the control display are
summarized in Table 7.1.
TFLMAX Max bulk Tflame demand (deg F)

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42
TFLMIN Min bulk Tflame demand (deg F)
TFLDMD Bulk Tflame demand (deg F)
TFLCYCS Estimated Actual Bulk Tflame (smoothed) (deg F)
TFLAMEPCT TFLCYCS relative to TFLMIN and TFLMAX
0% when TFLCYCS = TFLMIN, 100% when
TFLCYCS = TFLMAX (%)
TFLOREF Outer Tflame demand (deg F)
TFLIREF Inner Tflame demand (deg F)
TFLODFS Estimated actual outer Tflame (smoothed) (deg F)

TFLPDFS Estimated actual pilot Tflame (smoothed) (deg F)
TFLIDFS Estimated actual inner Tflame (smoothed) (deg F)
Table 7.1 Displayed flame temperatures
8. Combustor Staging
8.1. General
The combustor staging logic controls the opening and closing of the 10 outer (A) and 15 inner (C) staging
valves, as well as the single enhanced lean blowout (ELBO) staging valve. The inner and outer staging
valves are opened and closed in accordance with the required combustor configuration. As described
previously, there are five combustor configurations, viz B, BC/2 (starting only for the LM2500), BC, AB and
ABC. Transitioning from one combustor configuration to another involves increasing or decreasing bleed in
conjunction with opening and closing of staging valves. Because of the finite response of the airflow (bleed)
control and because of the small combustor flame temperature windows it is not possible to switch
immediately from one combustor configuration to another. Therefore, a series of intermediate, or partial,
staging configurations are required when going from one steady-state, or permanent combustor
configuration to another. In the control there are two key variables BRNREQ and BRNDMD that specify the
steady-state combustor configuration target (BRNREQ) and the current combustor configuration demand
(BRNDMD). BRNDMD can assume any integer value between 0 and 40, whereas BRNREQ can only
assume the values 0, 8, 15, 25, 40 that correspond to the permanent combustor configurations B thru ABC
respectively. BRNDMD is translated through look-up tables in the control into inner and outer staging valve
commands (INRCMDID and OTRCMDID). This information is summmarized in Table 8.1. INRCMDID and
OTRCMDID specify the inner and outer staging valve patterns. For each value of INRCMDID and
OTRCMDID, specific inner and outer staging valves are opened. The staging patterns are different for the
LM2500 and LM6000 and are defined in the Output Signal Processing section of the Control System
Specifications M50TF3740 and M50TF3731 respectively.
BURNER BRNREQ BRNDMD INRDMD OTRDMD OTRCMDID

