Rolls Royce Automobile 1004227 User Guide

Design Evolution, Reliability and Durability of  
Rolls-Royce Aero-Derivative Combustion Turbines  
Pedigree Matrices, Volume 6  
1004227  
Effective December 6, 2006, this report has been made publicly available in accordance with Section 734.3(b)  
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embedded in the document prior to publication.  
 
Design Evolution, Reliability and  
Durability of Rolls-Royce  
Aero-Derivative Combustion  
Turbines  
Pedigree Matrices, Volume 6  
1004227  
Technical Update, March 2006  
EPRI Project Manager  
D. Grace  
ELECTRIC POWER RESEARCH INSTITUTE  
3420 Hillview Avenue, Palo Alto, California 94304-1395 PO Box 10412, Palo Alto, California 94303-0813 USA  
800.313.3774 650.855.2121 [email protected] www.epri.com  
 
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CITATIONS  
This report was prepared by  
Electric Power Research Institute  
3420 Hillview Avenue  
Palo Alto, CA 94304  
Principal Investigator  
D. Grace  
This report describes research sponsored by the Electric Power Research Institute (EPRI).  
The report is a corporate document that should be cited in the literature in the following manner:  
Design Evolution, Reliability and Durability of Rolls-Royce Aero-Derivative Combustion  
Turbines: Pedigree Matrices, Volume 6, EPRI, Palo Alto, CA: 2006. 1004227.  
iii  
 
 
PRODUCT DESCRIPTION  
Competitive pressures are driving power generators to exploit aviation combustion turbine  
technology to create more efficient and powerful generation plants at lower cost. However, the  
use of aero-derivative combustion turbines (third generation or "next generation") carry a degree  
of technical risk because technologies incorporated into their design push them to the edge of the  
envelope. This report reviews the design evolution and experience base of advanced Rolls-Royce  
aero-derivative combustion turbines in a comprehensive format, which facilitates an assessment  
of the technical risks involved in operating these high-technology combustion turbines. In  
addition, a quantitative analysis-or reliability, availability, and maintainability (RAM)  
assessment-is made for Rolls-Royce’s Avon, RB211 and Trent aeroderivative engines.  
Results & Findings  
Elements of aero-derivative technology developed in the 1970s form the basic design foundation  
of the aero-derivative type machines of today. These designs have been refined over time to  
provide proven, reliable, and maintainable designs while allowing the users the maximum degree  
of flexibility in plant designs or configurations. The aero-derivative's greatest asset is its  
modularity. With complete interchangeability of like modules and line-replaceable components,  
it relies on a maintenance philosophy called "repair by replacement.” High performance, high  
efficiency aero-derivatives are also fast starting and tolerant to cycling, characteristics that make  
them suitable for peaking power and distributed generation applications. There are some generic  
long-term problems associated with aero-derivatives, however, including bearings and seals that  
require monitoring and conditioning equipment, Dry Low Emissions (DLE) combustion systems  
that need refinement, and compressors sensitive to stall or surge.  
The ultimate result of this report is a concise presentation of the design evolution of Rolls-Royce  
combustion turbines in the form of a pedigree matrix that allows risk to be assessed. The  
pedigree matrices identify design trends across all of a manufacturer's products that can be  
categorized as low, medium, or high risk. Some of the trends identified as high risk include (1)  
single crystal alloys and complex cooling schemes, (2) DLE combustion systems, and (3)  
proprietary Thermal Barrier Coatings (TBCs) and bond coatings exclusive to industrial turbine  
applications. Experience information includes site listings, O&M issues, and RAM-Durability  
fleet data to provide a comprehensive assessment of model maturity.  
Challenges & Objectives  
Adapting aviation combustion turbine technology to power generation allows power companies  
to benefit from development efforts and costs already absorbed by commercial and military  
development programs. Computer-aided engineering and design programs and computer-aided  
manufacturing programs make it possible to rapidly develop and produce new turbines.  
