501F USERS GROUP: Compelling program makes this annual meeting a top priority

It’s time to decide which conferences you will attend in the first quarter of 2018, if you haven’t already done so.

The first major user group meeting of the year is the 501F Users Group conference and vendor fair at the Hyatt Regency Grand Cypress, in Orlando, February 25 to March 1. CCJ editors rate this is a “must-attend” event for owner/operators of 501F engines.

The all-volunteer organization’s steering committee (sidebar) has posted the agenda on the group’s website. This year’s program has many of the same compelling elements as the information-rich 2017 conference, which ran four and a half days and included the following:

  • User presentations on issues identified in the fleet and solutions implemented, as well as on experience with upgrades to improve unit performance.

  • User-only roundtables promoting open discussions and short presentations by owner/operators on safety, combustion section, hot-gas section, inlet and exhaust, compressor, rotor, generator, and auxiliaries. The roundtables typically run an hour each.

  • Special closed sessions, ranging from two to four hours each, by major products/services providers. Mitsubishi, PSM (Ansaldo Energia SpA), Siemens, and GE are on the 2018 agenda.

  • Vendorama program. Last year, 38 companies made 41 technical presentations ranging from 30 to 50 minutes each to bring users up to date on products/services of interest to the 501F community. The ink was not quite dry on the 2018 lineup when CCJ went to press in mid-December.

The 2017 program matrix—seven time slots in each of six rooms, running from 9:30 a.m. to 4:00 p.m.—allowed each attendee to participate in up to seven presentations. Note that Vendorama presentations are vetted by the steering committee to ensure a technology focus and to eliminate blatant sales messages.

  • Vendor fair, following the Vendorama program on the first day of the meeting, which last year provided users the opportunity to peruse the offerings of 89 vendors. The 2018 exhibition will be similar.

If you have never attended a 501F Users Group meeting, make the 2018 conference your first. The following report, based on information aggregated from the 2017 meeting, offers a glimpse at the knowledge you will gain by participating. Material like this, possibly vital to your plant’s future success, is not available in one place anywhere else.

Important note for shy O&M personnel: The 501F Users Group is a collaborative organization and first timers (about half of the 125 to 150 attendees typically expected at an annual meeting) are accorded the same respect as veterans.

User presentations

Three user presentations were selected by the editors for inclusion in this report. All have elements of value to most 501F owner/operators; plus, they illustrate the value of participating in the organization’s meetings.

Turbine blade-ring burn-through

Vital stats: 2 × 1 combined cycle powered by 501FD2 gas turbines commissioned in 2001 with an average of nearly 60,000 equivalent operating hours per engine and nearly 3200 equivalent starts.

Incident profile: One engine tripped on blade-path spread; a high-temperature alarm was received for disc-cavity (DC) 2 prior to the trip.

Initial findings:

  • Event lasted three minutes.

  • Combustion seemed stable.

  • Inlet-bearing vibration increased slightly during the event.

  • Blade-path thermocouples (TCs) 1 and 16 increased to 1185F and then dropped to less than 1000F, causing the trip.

  • Coast down took 23 minutes, only slightly longer than normal.

  • Turning-gear amps were normal after coast-down.

Operators decided to spin-cool the unit. After the gas turbine was off turning gear, inlet guide vanes were inspected for looseness, TC2 was found melted, and debris was in evidence when the exhaust door was opened. A borescope inspection revealed significant turbine damage. A crawl-through of the combustor case confirmed burn-through of two blade rings (Fig 1); the unit was disassembled.


Damage assessment:

  • Combustion hardware was fine.

  • R1 vanes had minor impact damage at the trailing edge.

  • Tips of R1 blades were worn off and there was evidence of trailing-edge impact damage.

  • Two segments of the R1 ring segment were missing.

  • The breech in the R1 blade ring was about 10 in. in diameter.

  • R2 vanes revealed local melting.

  • R2 blades suffered impact damage.

  • There was no damage to the R2 ring segment.

  • Downstream impact damage.

Root-cause analysis incorporated hardware inspection, metallurgical analysis, and review of operating data and of inspection reports. Investigations revealed the following:

  • Metallurgical analysis showed nothing out of the ordinary.

  • R1 vanes had been repaired previously and areas of erosion had been repaired during the last outage.

  • R1 ring segments were installed new, not refurbished.

  • Assembled blade-tip readings were within spec for non-VGP (Value Generation Program) components.

  • Hardware had 569 equivalent starts and 12,700 equivalent operating hours at the time of failure.

  • Previous borescope inspections identified a rub in the area where the ring segments were missing. The rub had removed the thermal barrier coating and smeared base metal; however, the OEM considered the damage low risk and approved a return to service.

An operational review identified the following changes in the engine over time:

  • One week prior to the event, a step change occurred on the blade-path TC—7-deg-F warmer on BP TC1. The monitoring center was asked to watch for a worsening condition. No vibration change was noted.

  • Baseload output dropped by 1 to 2 MW over the week prior to the event. But operators would not have detected this on a cycling unit with varying loads.

  • While the temperature in DC2 remained stable, the cooling valve opened gradually throughout the week leading up to the failure.

So, what happened? No single root cause was in evidence and the findings were relatively inconclusive. A timeline of events during the week leading up to and including the trip was difficult to compile based on operating data.

Investigators believed that the combination of blade-tip rubbing on the ring segment which removed TBC and potentially reduced cooling, and vane shroud erosion which reduced ring-segment leading-edge cooling, likely caused erosion of the ring segment and isolation segments—thereby allowing liberation of the ring segments. After the ring segments liberated there was no protection for the blade ring from hot gas.

Experience with GT uprate, exhaust cylinder fix

Following up on key topics from the 2017 meeting, the editors caught up with Adam Sensenig, who made two presentations at last February’s conference in Reno, Nev. During a mid-November visit to Dynegy Inc’s Ontelaunee Energy Facility in Reading, Pa, Sensenig, Ontelaunee’s plant engineer, provided additional details on the recent uprate of the facility’s two gas turbines and a “fix” for cracking of strut shields in the two-piece exhaust cylinder, a 501F fleet-wide issue.

As background, Ontelaunee is a 2 × 1 combined cycle which went commercial in 2002, and features 501FD2 machines. In recent years, the plant has been operating primarily at base load, with an average capacity factor of 87% for 2016. In 2014, the plant contracted with PSM for a long-term service agreement (LTSA) and the company’s GTOP 6 upgrade package.

GTOP (Gas Turbine Optimization Package) is PSM’s non-OEM performance-enhancement offering for the 501F market. The uprate increases mass flow to 501FD3 levels. By signing with PSM, the plant avoided the exhaust cylinder and R4 blade-ring replacements characteristic of the OEM’s uprates.