CONFIG. INRCMDID OTRSTSOP
INRSTSOP
BRNREQ - Burner Config. Steady-State Target
B 0 0 0
1 1
2 2 BRNDMD - Burner Config. Demand
3 3 FOR BRNDMD < 16
4 4 SEE IGNITION CONTROL INRDMD - No. Inner Staging Vlv. Open Demand
5 5
6 6
7 7 INRCMDID - Inner Staging Vlv. Pattern ID
B+C/2 8 8 8
9 9 INRSTSOP - No. Inner Staging Vlv. Open Feedback
10 10
11 11 OTRDMD - No. Outer Staging Vlv. Open Demand
12 12
13 13
14 14 OTRSTSOP - No. Outer Staging Vlv. Open
B+C 15 15 15 Feedback
16 13 1 1
17 12 2 2
18 10 3 3 OTRCMDID - Outer Staging Vlv. Pattern ID
19 9 4 4
20 7 5 5 OUTER STAGING VALVE IGNITION CONTROL
21 6 6 6
22 4 7 7 IF (BRNDMD < 16) THEN
23 3 8 8
24 1 9 9
A+B 25 25 0 10 10 TABLE II
26 1 10 10
27 2 10 10 Z_IGN1DMD Z_IGN2DMD OTRDMD OTRCMDID
28 3 10 10 OTRSTSOP
29 4 10 10 F F 0 0
30 5 10 10 T F 1 11
31 6 10 10 F T 1 12
March 27th, 1997
43
32 7 10 10
33 8 10 10
34 9 10 10
35 10 10 10
36 11 10 10
37 12 10 10
38 13 10 10
39 14 10 10
A+B+C 40 40 15 10 10
Table 8.1 Staging control parameters
Staging control is similar for the LM2500 amd LM6000, and is described in the following paragraphs for the
various phases of engine operation.
8.2. Starting
In B mode at fuel-on. Outer staging valves #9 and/or #22 alongside the ignitor(s) are opened during the
IGNITE mode. If the max sub-idle Tflame fuel flow limit is encountered during a start for > 3 seconds then
the combustor is staged from B to BC/2 (BRNDMD increments from 0 to 8) and remains in BC/2 mode until
(as described in section 4.2) the airflow control is enabled as the core speed reaches a sub-idle switch
setting (4900 rpm for the LM2500 and 6300 rpm for the LM6000). When the airflow control is enabled the
LM2500 staging control switches into the idle and above mode and the LM6000 switches into the core idle-
sync-idle transition mode.
8.3. LM6000 Core Idle-Sync-Idle
Because for the LM600, as described in section 5.2, when transitioning between core-idle and sync idle
there is not necessarily overlap between the B and BC/2 modes, partial staging is allowed. At core-idle the
LM6000 operates in B mode. As the core is slowly accelerated until no-load synch-idle is reached, the
combustor progressively stages from B to BC/2 (BRNDMD slowly increments from 0 to 8 and usually
overshoots until it finally settles at 8). It is possible depending upon T2 and the bulk flame temperature
schedules for synch-idle to be acheived in B mode. Transitioning from synch-idle back to core-idle results in
the combustor progressively staging (if not already in B mode) from BC/2 to B mode.
8.4. Idle and Above Operation
Staging between configurations occurs at extreme corners of a combustor operating window. When
accelerating, as illustrated in Figure 8.1, staging is initiated at max. bulk Tflame, min. bleed. When this
occurs BRNREQ switches immediately to the new configuration value (8 (LM6000 only) , 15, 25 or 40) and
BRNDMD increments to the BRNREQ value. INRCMDID and OTRCMDID follow BRNDMD and inner
and/or outer staging valves are progressively opened or closed.
ABC
BC

March 27th, 1997
B 44

AB
BC/2 mode
(lm6000 only)
Figure 8.1 Combustor staging during load accels
Similar actions occur when decelerating except, as illustrated in Figure 8.2, staging is initiated at min. bulk
Tflame, max. bleed.
ABC
AB
BC ABC to AB stage
down logic can cause
early stage down
BC/2 mode
(lm6000 only)
POWER
Figure 8.2 Combustor staging during load decels