However, this increased rate of change has increased the potential risk of new product  
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introductions as design changes go from the ‘drawing boards’ into production testing at a  
customer’s site early in the learning curve. The absence of long-term experience with the  
technology raises issues of reliability and durability. For specific models and components,  
chronic durability problems could result in insurability issues potentially undermining a project’s  
financial structure.  
Applications, Values & Use  
This report, along with EPRI’s previously published design evaluations for GE aero-derivative  
combustion turbines (EPRI report 1004220) and Pratt and Whitney aero-derivative combustion  
turbines (EPRI report 1004222), provide a context for the risk assessment of currently available  
aero-derived combustion turbine designs for power generation. This information is essential  
background to generation planning and equipment procurement decisions. Aero-derivative  
machines have been of particular interest due to their inherently short construction schedules,  
fast startup times, and ease of maintenance, particularly in simple cycle configuration for  
peaking and distributed generation service.  
EPRI Perspective  
To help project developers, owners and operators manage the risks of new combustion turbine  
technologies, the durability surveillance report series supported by the EPRI New CT/Combined  
Cycle Design and Risk Mitigation Program provides a structured context for understanding  
design changes that drive these risks and related life cycle O&M costs. This information fully  
complements a machine selection process heavily based on first cost, efficiency, and delivery  
schedule. The multi-volume report series, along with regular updates, covers heavy-frame and  
aero-derivative turbine product lines manufactured by ALSTOM, General Electric, Pratt &  
Whitney, Rolls-Royce, Siemens Power Generation, and Mitsubishi Power Systems.  
Approach  
The project team reviewed the design characteristics of the Rolls-Royce aero-derivative  
combustion turbine product lines (RB211, RB211 Uprate, and the Trent) to assess the technical  
risk associated with these advanced technology combustion turbine designs. Information was  
drawn from operations data and directly from the owners of machine fleet leaders operating in  
peaking, cycling or baseload service. The resulting pedigree matrix supplemented with reported  
experience consolidates information for each combustion turbine model into a format that allows  
the reliability status of the machines to be reviewed and major design changes or areas of  
potential risk to be evaluated. In addition, the team determined RAM statistics from the fleet of  
engines reporting to the Operational Reliability Analysis Program (ORAP) database.  
Keywords  
Combustion Turbines  
Aero-Derivative Gas Turbines  
Reliability  
Durability  
Risk Assessment  
vi  
 
ACKNOWLEDGMENTS  
Thanks to Ted Gaudette (formerly of Strategic Power Systems, Inc.) and to Ian Langham of Ian  
Langham & Associates Inc. for preparing the original report in 2002. Thanks to Rolls-Royce for  
welcoming EPRI attendance at the Turbine Operator’s Conference in Houston in 2005. Thanks  
to Dale Paul and Bob Steele at Strategic Power Systems, Inc. for providing current reliability  
statistics for the Rolls-Royce engines reporting to the ORAP database.  
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CONTENTS  
Applied Aero Technology Trends Directly Transferred to Industrial Combustion  
Advanced Aero Technology Trends Transferred to Industrial Combustion Turbines:  
Medium to High Risk ........................................................................................................1-4  
Independently Developed Technology Applied to Industrial Combustion Turbines:  
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LIST OF TABLES  
Table 2-1 Pedigree Matrix: Rolls-Royce RB211-6562, RB211-6761, Trent 60 (DLE and  
Table A-1 Listing of Known Issues for Rolls-Royce Units......................................................... A-1  
Table D-1 RB211 Sites ............................................................................................................. D-2  
Table D-2 Trent Sites................................................................................................................ D-4  
Table D-3 Avon Sites................................................................................................................ D-5  
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INTRODUCTION  
The power generation market place and the combustion turbine market in particular are evolving  
at an ever-increasing pace. Market forces are driving the introduction of new technologies and  
advanced combustion turbines designs. The introduction of these technologies inherently  
involves risk. The economic pressure of a market moving towards deregulation intensifies this  
risk of new technologies. Whereas in the past new products were gradually introduced into the  
market, the demands of competing in an open market have driven the pace of incorporating new  
technologies to improve profitability on a $/kW basis. The intent of this report is to allow a  
qualitative assessment of the risks involved in the use of these new technologies to be made.  