The plant was first out of the gate with GTOP for the 501F. About 18 months transpired between project kickoff and completion.Overall, Ontelaunee gained 7% in net plant output with a 1.7% improvement in net plant heat rate. It was able to maintain a large portion of the increase in output by way of an aggressive online water-wash program.

Five upgrade elements. Sensenig breaks down the uprate modifications into three areas: new blade-path components that take advantage of prevailing metallurgical, coating, and design improvements; modified inlet-guide-vane (IGV) actuators to boost air flow by extending stroke length from minus 2 to minus 6 deg; and by adding auto-tune capability (Fig 2).

Overall goals were to increase the air/mass flow through the turbine, reduce the amount of air required for blade path cooling, and achieve a higher total exhaust temperature.

Regarding the blades, the R16 compressor blades feature a different airfoil shape, and were a “drop-in” replacement. The R1 blades, vanes, and seals were modified to decrease cooling-air flow, as were the R2 blades and vanes. The last-stage R4 GT blades are about a ¼-in. taller to accommodate the higher mass flow and additionally reduce exhaust swirl (Fig 3). R3 blades and R3 and R4 vanes remain the same. Of these, Sensenig credits opening up of the IGVs and the taller R4 blades as having the biggest impact on the results.

The IGV actuator mods could be accomplished by replacing the actuator or modifying existing ones. Ontelaunee had one spare actuator which was modified for one unit and the plant purchased a new actuator for the other GT.

Auto-tuning, through the combustion dynamics monitoring system (CDMS) and PSM’s Autotune Version 2, assures flame stability—and emissions stability—under all operating conditions. One consequential saving with the auto-tune, says Sensenig, is that the plant no longer has to call someone out to adjust the controls for seasonal ambient conditions.

Attention to BOP. The upgrade did require the plant’s (and its third-party engineers) careful attention to balance-of-plant (BOP) impacts. PSM conducted the plant assessment up to through generator output but only guaranteed simple-cycle GT performance. Some BOP impact examples:

  • The four-way joint where the turbine casing and the combustor shell meet has significant fleet-level issues. The uprate leads to higher shell pressure, and the impacts, such as greater potential for leakage, has to be monitored.

  • More air flow through the turbine, of course, means more air flow through the HRSG; plant personnel need to keep up with HRSG maintenance, and be cognizant of the higher HRSG backpressure.

  • The HRSG high-pressure steam drum safety valve had to be resized and replaced.

  • The SCR’s ammonia vaporizer is running at near capacity at maximum output; while ammonia consumption per megawatt dropped, the absolute level of ammonia feed increased because unit throughput increased.

  • Water-treatment chemical consumption increased because of higher demineralizer demand and cooling-tower load.

In general, Sensenig notes, “We’re anxious to see what the parts will look like after 24 months of operation.”

Because Ontelaunee was Rev 0 for the PSM GTOP, a substantial effort was required to qualify the R4 blade design, which added three to four days to the outage. Blade monitoring had to be conducted under a variety of operating modes, including startups, shutdowns, speed sweeps, IGV sweeps, and inlet fogging and steam power augmentation.

Other issues Sensenig describes as run-of-the-mill for outages and significant equipment modifications. The plant experienced a trip during over-speed/under-speed testing because of the trip-limit settings. Capability to modify the controls within the TXP DCS “was limited” and the plant had to “clean up” unused counters and other items to free up processing space, but Sensenig notes this should not be an issue with the newer control systems.

Exhaust-cylinder fix solves “most” problems. Ontelaunee was not first for the exhaust-cylinder fix, performed by Texas-based Braunflex LLC. Important to note is that this fix doesn’t solve all the problems experienced fleet-wide with the support struts (Fig 4), but for a fraction of the cost of a new exhaust cylinder, it solves the most important ones.

At the 501F Users Group meeting, Sensenig reported that, upon inspecting one modified unit after 5000 operating hours and 10 starts, only minor stress-relief type cracking on the inner load plates had been observed. At the time of the CCJ visit, both GTs had been modified. With 25 starts and 11,000 hours on the first modified unit, they both are “looking good.” No additional severe cracking has been observed.

The two-piece cylinder design issues stem from differential thermal expansion between the inner diffuser piece and the outer case. The issues range from common strut shield cracking to complete liberation of the load plates. Other repair options offered included new flanged load collars and replacing load plates with a new material, but neither adequately addresses the fundamental thermal expansion issue.

The modification at Ontelaunee is essentially a Hastelloy X collar overlay onto the original strut shield. The collar allows for controlled growth while still supporting the outer diffuser. Said another way, the outer diffuser can expand independently of the inner diffuser and outer casing.

User readers interested in knowing more are urged to access the PowerPoints on the 501F Users Group website. The slides include diagrams with rich detail of blade comparisons, 3-D graphics of the modified components, before and after performance graphs and tables, and much more.

Special closed sessions

There were five special closed sessions of from two to four hours each at the 2017 meeting featuring detailed technical presentations on 501F performance-improvement solutions offered by industry heavyweights Ansaldo Energia Group’s PSM, GE, Mitsubishi-Hitachi Power Systems (MHPS), Siemens Energy Inc, and Sulzer Turbo Services. They were conducted among user presentations and discussion sessions on Tuesday (Feburary 21), Wednesday, and Thursday to maximize participation. The special sessions all were well attended by owner/operators who asked insightful questions and actively participated in discussion opportunities. Presentations can be accessed by registered users on the group’s website.


PSM’s four-hour session incorporated presentations on the vendor’s product line, combustion solutions, airfoils and upgrades, rotors and cases, and service capabilities. Primary participants were Jeff Benoit, Brian Micklos, Hany Rizkalla, Lonnie Houck, Kevin Powell, and Luis Rodriguez.

Benoit opened with a simple message: PSM is fully aligned and integrated with Ansaldo Energia (AEN) and the company’s path forward is clear. Only a year earlier, at the time of the 2016 501F User Group meeting, PSM was not officially part of AEN. Today, its wide-ranging capabilities in shaft-line and rotor work are supported by facilities in North America (USA), Europe (Italy, Switzerland, Russia, Netherlands, and UK), Asia (China), and Middle East (Abu Dhabi). The company’s inspection and repair capabilities are considerable, Benoit said, with offerings spanning four engine classes (13 OEM frames), steam turbines, electric generators, and heat-recovery steam generators.

Micklos, who has global responsibility for PSM products used in Siemens/Westinghouse and MHPSA gas turbines, followed Benoit, opening his presentation with two statements that surprised the editors and likely others in the room:

  • In January 2017, the 501st set of PSM-designed turbine hardware for the 501F shipped from the company’s Jupiter (Fla) headquarters/shop.

  • That same month, the 501st set of PSM-repaired hardware for the 501F was processed through the company’s Jupiter facility.