March 27th, 1997
45
8.5. LM6000 BC to AB zone avoidance
The LM6000 includes zone avoidance logic which has two functions, both associated with the BC to AB
region. The first function is intended to overcome lack of overlap between BC and AB modes, whereas the
second function is intended to avoid high pilot flame temperatures (and therefore Nox) typically seen in the
BC mode. Although not strictly part of the staging control, the zone avoidance logic does indirectly force
staging from BC to AB. The logic, which produces a megawatt demand bias, is only active in grid mode and
has no effect in isochronous (island) mode.
The first function which is activated when a BC to AB transition is initiated (BRNREQ>15) adds in a nominal
1 megawatt bias (ZAMWBIASJ) that ramps up at a nominal rate of 0.07 megawatt/sec (ZAMWRATEJ).
The second function is activated in BC mode (BRNREQ=15) if T3 reaches a nominal threshold of 760 deg F
(T3MAXBCJ) and starts ramping in a megawatt bias at a nominal rate of 0.1 megawatt/sec (ZAT3RTUPJ)
until the BC to AB transition is initiated (BRNREQ>15). Once the BC to AB transition is initiated, the
megawatt bias is ramped out at a nominal rate of
-0.1 megawatt/sec (ZAT3RTDNJ). Note that this second function has to be enabled by setting the control
adjustment ZAT3ENAJ = TRUE. The nominal setting for ZAT3ENAJ is specified = FALSE.
8.6. LM6000 BRNUL upper limit
The LM6000 staging logic includes an upper limit BRNUL that is applied to BRNREQ and BRNDMD.
BRNUL is switched 8 to 15 to 25 to 40 as a function of T3SEL. This logic was added to limit the severe
effects of partial blowouts that were experienced during early LM6000 engine tests. When a partial blowout
occurs the fuel control power turbine speed will increase the demanded fuel flow WF36DMD to compensate
for the unburned fuel. When WF36DMD increases, the bulk Tflame/airflow regulator decreases bleed to
maintain bulk Tflame. Without the BRNUL limit logic, this could result in the control reaching max bulk
Tflame and min bleed and then staging to the next configuration. This situation could repeat until the ABC
mode is reached, even if, for the current delivered power, the combustor should have been in B or BC/2
mode! However there are some pitfalls with the BRNUL limit logic. The T3 switch point settings may not be
consistent with the bulk Tflame schedules which could result in BRNUL not allowing BRNREQ and
BRNDMD to switch up on an accel, or could result in BRNREQ and BRNDMD switching down
prematurely! Therefore, if erratic staging occurs, along the lines just described, it may necessary to adjust
the T3 switch points. The nominal T3 switch point settings are defined in Table 8.2.
BRNUL switching T3 switch parameter T3 nominal switch setting (deg F)
8 to 15 T3BCJA 665.0
15 to 25 T3ABJA 783.0
25 to 40 T3ABCJA 874.0
Table 8.2 LM6000 BRNUL T3 switch points
8.7. ABC to AB stage down - LM2500
The maximum power of the LM2500 DLE is set by either T54 or gas generator speed. For T2s greater than
10 deg F, the T54 limit of 1535 deg F will limit the maximum power. Unfortunately, for a DLE engine,
maximum power is usually not the place where the highest T54 is reached. For any gas turbine engine, the
exhaust gas temperature will increase as compressor bleed is increased. This also applies for the DLE
engines. Section 1.6.1 described how the bulk flame temperature is modulated between minimum and
maximum limits by varying bleed. In ABC mode, it is possible for the left side of the window, i.e. the high
March 27th, 1997
46
bleed side, to have a higher T54 than the right side of the window, i.e. the low bleed side of the window. If
the T54 limit is reached with the total bleed level (DWB36PCT) greater than 0%, the engine will start to
decel due to the T54 fuel control regulator reducing fuel flow demand. Keeping in mind the bulk flame
temperature window of section 1.6.1, deceling means moving from right to left across the window. As the
engine moves from right to left, the total bleed levels increases. As the total bleed level increases, T54
increases. This causes the engine to decel even further. This turns into an unrecoverable cycle. One way
to avoid this situation is to keep the bulk flame temperature as low as possible in ABC mode. The field
mapping procedure contains the instructions on how to do this. Additionally, the control logic has been
modified with two special features to help this situation. First, the control logic will automatically stage down
to AB mode if T54 is within 5 degrees of the limit and the total bleed level is greater than 70%. This has
been named the ABC to AB stage down logic. Once in AB mode, the control logic locks out staging back to
ABC until the calculated flame temperature percentage (TFLAMEPCT) is less than 80%. This interlock
prevents the engine from cycling back and forth between AB and ABC modes. Second, the T54 limit
schedule has been modified to reflect the trend of high T54s at high bleed. The T54 limit schedule consists
of three parts. One part is the maximum power, zero bleed limit of 1535. Another part raises the limit with
increasing bleed to 1550 deg F. The final part of the T54 limit schedule raises the T54 limit by 50 deg F only
when transitioning from AB to ABC modes. After 20 seconds of operation in ABC mode, this 50 degree bias
drops out.
In summary, field engine operation to date have shown a potential for hitting the T54 limit in ABC mode prior
to reaching zero bleed. This problem can be eliminated by reducing the bulk schedules in ABC mode. To
give added margin, the control logic contains the following features to prevent this undesired situation:
1. ABC to AB stage down logic

