RUSTON GAS TURBINE TB5000 TB5400 DEVELOPMENT

 The pre-engine development programmes,

including compressor and turbine rigs, are

dealt with in Reference 1. This paper

concentrates on the engine development

programme.

Two dedicated test beds, at the Gas

Turbine Engineering Division (GTED) and a

further bed at the Ruston Works combined test

facility have been used for the development of

the Typhoon. The engines tested at GTED ran

coupled to a water brake and are fully data

logged to provide on-line data acquisition,

reduction and analysis. The water brake also

uses a digital control system which interfaces

with the turbine control module. This allows

loads to be changed via pre-programmed

routines allowing rapid transient simulations

to be carried out. The Ruston Works test bed

allows the full power generation package

including the generator to be tested. All the

development engines are dual fuel.

Three separate cores, with additional

modules and assemblies, have been used in the

development programme, each with the following

specific tasks:

CORE 1 BasicAerodynamic and

Thermodynamic Performance

(Prototype) ° Basic Mechanical Performance

° Blade Vibration Measurements

° Seal Systems Performance

CORE 2 0TurbineBidding Metal

Temperatures

Fully °CombustorTraverse Measurements

Instrumen- ° Structural Strain and

ted Temperature Measurements

Engine Compressorand Turbine

Performance

° Control System Development

° Start Optimisation

CORE 3 CyclicEndurance

Basic °Package&System Development

Produc- °ControlSystemOptimisation

tion Unit ° Emissions Measurements

The prototype Typhoon was delivered to the

Development Department on the 21st July, 1988.

The engine was then installed during the

remainder of July and August. The sequence of

events were then as follows:

1st September, 1988 - Engine Spun

2nd September, 1988 - Engine Fired

6th September, 1988 - Engine at Full Speed

29th September, 1988 - Full Load Achieved

During this early commissioning phase the

basic parameters of ignition, acceleration

rates, temperatures and pressures, rotor and

bearing performance were established. From the

early tests it was evident that the engine was

performing as designed.

The engine fired on the first attempt,

however, the light up was so gentle that the

rate of temperature rise was below that

expected by the controller. The development

of complicated equipment like a gas turbine

has in recent years benefitted enormously from

the digital controller and a simple keyboard

change to the ignition fuel setting quickly

allowed the engine to pull away.

The engine was observed to have a large

'light up window' on both fuels. The light up

window being defined as the minimum fuel

setting to ensure start reliability at all

ambients and engine temperature and the upper

boundary being defined by a heavy light with

the possibility of compressor stall and

overtemperature. Figure 4 shows a typical

light up window for liquid fuel. Light up on

gas fuel occurred almost at all angles.





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