He then reviewed the key elements of PSM’s full scope of support for 501F gas turbines covered by the company’s LTAs (long-term agreements) and engines owned by transactional customers, discussing its capabilities in the following areas: part design and procurement, field service and available kits, repairs for equipment made by different OEMs, project management, service engineering, and fleet management.

Micklos noted that PSM has about two dozen 501Fs covered by LTAs, stressing its objective to use/reuse components the owner has on hand before supplying PSM parts. After summarizing PSM’s lineup of hardware, which is set-wise compatible for applicable frames, the product manager concluded with a review of company 501F firsts in “banner year 2016”: first exhaust cylinder installation, first rotor swap, and first performance upgrade. The last item, the Gas Turbine Optimization Program (GTOP), was said to be roughly the equivalent of a Siemens FD3 upgrade for performance, but executed in a smaller scope.

Rizkalla opened his presentation on the combustion system with a review of PSM component experience. About 70 sets of pilot nozzles had been sold as of February 2017, he said, with fleet leaders above 60k fired hours and 1250 fired starts; transition pieces, about 95 sets sold, leaders at more than 50k FH and 1070 FS; extended turndown combustion baskets, about 24 sets sold, leaders above 29k FH and 460 FS; and support housings, about 20 sets sold, leaders at more than 26k FH and 220 FS.

Component durability is confirmed by fallout rates of 0% for all of the above except Gen 2 and 3 baskets which are about 10%. Gen 4 baskets are expected to have a fallout rate of 0%. Fleet leaders for transition pieces and pilot nozzles are now third interval of 25k equivalent baseload hours.

Rizkalla then discussed the benefits of PSM’s FlameSheet™ combustion system—extended turndown capability, improved durability, and greater fuel flexibility compared to traditional OEM offerings. Plus, the exact same combustor fuel-injection system parts can be used in the 7FA machine and 501F.

Commercial experience, available only on 7FAs today, was described as a “remarkable technical success” by an owner/operator presenting at the 2016 meeting of the 7FA Users Group. The 501F FlameSheet™ (Fig 5) has passed all rig tests.

Benefits of the dual-fuel combustion system, the speaker said, includes its ability to meet expectations when the gas supply’s Modified Wobbe Index varies by up to 30%. Plus, gas with a hydrogen content of up to 40% is easily accepted, and turndown to 30% load while maintaining emissions compliance is possible.

Houck covered compressor products, GTOP upgrade experience, and turbine hardware fallout in his 45-min presentation. You can get access the company’s catalog of compressor components on the website at www.psm.com; no need to explain more here. Also, the latest GTOP experience is described in the “User presentations” section of this report by an owner/operator.

The long life of turbine hardware is evidenced by the shop repair results during overhauls. Today, the expected fallout rates for Gen 3 R1 vanes, Gen 3 R2 blades, and Gen 4 R2 vanes are zero; for Gen 3 R1 blades, less than 10%. Note that all of these components reflect improvements in cooling design and material selection over the original OEM offerings.

Powell’s presentation covered the rotor from A to Z—including, overhaul experience, evaluation, repair, and lifetime extension. He also explained PSM’s exhaust replacement solutions; but they are not reviewed here. The latest industry experience on 501F exhaust cylinder and manifold replacement will be described in a future article, “Repairs never-ending? Replace problematic exhaust systems.”

The speaker quickly reviewed PSM’s rotor capabilities (removal, inspection, shipping, parts replacement with upgraded components, repair, balancing, re-assembly, etc), noting that the company had overhauled two rotors by the time of the 2017 meeting, with another in the shop.

A description of PSM’s compressor-tie-bolt inspection capability, in partnership with Advanced Turbine Support LLC, came next, along with the recommendation that owner/operators get baseline data at or around 900 equivalent starts to mitigate the possibility of an in-service failure. In-situ phased-array ultrasonic testing is the preferred method. PSM’s redesigned bolt was said to be an improvement over the OEM’s original design.

In the last segment of his presentation, Powell explained PSM’s rotor overhaul process using a comprehensive flow diagram and then reviewed the company’s component analysis capabilities, which he considers among the industry’s best. This material, plus repair and lifetime extension examples, are too detailed to cover here but you can access the presentation on the 501F User Group website.

Rodriguez closed out the four-hour program with a description of the company’s engineering support services, partnerships, processes for evaluation of findings and disposition, issue resolution methodology, and case studies on R1 turbine disc cracking, torque-tube housing, air separator, R2 turbine ring segment, and exhaust cylinder.

If you have no history with PSM, a review of the slides Rodriguez presented is a good way to get to know the company and its people quickly. Think of it as a first step in the due diligence process for a future project.

General Electric

GE was a new entry on the agenda of the 501F Users Group annual meeting in 2017, conducting a two-hour closed session for users on its aftermarket solutions for Siemens and Mitsubishi engines. Recall that GE acquired 501F technology as part of its purchase of Alstom in late 2015. The company will update owner/operators on its 501F initiatives at the 2018 meeting in Orlando.

GE’s cross-fleet solutions business focuses on development and implementation of services for non-GE plant assets. As part of the cross-fleet services portfolio for the 501F, the company provides turbine maintenance support and upgrade products that enhance performance to meet plant operating needs. Using the Fleet360* services concept, solutions are available to address all major gas-plant components through a system-wide approach to plant optimization. GE reported that it has the following capabilities for the 501F:

  • Maintenance and repair services using dedicated cross-fleet field resources and an extensive network of repair facilities.

  • Upgrades that infuse patented GE technology to reduce maintenance costs and improve operational flexibility.

  • Tailored digital solutions—including monitoring, diagnostic, and analysis capabilities at the turbine and plant levels.

  • Flexible multi-year agreements structured to address changing operational and business needs.

Technology updates. As part of ongoing development efforts, GE reported completion of validation testing of its 501F combustion technology. This involved the use of both low- and high-pressure test rigs, combining protocols from GE and Alstom for a more robust test approach that allowed the design team to minimize iterations and improve accuracy and efficacy of testing.

LP test results revealed better-than-expected turndown and combustor stability across the full load range while validating expectations around NOx at baseload, pressure drop, and fuel flexibility. The test results also showed that the GE configuration is compatible with the existing OEM topology, eliminating the need to make casing alterations during an upgrade.

Test-methodology and summary information was presented to 501F users as part of the GE Connect Webinar series in October 2017. It’s likely this material will be reviewed at the 2018 meeting—another reason for those unable to participate in the webinar to attend the conference in Orlando.

While development for future offerings has been progressing, so has the execution side of the business. GE reported completing two outages on schedule and having performed multiple combustion and HGP repairs on 501FD2, FD3, and F3 (Mitsubishi) machines as part of its cross-fleet multi-year agreement portfolio.