2. Modified T54 limit schedule - raise T54 limit by 15 degrees at higher
bleed levels and bump T54 limit by 50 degrees when staging into
ABC mode
8.8. ABC to AB stage down - LM6000
The LM6000 has similar characteristics to the LM2500 in the ABC mode, although in the case of the
LM6000, T48 and corrected (to station 25) core speed (N25R) increasing with increasing bleed (decreasing
power) is of concern.
For the LM6000, ABC to AB stage down is initiated if the following conditions persist for > 2 seconds: In
ABC or AB-ABC transition region (BRNDMD>25) and max core speed regulator (REGULATOR=9) or max
T48 regulator (REGULATOR=6) or throttle core speed regulator (REGULATOR=2) is encountered and
bleed (DWB36PCT) is > 30 %. Once an ABC to AB stage down has occurred then, like the LM2500, to
prevent cycling back and forth between AB and ABC modes, staging back to ABC is inhibited, in the case of
the LM6000, until bleed level (DWB36PCT) is increased above 30% in AB mode or until staging down to BC
mode (BRNDMD<25) has occurred.
The nominal reference settings for max corrected core speed, max physical core speed and max T48 are
9525 rpm, 10711 rpm and 1590 deg F respectively. The max T48 setting, as for the LM2500, is raised, in
the case of the LM6000 to 1650 deg F when staging from AB to ABC, and remains raised until the bulk
Tflame drops from the 50% to 25% level in ABC mode.
Also for the LM6000, high temperatures at the gas turbine exhaust in the ABC high bleed region have
proven to be of concern in customers installations (can result in exceeding boiler temperature limitations
etc.). Therefore the LM6000 stage down logic includes an external customer forced stage down input
(Z_ABC2AB to force stage down, Z_ABUNLCK to unlatch stage down).

March 27th, 1997
47
8.9. Load drop/ overspeed
Both the LM2500 and the LM6000 include additional staging logic to optimize speed holding and load drop
capability for power generation isochronous operation. This logic anticipates the need to change combustor
configuration before the normal combustor window switching conditions are satisfied (min or max bulk
Tflame and max or min bleed), and as a result can minimize the variations in power turbine speed when
large changes in load occur. For example load drops on an LM2500 can cause the staging control to switch
from ABC to B mode almost instantaneously.
9. Acoustics and Blowout Avoidance (ABAL) Logic
LM2500 and LM6000 combustors have to be mapped in the factory and field to measure acoustics and
blowout boundaries and establish bulk and ring flame temperature schedules. The margin or window
between a blowout and acoustic condition is often small. If acoustics or blowout boundaries drift with time
we do not want to have to constantly remap engines. This is where ABAL can help. ABAL automatically
lowers or raises A or C ring temperatures (or bulk Tflame when in pilot-only mode) when high combustor
acoustics or partial blowouts are detected. ABAL can also reduce the high combustor acoustics or partial
blowouts that are common when transitioning to a new combustor mode.
Combustor acoustics (dynamic pressures) are measured, as mentioned in section 1.2, using two sensors
mounted on the compressor rear frame. After appropriate signal conditioning and bandpass filtering, the
control sees the acoustics as a dynamic pressure level (peak-peak psi). Partial blowouts are not so easy to
detect and certainly cant be directly measured! In this case a model-based blowout detection (BOD)
algorithm is used. The ABAL interfaces are shown in simplified form in Figure 9.1.

March 27th, 1997
48
ACOUSTIC / BLOWOUT AVOIDANCE LOGIC
ACOUSTIC SENSOR
PX36SEL TFLAME BULK MAX ADJUST
TFLAME BULK MIN ADJUST
TFLAME A REF ADJUST
TFLAME C REF ADJUST

BLOWOUT DETECT
WF / PS3 ERROR
Figure 9.1 Acoustics/blowout avoidance logic
The blowout detection input is in the form of a WF/PS3 error. The blowout detection algorithm includes a
model of the engine core (HP compressor - combustor - HP turbine) for which boundary conditions are
defined from available engine sensors together with combustor fuel flow from WF36DMD. The algorithm
assumes all the fuel to being burning and estimates an HP rotor speed and a compressor discharge
pressure PS3. The WF/PS3 error is calculated using sensed PS3 (or PS32 for the LM6000) and estimated
PS3 as shown in Figure 9.2.