In reviewing the available information on the designs of the heavy-duty combustion turbines,  
several immediate observations can be drawn on the progression and evolution of the  
combustion turbine over the last several decades. The economic pressures in the market place  
have driven the pace of incorporation of military and commercial aviation combustion turbine  
technology (e.g. single crystal turbine blades) into the power generation market. This increased  
rate of design changes has also increased the potential risk of the new product introductions.  
This increased risk is incurred for several reasons but is primarily attributed to going from the  
‘drawing boards’ into production testing at a customer’s site early in the learning curve before  
the design changes have been fully tested and proven over time.  
In the past, the rate of incorporation of military and commercial aviation combustion turbine  
technology into industrial combustion turbines was slow due to limited production schedules  
(compared to military or commercial aviation) and largely limited to the under 50 MW class of  
industrial aeroderivative combustion turbines. In recent years, this technology is being  
incorporated into the new generation frame machines to create more efficient and powerful  
plants at lower costs by:  
Taking advantage of the development efforts and costs initially absorbed by the commercial  
and military development programs  
Availability of computer-aided engineering and design programs (CAE/CAD)  
Computer-aided manufacturing programs (CAM), and the current worldwide manufacturing  
capability  
The advanced frame machines being produced today and the future Advanced Turbine System  
(ATS) machines sponsored by the U.S. Department of Energy are blending these technologies  
more quickly and producing hybrid combustion turbines with frame technologies, aero designed  
flow paths, aero designed cooling technologies, and industrial designed low NOx combustion  
systems. The advanced industrial machines have even surpassed the military and commercial  
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turbines in combustion technology with dry low NOx and CO levels that are several orders of  
magnitude lower and meet land based pollution requirements in many geographic areas.  
The enabling technology of today’s advanced frame machines lies with the computer codes and  
manufacturing processes developed by the aviation combustion turbine industry. The application  
of these processes is inevitable under the pressure of the power generation industry to produce  
power at low cost with maximum efficiency, reliability, and availability.  
The power generation combustion turbines have different operating demands than the aviation  
combustion turbines and the designers and developers have programs in place to advance the  
technology beyond the aviation programs. Manufacturers have extended the technology to more  
advanced industrial thermal barrier coatings (TBCs), oxidation resistant coatings, bond coat  
technologies, large size single crystal blade and vane manufacturing processes, single digit dry  
low NOx combustion systems, and integrated electronic digital control systems handling more  
than 4800 I/Os.  
The trends by all the major manufacturers are similar with the adoption of the aviation  
technology into the flow paths, with corresponding advances in materials, cooling schemes,  
coatings, and clearance control. The basic approach, inherent in each manufacturer’s design  
philosophy, is evident in their general combustion turbine designs (rotors, combustion systems,  
and proprietary technology) but the general trend to higher firing temperatures, pressure ratios,  
efficiency, low emissions, reliability (99%), and availability (96%) goals is similar. The overall  
approach to compete worldwide is based on cost per MW. Supporting the supplied equipment  
with long term maintenance contracts is the internal corporate incentive to provide reliable  
equipment and designs. With the merging of companies and aviation and industrial technologies  
to maintain competitiveness, the large frame combustion turbines are ‘hybrids’ absorbing  
technology that previously lagged by a decade before incorporation into industrial turbines. The  
industrial aero-derivative and some advanced frame combustion turbines are to the point of being  
the leading edge of technology in the overall combustion turbine environment in terms of  
efficiency, emissions, and advanced technology.  
This strategy by the manufacturers is propelled in large part by advanced combustion turbines  
becoming the “only game in town” due to the current worldwide disfavor with nuclear and fossil  
boiler plants. The requirement to provide sited power quickly and cost effectively, with  
guarantees, is pushing these technologies forward at a rapid pace.  