Outage scope included inspection, plus implementation of high-fogging systems, on six machines at two 501F powerplants—with corresponding controls modifications. In general, GE said, it has seen significant opportunity in helping 501F users manage through turbine controls obsolescence, specifically around Human Machine Interface (HMI) server hardware, as well as modernization of combustion dynamics systems and combustion tuning with its AutoMapping solution.

In Spring 2018, GE will complete the installation of two 501F upgrade packages, providing the users with improved performance potential while increasing the interval capability up to 32k and eliminating the need for subsequent standalone combustion inspections. While the first upgrades are being installed on F3 and FD3 machines, the offerings are compatible across multiple frames.


Background. Mitsubishi Heavy Industries Ltd established its US headquarters in Orlando in 2001. Led by former President and CEO Dave Walsh, the company was new to the US power-generation market and looking to expand its global footprint. Industry veterans may recall that MHI and Westinghouse Electric Corp had shared a technology agreement and partnered in the development of the original 501F gas turbine. That partnership was terminated shortly after Siemens’ acquisition of Westinghouse in November 1997.

Nose to the grindstone, Walsh followed the business plan that was developed and built world-class manufacturing facilities. He hired top-notch leadership and staff, and quickly demonstrated the ability to stand toe-to-toe against companies that had been serving the US market for more than a century.

At first, Mitsubishi focused on new-unit sales and parts and services for its equipment. In addition to the new M501F and M501G gas turbines that were sold, the company offered aftermarket solutions to owner/operators of Siemens Westinghouse W501F engines, having intimate knowledge of those machines—in particular, models up to the FD3.

Early in 2014, Mitsubishi and Hitachi agreed to a joint-venture of their power-generation business units, and Mitsubishi Hitachi Power Systems (MHPS) was created. Along with this JV came Mechanical Dynamics & Analysis, a three-decades-old company specializing in “other-OEM” services, parts, and repairs of gas and steam turbines and generators.

MD&A, launched by a former GE employee, had built a reputation as a trusted OEM-alternative services provider with a skilled workforce and world-class facilities—such as its high-speed balance center in St. Louis.

The JV essentially provided MHPS full access to the generation aftermarket business in the Western Hemisphere overnight. Today the company typically services Mitsubishi and Siemens equipment in its shops while MD&A focuses on “other-OEM” equipment. Both rely on each other’s facilities as necessary to meet customer commitments.

After 15 years at the helm, Walsh retired in March 2016. Major initiatives completed during his tenure included construction of the high-tech Savannah Machinery Works manufacturing center, the merger of Mitsubishi’s and Hitachi’s thermal-power-generation systems businesses with the new name of Mitsubishi Hitachi Power Systems, and expansion of the organization to more than 2000 employees.

Paul F Browning, an experienced senior executive with roots in the power-generation and oil-and-gas industries, was appointed Walsh’s successor. Like Walsh, Browning embraces a robust presence at user-group meetings. In fact, the four-hour MHPS program at the 2017 meeting of the 501F Users Group, Browning’s first, may have been the company’s best ever—at least in the editors’ eyes.

Mark Bissonnette, VP service sales and marketing, opened the session with the welcome message that MHPS had improved the competitiveness of its offerings and was responding to RFQs faster than in the past. He stressed the importance of quality in company activities, illustrating its success with a 97% first-pass yield on its turbine blades and vanes. Compressed outage schedules were another positive mentioned.

Two more takeaways: (1) MHPS is receptive to developing solutions with users and has the flexibility to support these initiatives. (2) It has digital solutions ready for implementation that benefit both reliability and customer’s bottom line.

Travis Pigon, a gas-turbine design engineer began by offering visual evidence to validate a 32k service interval for hot parts. He showed photos of M501F turbine blades and vanes with up to 40k equivalent fired hours (EFH) and more than 1000 equivalent starts (ES) with no visible platform cracking or erosion; coatings were intact, too. The parts were fit for service with light repairs or none at all. Registered users can access this and the other MHPS presentations at 501f.users-groups.com.

The benefits of upgrading a W501FD2 engine with MHPS F3 parts was the subject of a case history presented by Pigon. He said F3 parts enabled a threefold increase in EFH between inspections, from 8k to more than 25k (approximately 115 ES); gas-turbine output increased by approximately 4% and heat rate improved by greater than 1.5%. Once again, photos of parts proved his findings.

Five more units covered by the LTSA also were upgraded with F3 parts. In all cases, the speaker said, tuning was accomplished without unexpected issues. Output improvement across the five engines ranged from approximately 3% to 7%, heat rate by 1.5% to 5.5%. Expect improvement to vary among engines because of the level of compressor cleanliness, wear and tear on parts, condition of seals, etc.

For MHPS users, Pigon covered the highlights of an M501F3 upgrade to F4 during a standard major inspection outage to improve engine performance and durability. He said the F4 upgrade is applicable to the W501F fleet as well. Inspection after the first interval revealed intact coating, no base-metal degradation, and the capability to meet 32k intervals.

The speaker closed with a positive view of MHPS’ exhaust cylinder solution for the W501F based on improved material, floating diffuser system, cooled robust aft static seal, and passive strut cooling system. Improvements to the original W501F exhaust manifold: improved material, reduced upstream flange thickness, partitioned teardrop, vertically bolted two-piece manifold, elimination of circumferential ribs.

The MHPS offering is a drop-in replacement with no aux piping or foundation changes necessary. Design is based on the company’s M501F3- and G-frame designs, which have no history of fatigue cracking in more than 10-million hours of operation. A feature stressed: Ability to remove the exhaust bearing through the teardrop rather than removing the tail cone or the upper half of the exhaust cylinder.

Scott Cloyd, GM gas turbine service engineering, focused on the company’s experience gained during more than 200 comprehensive rotor inspections (CRI)—including about a dozen at its Houston and Savannah facilities. One of his primary objectives was to raise user awareness regarding corrosion and torque tube cracking, cautioning that these could be the newest fleet issues.

He addressed corrosion first, saying some units may go 12 or more years before their first HGP. Corrosion occurs primarily because of condensation in a cold rotor cycling in and out of service while subjected to ambient-temperature and humidity changes. The condition is exacerbated when wear from blade rock reduces the contact area between the blade and disk fir-tree serrations. This concentrates stress at the top-most serrations; defects in the serrations below can amplify stress in the already highly stressed locations.

This was a vintage Cloyd engineering lesson of value to users. Consider reviewing his presentation in detail.

The first of the four case histories Cloyd reviewed, and the only one profiled here (another reason to access Cloyd’s presentation), involved a hot-gas-path inspection on a W501FD2 machine that had operated for 12 years in peaking service. It took four shifts just to remove R1 blades. Corrosion was severe, rendering magnetic-particle examination ineffective. Replicas quantified pitting in critical stress areas.