March 27th, 1997
49
WF36DMD B_NGG
BOD
ALGORITHM
B_PS3
START
WF36DMD
B_WFQPS3 :=F_WF36DMD / B_PS3;
PS3SEL WFQPS3SEL :=F_WF36DMD / PS3SEL; B_WFQPERR
B_WFQPERR :=((WFQPS3SEL - B_WFQPS3)/WFQPS3SEL) * 100.0;
B_PS3
END
Figure 9.2 Blowout detection algorithm WF/PS3 error calculation
THE BOD logic has provision for correcting or calibrating the WF/PS3 error B_WFQPERR for each engine
as part of the mapping process. B_WFQPERR has a bias added to it (subtracted for the LM6000) to
provide the corrected WF/PS3 error WFQPERRCOR. The bias is calculated as a function of combustor
mode (BRNDMD) using an adjustable table (T259A_1). This table then can be adjusted for each engine.
The ideal value for WFQPERRCOR is zero, but in practice a target of 0.0 to 3.0, when the combustor is
fully lit, is aimed for for all combustor modes. ABAL compares WFQPERRCOR with a threshold
BWFQPERRSP that is also calculated as a function of BRNDMD (blowout detection setpoint table
T259A_2). This threshold does not change from engine to engine. If the corrected WF/PS3 error
WFQPERRCOR becomes greater (more positive) than the threshold BWFQPERRSP, then ABAL assumes
a partial blowout has occurred and takes action (see Figure 9.3). ABAL works in the same way for high
acoustics. In this case the acoustics are measured (PX36SEL), but as for the blowout detection, their level
is compared with an acoustics threshold P_ACSTICJ, which is calculated as a function of BRNDMD
(acoustic detection setpoint table T259A_3). This threshold is not intended to change from engine to
engine.

March 27th, 1997
50
LM2500 DLE
BLOWOUT
B_WFQPERR
WFQPERRCOR DETECTION
ADJUSTABLE
T259A_1 +
Blowout Detection +
Ref. Table
X
GE
Y
ADJUSTABLE
T259A_2
Blowout Detection
BRNDMD Set Pt., Table
BWFQPERRSP
FUNCTION T259A_1
BLOWOUT DETECTION REFERENCE TABLE - ADJUSTABLE
X RANGE:NOT ADJUSTABLE, Z RANGE:MIN=-50.0, MAX=50.0
FUNCTION T259A_2 BRNDMDR (REAL) BWFQPERRSP (%)

BLOWOUT DETECTION SET POINT TABLE - ADJUSTABLE 0. -11.000
X RANGE:NOT ADJUSTABLE, Z RANGE:MIN=0.0, MAX=50.0 8. 0.000
15. -1.500
BRNDMDR (REAL) BWFQPERRSP (%) 25. -4.500
0. 15.000 40. -3.000
8. 15.000 LM2500
15. 15.000
25. 15.000
40. 15.000
LM2500 CALIBRATE EACH
ENGINE
Figure 9.3 Blowout detection
The corrective action ABAL takes for either high acoustics or partial blowouts is described in Table 9.1
B mode
- Tflame bulk min and max decreased for high acoustics
- Tflame bulk min and max increased for partial blowouts
BC/2 and BC mode

- Tflame C reference decreased for high acoustics
- Tflame C reference increased for partial blowouts
AB mode
- Tflame A reference decreased for high acoustics
- Tflame A reference increased for partial blowouts
ABC mode
- Tflame A then C reference decreased for high acoustics
- Tflame A then C reference increased for partail blowouts
Table 9.1 ABAL corrective action

March 27th, 1997
51
Special features of ABAL are described in Table 9.2
ABAL is limited to:

+/- 100 on LM2500 (adjustment TACSTCLMTJ, TBLOWLMTJ)
+/- 150 on LM6000 (adjustment TACSTCLMTJ, TBLOWLMTJ)
Acoustics detected when:

PX36SEL greater than acoustic threshold P_ACSTICJ which is scheduled as a
function of BRNDMD (Table T259A_3). Nominal value of threshold is 3.3 psi
peak-peak except for BRNDMD=0 which has a nominal threshold of 8.0 psi
peak-peak.
Acoustics or blowout must persist for 0.48 sec or longer

Adjustment PERS_ATMRJ, PERS_BTMRJ
When acoustics are detected:

The appropriate Tflame reference is reduced by 10 deg F (TABALAJ)
every 0.48 seconds until the condition clears or the ABAL limit is reached.
Note that LM6000 has C ring reversal feature that allows, through adjustment
(Table T310_1), C ring to be raised when high acoustics are encountered in BC
or ABC mode. This is intended to accomodate a scenario where acoustics are
induced by high pilot flame temperature.
When partial blowout is detected:

The appropriate Tflame reference is increased by 20 deg F (TABALBJ)
every 0.48 seconds until the condition clears or the ABAL limit is reached
ABAL logic is disabled during burner transitions
ABAL adjustments are interpolated back to 0.0 during burner transitions
ABAL always starts at 0.0 when entering a new burner configuration
ABAL adjustments are backed out if no high acoustics or partial blowouts

occur for 60 seconds
If high acoustics or partial blowouts recur during backout, then backout logic is
disabled until combustor mode changes
Table 9.2 ABAL special features

March 27th, 1997
52
Under certain circumstances short duration high level acoustic spikes could persist, which over time could
be harmful, but would go undetected by the normal acoustic detection logic. Therefore ABAL also includes
an acoustic spike detection feature as described in Table 9.3
Spikes detected when

2 spikes within 20 seconds of > 10 psi p-p in B mode, otherwise > 4 psi p-p
Spike detection enabled when:

In permanent combustor mode (BRNDMD=BRNREQ) for more > 60 seconds
> 10 seconds since last spikes detected
ABAL corrective action for acoustic spikes same as for normal persistent high
acoustics
Table 9.3 ABAL acoustic spike detection

March 27th, 1997
53

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g GE Aircraft Engines

__________________________ Marine & Industrial Control Dynamics

LM2500 AND LM6000

DRY LOW EMISSIONS

TECHNICAL DATA GENERAL LICENSE TSU/OTS APPLICABLE

Prepared by : Peter Harrison

1.1. Dry Low Emissions Combustor 6

1.2. Dry Low Emissions Control Components 10

1.3. Fuel System 12

1.4. Bleed System 14

1.5. Fuel Control 15

1.6. Flame Temperature Control 15

2. FLAME TEMPERATURE ALGORITHM 19

3.1. Effect of fuel properties 25

3.2. Ring fuel nozzle scalars 27

3.3. Calorimeter and Chromatograph Operation 27

4.1. Start Sequence 28

4.2. Control Operation 29

6. OPERATION WITHIN A COMBUSTOR CONFIGURATION WINDOW 38

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8.3. LM6000 Core Idle-Sync-Idle 44

8.4. Idle and Above Operation 44

8.5. LM6000 BC to AB zone avoidance 46

8.6. LM6000 BRNUL upper limit 46

8.7. ABC to AB stage down - LM2500 46

8.8. ABC to AB stage down - LM6000 47

8.9. Load drop/ overspeed 48

9. ACOUSTICS AND BLOWOUT AVOIDANCE (ABAL) LOGIC 48

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TABLE 1.1 ADDITIONAL LM2500 CONTROL COMPONENTS FOR DLE APPLICATION 10

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1.1. Dry Low Emissions Combustor

End view showing the 75 cups Cross section of 3 cup assembly

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Figure 1.2 26-valve fuel manifold

Figure 1.3 Staging Valve Layout

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LM6000 DLE ENGINE ZERO BLEED versus NON-DLE ENGINE

NON DLE ENGINE

LM6000 DLE Combustor Operating Modes

Typical Mode Maps

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Description Type Used for

Flame detector Two UV detectors Combustor lightoff detection

Acoustic sensor (PX36) Two piezoelectric charge Flame temperature trim

Staging valves Twenty six solenoid operated Combustor staging

Compressor discharge (CDP) One hydraulically operated Flame temperature control

Table 1.1 Additional LM2500 control components for DLE application

Description Type Used for

Compressor exit press (PS3) Two transducers Flame temperature control

Acoustic sensor (PX36) Two piezoelectric charge Flame temperature trim

Staging valves Twenty six solenoid operated Combustor staging

Compressor discharge (CDP) One hydraulically operated Flame temperature control

Table 1.2 Additional LM6000 control components for DLE application

Figure 1.7 DLE bleed valve

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1.3.1. Four Valve System

Outer Manifold Trim Valve

Ten sets per engine Cup

GP2 Outer Manifold

GP1, TFUEL Pilot Manifold

FUEL SHUT-OFF Thirty per engine