Dental molds were taken of the turbine-disc root serrations. Blue-light scans were performed on the molds. Areas of corrosion buildup were identified in high-stress regions and could not be removed safely. Bear in mind that such buildup can conceal more severe pitting, adding to the risk factor. Plus, buildup impedes blade installation, thereby increasing outage duration, cost, and risk of assembly damage. Compressor discs also revealed corrosion pitting.

The customer’s decision was to remove the rotor because of the unknowns and potential safety and financial risks. MHPS supplied an exchange rotor to reduce downtime and return the unit to service quickly.

Torque tube cracking was next on Cloyd’s agenda. Recall that the torque tube on W501F engines joins the compressor and turbine sections of the rotor. Two machines in the fleet had reported forced outages caused by vibration events traced to through cracks in their torque tubes, which were concealed by the air separator.

The through crack was found on one unit, after only 10k operating hours (but 90k turning-gear hours), and it continued for about 45 deg around the circumference of the torque tube. High vibration forced the unit out of service.

At this time, visual inspection for torque-tube cracking is not possible while the rotor is assembled. However, Cloyd said a method is under development. This would benefit users because after initiation, crack propagation is slow. It is followed by rapidly progressing high-cycle fatigue and failure. Thus early crack detection would allow for outage planning and parts acquisition before a vibration event.

A few technical solutions mentioned by Cloyd were rotor replacement (exchanging with a new or refurbished rotor), in-kind torque-tube replacement, and an upgrade option. The last includes a replacement torque tube with additional thickness where cracks have occurred and with a bolted air separator (elimination of the spring-loaded goose-neck design).

Cloyd is a fountain of information. There were several other parts to his presentation of considerable value to users—including a CRI planning checklist, a list of recommended pre-CRI inspections, photos of historical rotor findings, turning-gear wear and corrosion-prevention options, etc. This presentation is too good not to have a copy of.

Jim Kelleher, director of turbine and generator repairs, presented on the company’s new turbine and generator repair group, with facilities in Savannah, St. Louis, and Houston. He quickly reviewed the company’s onsite and shop capabilities and then focused on generator inspection, testing, and aftermarket solutions. The new organization combines the talents of both MHPS and MD&A to repair and provide parts for generators supplied by MELCO (Mitsubishi), Hitachi, GE, Alstom, Westinghouse (read Aeropac), Toshiba, and Brush.

He spoke to the “technical differentiators” in both generator inspection and repair services that Kelleher said put the greater MHPS organization ahead of the competition. An example was the company’s new High Heat Transmission (HHT) insulation system on stator bars, which provides enhanced heat-transfer properties that lower stator-bar operating temperatures by 7% to 10%. Kelleher recalled the “Rule of 10”: Life of electrical insulation is reduced by half for each rise of 10 deg C in insulation average temperature.

The technical solutions presented were aimed at helping users better plan for outages and extend service intervals.

Matt McGough, product line manager, took attendees on a tour of the company’s Orlando Repair Center (where it performs gas-turbine component repairs), covering capabilities, manufacturing and repair processes, specialized tooling, design improvements, etc. You can see the highlight reel at your desk by accessing McGough’s presentation in the conference archives at 501f.users-groups.com.

He said the following are key “differentiators” that favor MHPS in the contractor selection process:

  • Extensive operating history and validated repair techniques—including heat treatments, tooling, inspection, and coatings.

  • OEM design authority onsite to respond to fleet issues with developed proven repair criteria.

  • One-stop overhaul shop offering OEM quality at competitive pricing.

Paul Richmond, strategic parts manager. “Parts Strategy to Reduce Lifecycle Costs” is a presentation you should access if adding MHPS to your bidder’s list for aftermarket services. Richmond reviewed the company’s process for bid evaluation and proposal creation, offered current trends in repair classification and fallout, and presented MHPS’ strategy for reducing lifecycle maintenance cost.


Frame Owner Shantanu Natu did the heavy lifting for Siemens with a crisp, informative presentation on the SGT6-5000F (a/k/a 501F) product line hitting the following core interest areas of attendees:

  • Interval extension.

  • Performance upgrades.

  • Rotor upgrades.

  • Exhaust options.

  • Turndown technologies.

Natu’s presentation filled about half of the two-hour Siemens session. He was followed by Andy Media who spoke on repair technology developments, Adi Srinivasan on digital products, Jeff Williams on field-service developments, and Galen George on controls and digitalization. Learn more about the full suite of Siemens capabilities here.

Readers are encouraged to access the presentations, Natu’s in particular, on the user group’s website at 501f.users-groups.com. There is a tremendous amount of material of value to owner/operators in the well-organized slides. Natu’s focus on the upgrade options available for each model in the fleet—especially the F (introduced in 1993), FC+ (1996), FD1 (2000), FD2 (2001), and FD3 (2005)—can make these machines more competitive in the increasingly challenged fuel-fired segment of the industry.

Natu also covered the F4, F5, and F5ee engines and their experiences with the technology advancements introduced between 2009 and 2017 and now offered to the earlier models where applicable. Your participation in the 2018 meeting of the 501F Users Group meeting Feb 25 to Mar 1 at the Hyatt Regency Grand Cypress will be more productive if you can make time to review this material beforehand and write down questions to ask both the OEM’s engineering team and user colleagues with first-hand experience.

For the record, there are 275 501F-FD3 machines in the worldwide fleet (nearly two-thirds of those FD2s) and well over a hundred 5000F(4)-5000F(5ee) engines. Some of the upgrades covered by Natu also are applicable to the Mitsubishi 501F fleet, which is about one-fifth the size of the Siemens fleet globally.

Key takeaways from the presentation include the following:

Interval extension products for hot-gas-path (HGP) components in engines with advanced ULN (ultra low NOx), advanced DLN (dry low NOx), and DLN 1.1 combustion systems are available and expected to run 33k equivalent baseload hours (EBH) or 1200 equivalent starts (ES) between overhauls—for example, from installation to the first HGP inspection and from it to the first major. Combustion inspections have been eliminated.

Slides dedicated to each combustion system describe features of major components—baskets, pilot nozzle, support housing, transitions, transition seals, and R1 vanes—that enable the interval extension and performance improvement. To illustrate: For the advanced ULN system, baskets have two rows of resonators, offer resonator-ring durability, and feature an improved spring-clip coating.

If you take the time to retrieve and review Natu’s slides you’ll also see how many engines are operating with the various improvements. For example, there were 54 machines in the F, G, and H fleets operating with the advanced ULN combustion system when he presented in February; another 19 were in the queue at that time. Personnel from some of these plants will be at the 2018 meeting, giving you the opportunity to get details on installation and performance direct from colleagues.

The advanced ULN combustion system can restrict NOx emissions to less than 9 ppm at the exhaust manifold without water injection and do that 90 deg F above the standard FD2 firing temperature to improve performance. The DLN 1.1 is capable of restricting NOx emissions to 25 ppm while operating at a firing temperature 20 deg F above that of a standard 501FD2; the advanced DLN also holds NOx to 25 ppm, but while firing 70 deg F higher than the FD2.

Natu went on to discuss many thermal-performance upgrade options for F-class frames. For example, with an advanced DLN or ULN combustion system, improvements in blades, vanes, exhaust system, and rotor can maximize your return by extracting another 31 MW from the base FD2 engine while reducing heat rate by more than 600 Btu/kWh. Significant improvements also can be realized for FD3 machines—as much as 16 MW more output with a heat-rate benefit of nearly 240 Btu/kWh.

Technology advancements offered by the FD6 rotor as a replacement for FD2 and FD3 rotors were said to include materials changes to improve yield, creep, and fracture properties. New compressor tie bolts and nuts and elimination of the air separator contribute to higher reliability and performance.

Exhaust system. It seems no 501F discussion is complete without coverage of improvements to correct shortcomings in the design of the original Westinghouse exhaust cylinder and exhaust manifold. Three participants, including Siemens, spent meaningful podium time to extoll the virtues of their designs, especially service durability.

Natu presented two options to attendees—a single-piece exhaust (SPEX) for models FD3 and above, and an advanced two-piece exhaust for FD2 and earlier models. The former was cited for its thermal performance improvements; the latter is a drop-in replacement to maintain the existing turbine cylinder and manifold interface.

Turndown to low load while still maintaining less than 10 ppm CO emissions is an important consideration for owner/operators today. The first Siemens product—low-load turn down (LLTD), Version 1—has been validated to 50% rated output the group was told. About 30 units are so equipped. Version 2, installed on eight units at the time of the meeting, has advanced logic to accommodate turndown to 30% to 35% load. Natu put up a slide to illustrate piping arrangements for both versions, the system for V2 obviously more complex.

An engineering and financial analysis of both versions as they pertain to your plant and its operating profile is recommended. While both offer a part-load heat-rate benefit, being able to operate down to about one-third rated output, rather than one-half, may extend the life of hardware by allowing the plant to continue in operation at low load rather than debit the fatigue bank account by shutting down and cycling.

Also, V2 requires an inlet heating system which would benefit the engine by reducing the potential for ice formation and possible downstream damage.


Given the high level of interest in the condition of rotors in ageing fleets like the 501F (engine models up through the FD3), Billy Bottera, manager of gas-turbine rotors for Sulzer Turbo Services Houston Inc, was invited to participate in a closed user session and update owner/operators on the company’s capabilities and experience. More than half of the presentation focused on the rotor—some slides having details on dimensions, materials, numbers of components, etc, that owner/operators often scurry to find when they don’t have access to O&M manuals.

Bottera began with foundational information: He called it “Anatomy of the 501F rotor.” Did you know a 501F rotor weighed 54 tons with its 1193 compressor blades and 334 turbine blades installed? Learn more by accessing the presentation or reviewing CCJ’s article on the subject.

Next, the speaker walked attendees through the company’s rotor-shop capabilities—his area of expertise—describing as-received inspection, de-stacking procedures, NDE, balancing, weld repair options, machine tools, special inspections to check air-baffle condition and curvic contact, etc.

Judging by facial expressions, the section of Bottera’s presentation on rotor issues, causes, and solutions held the attention of virtually all participants. Here are the problems he discussed:

  • Broken interference, alignment fit on the forward stub, which is conducive to high rotor runouts and severe vibration. In the example the speaker gave, the unit shut down on high vibration; inspection revealed runouts up to 18 mils. The register fit on the forward stub was found broken off—completely. A repair was engineered and the damaged fit was machined out to accept an insert. The bushing was installed with interference and then machined to final size to accommodate correct interference to the adjacent wheel.

  • Fretted/worn air baffles between turbine wheels. Cause: Anti-rotation tabs/pins wear and/or break off, allowing the air baffles to rotate and wear; in extreme cases, they can liberate and damage the turbine. The standard Sulzer fix, which requires disassembly: Manufacture air baffles and modify anti-rotation slots to accommodate more robust anti-rotation tabs. A field modification also is possible using a different approach. Pictures are available in the presentation.

  • Compressor locking-key wear and fatigue. This condition must be addressed before key liberation causes blade liberation and severe damage to the compressor. Periodic inspection of the locking keys is recommended. Bottera said that Sulzer has improved the design of the locking keys, allowing for a more robust tab.

  • Insufficient air-separator crush to the R1 turbine wheel. This is conducive to fretting of the air separator against the wheel; failure in extreme cases. Bottera spoke about inspections and repair options to mitigate this issue.

  • Compressor through-bolt failure. This was a hot topic a few years ago; you can research the history at www.ccj-online.com by using the search function on the home page. Sulzer and several others providing aftermarket services for the 501F have redesigned the forward compressor nuts, and through bolts, to mitigate the risk of fastener liberation.

Bottera mentioned a Sulzer best practice with regard to field work. He noted that 501F compressor and turbine blades frequently are replaced in the field. Sulzer typically coats the compressor section to mitigate pitting and facilitate blade replacement. Once the rotor is coated, weighed and sequenced, blade sets are installed in progressive fashion. When fully bladed, balance is trimmed and a six-point residual unbalance check is performed.

The best practice comes in when blades are supplied by others. Bottera recommended that these airfoils be moment-weighed by Sulzer so there’s no possibility of having to remove blades again to balance the machine. The added cautionary step can save outage time and money. 


A valuable component of the upcoming 501F Users Group conference is the Vendorama program, scheduled for the first day of the meeting ahead of the vendor fair. It gives attendees access to live presentations by dozens of products/services providers offering O&M solutions.

At the 2017 conference, 37 companies made 41 technical presentations ranging from 30 to 50 minutes each to bring users up-to-date on proven technologies of interest to the 501F community. The program matrix—seven time slots in each of six rooms, running from 9:30 a.m. to 4:00 p.m.—allowed each attendee to participate in up to seven presentations vetted for technical content by the organization’s all-volunteer steering committee.

The accompanying sidebar illustrates the diversity of subject matter provided in the Vendorama program. Several presentations summarized below provide perspective on the quality of the information disseminated. Discussion on some of these topics is unique to the 501F Users Group annual conference and another good reason to sign up for the 2018 meeting today.

Owner/operators of 501F gas turbines can access presentations identified in the sidebar by dialing up the organization’s website and clicking on “Conference Materials.” Since you must be a registered user to get this information, there may be an additional registration step if you’re not an active member. There is no registration fee.

Improving back-up liquid-fuel-system reliability, JASC.

Reliable operation of dual-fuel gas turbines on oil demands that owner/operators protect against coking of oil in fuel-system valves and piping. Active cooling is one solution available to users for assuring both reliable starts on liquid fuel and reliable fuel transfers from gas to oil.

“Cool valves, piping improve engine reliability when called to burn oil,” discusses several cooling options offered by JASC. One of these, the so-called “thermal clamp,” was introduced as that article was in preparation. Early results available from the first commercial installation point to success both in protecting against coking and eliminating the need for “verification” firing of oil monthly to confirm liquid-fuel system reliability.

With the company’s latest system configuration consisting of rerouting fuel piping, incorporation of heat-sink clamps to keep fuel lines cool, water-cooled fuel controls, and component connections which don’t use O-rings, JASC now offers the capability of running on liquid fuel at semi-annual intervals, or longer, without sacrificing back-up liquid-fuel system reliability.

In the first test of this latest configuration, a 7F gas turbine operated on liquid fuel during commissioning of its fuel-system upgrade in April 2016. The unit operated exclusively on natural gas over the next nine months, burning oil only during the second week of January 2017. The turbine started and operated on liquid fuel without incident.

A typical F-class unit needing to confirm oil firing capability would have paid approximately $30,000 each month the test was conducted. Thus, not having to run tests for nine months after the upgrade was completed saved about a quarter of a million dollars.

Next generation turbine insulation, ARNOLD Group USA LLC.

ARNOLD Group’s single-layer insulation system was said to be state-of-the-art technology capable of solving all known insulation-related problems associated with the operation and maintenance gas and steam turbines.

During operation, it enables users to decrease compartment temperatures significantly—by more than 50% in some cases—while decreasing fuel consumption and increasing power production. During maintenance activities it reduces outage time and related cost because there are fewer blankets to remove, repair, and replace. Plus, less local insulation labor and less scaffolding are required for outages.

ARNOLD’s Pierre Ansmann said the company guarantees reuse of its insulation system for 15 outages without a decrease in efficiency.

Advanced repair processes for 501F vanes, Sulzer Turbo Services Houston Inc .

First half of the presentation was dedicated to the primary failure modes of 501F vanes (oxidation, thermal distortion, and thermomechanical fatigue), focusing on oxidation. Recall that the degree of oxidation depends on temperature and time, the former controlled by the cooling scheme, explained with a series of excellent drawings.

Laredo Womack, operations manager for the company’s Component Div, said the weakest links in the cooling chain described were the leading-edge air dam and the inner pressure pan/bathtub. Failures generally are caused by a loss of cooling air to the showerhead on the leading edge and/or to the pin fin cooling on the trailing edge. Photos illustrated typical damage.

After passing mention of conventional repair processes (solution, blend, jacking, welding, stress relief, machining), Womack dug into advanced repairs—coupon replacement, core-plug guide replacement, and brazing (wide gap, narrow gap, and preform, or slump, if you prefer). Unfamiliar with slump brazing? It is a method for repairing highly contoured areas on airfoils that have become too thin. It’s benefit: Extend vane life at optimal time and cost.

Drawings detailed how vanes are sectioned for coupon repairs, photos illustrated the repair process—coupon fitting, bracing, throat check, plating, welding, NDT, and re-establishment of cooling holes.

Guidelines for inlet filter selection, CLARCOR Industrial Air Inc.

An important takeaway from the presentation’s first dozen slides was that poor air filtration accounts for approximately 60% to 80% of overall GT losses. That statement alone was incentive to listen to Dan Burch, who reinforced his presence by way of example: An F-class gas turbine operating 8000 hours annually and selling power at $50/MWh pays a penalty of about a quarter of a million dollars for every 1 in. H2O increase in pressure drop across the inlet air system. The obvious message: Dirty filters can cost you big time.

Following an overview of filter ratings and typical industry tests, he suggested several other tests you should ask prospective vendors to conduct on their products to enable an informed buying decision, including these:

  • Dust and salt removal efficiency.

  • Humidity, mist, and fog testing.

  • Burst tests, both wet and dry.

  • Dust holding capability.

  • Rough handling testing.

  • Hydrophobic performance with loading.

  • Temperature-extreme suitability.

  • Gasket testing.

  • Overall performance (beta site trials and mobile test rigs).

Burch then conducted a side-by-side comparison of HEPA filters made of microfiber glass media and ones made with a layer of d-PTFE membrane. He concluded the former as better able to handle the moisture than the latter.

Online transformer oil conditioning, C C Jensen Inc.

Transformer oil conditioning was only part of Axel Wegner’s presentation, which also covered in overview fashion the conditioning of steam- and gas-turbine lube oil, control fluids, cooling-tower fan gear oil, and diesel fuel in storage.

The last was a new entry in the conditioning playbook for powerplant oils. Most users are familiar with treatments for lube and control oils, but the conditioning of diesel oil at a dual-fuel plant was unknown to many. At the plant Wegner described, one equipped with a nominal 1-million-gal storage tank, the gas-supply failure plan called for running gas turbines for three to five days three times annually.

The oil was not up to the quality required for GT use and the plant had no choice but to remove water, microbial contamination, and particulates from the fuel before burning it. Using a filtration system similar to that used by C C Jensen for turbine oil was a viable solution. In only one pass through the filter, water content was reduced from 702 to 71 ppm (1500 liters of water removed from the oil), 2-micron particle contamination was reduced from 28,860 to 17,041, and sodium and potassium levels were reduced below recommended levels.

Oil sampling: Particle counting, Hy-Pro Filtration.

Selecting a sample port for trending particle count was the focus of this presentation, which is recommended viewing (by the editors) for anyone responsible for oil sampling, because of its practical approach and level of detail.

The main point is that you can acquire an oil sample to check fluid health and chemistry (acid number, viscosity, additive package condition, dissolved metals, water, oxidation) from virtually any location in the system. However, locations for trending particle count are limited. The two recommended were at the lube-oil pump outlet upstream first filter assembly and from the reservoir cooling a polishing loop upstream filter assembly.

Location of the sample port is important, too, with the middle 50% of the pipe the optimum. Several slides describing placement are a “how to” for those who have not performed this task previously. A couple of case studies with charts of sample data were provided.

Benefits of maximum access for borescope inspections, Advanced Turbine Support LLC.

This is a must-view presentation because the story is told in pictures illustrating the level of detail possible for accurate damage assessment when adequate access is provided for borescope inspections. A few of the many components shown include the following: inlet-strut cracking, compressor impact damage, locking-key wear, aft movement of compressor blades, diaphragm wear buttons, hook-fit wear measurement, missing tie wire in the combustion section, cracks in rocket swirler supports, turbine-blade platform cracks, etc.

Separate sections of the presentation covered the following:

  • Exhaust-strut inspections—visual damage assessment, dimensional checks, liquid-penetrant and phased-array inspections of welds—made possible by access gained through the exhaust duct.

  • Compressor spindle bolt in-situ inspection using advanced phased array. Sectoral image and waveform scans illustrate the power of the technique.

Lifecycle cost considerations for GT inlet filtration systems, Camfil Power Systems.

The lifecycle cost analysis provided for a high-efficiency, medium-velocity air filtration system incorporating weather hood, turning vanes, pre-filter (F6, F7), and final filter (F9, E10) illustrates how you might perform an in-house analysis to aid management decisions.

Inputs to the equations provided include gas-turbine capacity, revenue from power produced, cost of fuel, cost of downtime, frequency and cost of compressor washes, and filtration costs—including disposal fees.

The case study profiled considered lifetime costs (replacement filters, etc) and identified key cost drivers. The summary chart of results in this instance showed a financial benefit for using a pre-filter and E10 final filter over an H14.

501F turbine update, Emerson Automation Solutions.

Tom Zuvlis spent his time at the front of the room discussing strategies to optimize the performance of 501F-powered combined cycles equipped with Ovation control systems. He focused on a suite of advanced applications that individually, or in various combinations, can achieve the following:

  • Reduce fuel use on cold starts and on warm and hot transitions.

  • Improve startup consistency and ensure on-time breaker closure.

  • Reduce plant chemical consumption.

  • Improve shutdown procedures to bottle-up the unit for fast, efficient restart.

  • Reduce metal fatigue.

  • Improve overall plant reliability.

Aeropak I and II stator rewind preparedness, AGTServices Inc.

When you think your generator rewind project is well-planned, that’s when to access Jamie Clark’s presentation and go through his 40-plus slides to identify what you’ve forgotten. This presentation is a checklist which may be worth its weight in gold to anyone lacking rewind experience. Even if you sat in on Clark’s presentation you likely couldn’t take notes fast enough take down all the best practices and lessons learned.

The first slide confirms why you’re considering a stator rewind: the effects of age, increase output, design deficiency, or winding damage, etc. Several photos serve as a wake-up call, illustrating insulation breakdown experienced by others. Next slide: A list of general outage considerations—including plant configuration, other shaft-line work planned, stator design, laydown space, crane availability, etc.

Then comes the nitty-gritty, slide after slide. A couple of examples to encourage viewing of the presentation:

  • Sure, you have lots of space, but it’s outdoors. Where do you store your field? Significant planning/logistics are required to provide sufficient environmental/ambient protection, FME, etc.

  • Most combined cycles require “working at height.” This can present logistical challenges for field removal. Are there axial impediments to crane access to the field? Many units have buss work running axially out of the collector end, adding to disassembly work, etc.

  • The field removal “platform” may become your “dance floor” for the rewind. But some additional costs (such as equipment rental charges) may offset the perceived benefits and saving from less scaffolding, etc.

Outage preparation and conduct, TOPS LLC.

Toby Wooster began his presentation positing that the natural flow of an outage can be disrupted, enhanced, degraded, empowered, or destroyed by a number of factors. History and systematic study, he said, can identify elements that can change an outage in both duration and quality.

Safety is intertwined in the culture an outage takes on and can be controlled when proper steps are taken. The flow of safety, as in quality, can be affected by constructive and proactive practices. To control outage flow by cultural improvements, you must first identify the key elements of cultural change.

Wooster identified some positive ways to improve outage flow that are both simple and direct. He said that the nature of man stays the same; therefore, by identifying and targeting positive change in outage culture you can implement practices that save time and money, and prevent accidents.

Owner/operators typically want the same thing, he noted: A safe outage that restores the unit to like-new condition while saving as much money and time as possible. Some simple actions taken can accomplish these goals. A couple of positive cultural changes the speaker suggested are these:

  • Safety pause. Take a couple of moments to think about what you’re going to do before you do it. Sounds simple, but by weighing the consequences of every action you can eliminate accidents.

  • Attitude—honor up, honor down, honor all around. Every person involved in an outage is a stakeholder in the outage outcome. By honoring others, outage culture will change for the better and healthy input will occur while positive feelings drive the outage to an early completion.

2017 Vendorama presentations

The 37 companies listed below made the presentations in italics at the 2017 conference of the 501F Users Group. Those identified in color are CCJ business partners; you can learn more about who to contact and the products and services they offer by clicking on their custom CCJ page. Users can access all the presentations here.

AAF International,  HEPA filtration and the issue of corrosion

Advanced Turbine Support LLC, Benefits of maximum access for borescope inspections

AGTServices Inc, Aeropak I and II stator rewind preparedness

Allied Power Group, 501FD2/3 Row 4 turbine-blade repair quality

Alta Solutions Inc, Next generation vibration protection systems

American Chemical Technologies Inc, Eliminating varnish in GT systems

Arnold Group USA LLC, Next generation turbine insulation

Brace Integrated Services Inc, Best practices: Freeze protection and winterization programs

Camfil Power Systems, Lifecycle cost considerations for GT inlet filtration systems

C C Jensen Inc, Online transformer oil conditioning

CLARCOR Industrial Air Inc, Guidelines of inlet filter selection

Coverflex Manufacturing Inc, Coverflex exhaust wall seal

Crown Electric Engineering & Manufacturing LLC, Circular non-seg bus duct

EagleBurgmann Expansion Joint Solutions, New expansion-joint design for 501F turbine exhaust

Emerson Automation Solutions, 501F turbine update

Frenzelit North America Inc, CT exhaust expansion joints and penetration seals

GE, Innovative 501F repair capability; Pressure wave technology for HRSG cleaning

Hy-Pro Filtration, Oil sampling: Particle counting

Industrial Air Flow Dynamics Inc, Expansion-joint failures and cracking RCA review

Intertek Group plc, Asset performance management tool for combined cycles

JASC, Improving back-up liquid-fuel-system reliability

Lectrodryer LLC, Generator auxiliary upgrades with emphasis on hydrogen safety

Mee Industries Inc, Maintaining/upgrading inlet-air fogging systems

Mitsubishi Hitachi Power Systems Americas Inc, Parts strategy to reduce lifecycle cost; Turbine section component repair

National Breaker Services, Switchgear life extension

National Electric Coil, What maintenance matters?

Nederman Pneumafil, Dealing with moisture for air-inlet filtration technology

Parker Hannifin Corp, Simplifying GT piping and tubing connections

Peerless Manufacturing Co, Advancements in SCR technology

Pioneer Motor Bearing Co, Fluid-film bearings

PowerPHASE LLC, 8000-hr parts life extension on a 501F using dry-air injection

PSM, Ansaldo Energia Group, PSM controls capabilities for 501F

SETPOINT™, Intelligent sampling and storage of vibration waveforms

Sulzer Turbo Services Houston Inc, Advanced repair processes for 501F vanes

SVI Dynamics, Common problems with CT exhaust liner and silencer systems

Tetra Engineering Group Inc, Impact of creep-fatigue cracking in Grade 91 pressure parts

TOPS LLC, Outage preparation