In order to understand the risk associated with new product introductions, the changes in the new  
products must first be understood. The design evolution of these machines have been reviewed  
and incorporated in a Pedigree Matrix. The pedigree matrix consolidates information for  
selected combustion turbine models into a format that allows the design evolution of the  
advanced machines to be reviewed and major design changes or areas of potential risk to be  
evaluated.  
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Risk Trends  
Based upon the review of the designs from all of the manufacturers, several trends are readily  
apparent. These trends in the development of advanced designs involve incorporation of current  
industrial combustion turbine technology, transfer of aircraft engine technology to industrial  
combustion turbines, and new technologies developed specifically for industrial combustion  
turbines. The subsections below discuss these trends in general terms and categorize the trends  
in terms of relative risk (Low Medium, or High).  
Current Technology Trends Related to Industrial Combustion Turbines: Low Risk  
Elements of aero-derivative class technology developed in the 1970s form the basic design  
foundation of the aero-derivative type machines of today. These designs have been refined over  
time to provide proven, reliable, and maintainable designs while allowing the users the  
maximum degree of flexibility in plant designs or configurations. These design trends, which  
can be considered relatively low risk with respect to product reliability, include:  
High Degree of Modularity and Interchangeability  
Flight engine heritage provides for modular construction with separate sections completely  
interchangeable with other like modules.  
Compact size allows for ease of maintenance and allows for easy removal in sections or in its  
entirety with relatively common tools.  
Bolted on accessories and on-engine instrumentation that is accessible and designed for ease  
of removal and replacement.  
High degree of commonality with the flight engine to retain durability gains of proven  
hardware and retain lower costs due to higher production rates.  
Pre-tested packaged power units with small foot print for multiple units per site  
Fast starting and loading with tolerances to cycling duty.  
Easily adapted to cogeneration and combined cycle configurations.  
Applied Aero Technology Trends Directly Transferred to Industrial Combustion  
Turbines: Low to Medium Risk  
Technology transfer with minimum risk to industrial aero-derivative and frame type combustion  
turbines based on proven designs from the military/commercial combustion turbine have been  
accomplished with CAE/CAD/CAM programs and analyses. The result is dramatic efficiency  
and airflow performance improvements (e.g. air and gas flow paths) without impacting the  
reliability or availability of the combustion turbine. Variable position compressor vanes have  
contributed to improved part load performance and are desirable for DLE combustion.  
Aerodynamic 2D and 3D designs have improved surge margins, compressor efficiency, and  
general operability ranges. The aero-derivative compressors are sensitive to the occurrence of  
surge and usually require a borescope inspection after a surge occurs to inspect for any  
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abnormality in the flow path. Adoption of proven aviation technology has minimized leakage  
paths and has improved clearance control. These aviation to industrial transfer technology  
trends, which can be considered low to medium risk with respect to product reliability include:  
Advanced compressor designed flow paths  
Controlled diffusion airfoils  
Multiple circular arc airfoils  
Double circular arc airfoils  
2D and 3D aerodynamics  
Variable vanes  
Shrouded stators with improved labyrinth seals  
Increased surge margins  
Exit (outlet) guide vanes  
Active and Passive Clearance and leakage control  
Advanced Aero Technology Trends Transferred to Industrial Combustion  
Turbines: Medium to High Risk  
Hot end technology transferred to industrial turbines with firing temperatures in the  
2300 o - 2600oF (1260o – 1427oC) range has been a challenge because of the duty cycle imposed  
on the land-based turbine. The advanced materials (e.g. single crystal [SC] castings), exotic  
cooling schemes, advanced coatings, and clearance control all had to be scaled to the sizes  
utilized in the larger frame sized combustion turbine. Designing the 3D aerodynamic flow path  
and providing adequate cooling for all the required blade and vane rows without exceeding base  
metal temperature was required while maintaining durability, acceptable stress levels, and  
vibratory characteristics.  
The manufacturing of turbine blades and vanes with single crystal technology and the  
development of appropriate coatings and bond coatings for these materials is a challenge for the  
designers and manufacturers and currently should be classified as medium to high risk due to the  
current level of experience in the field. These advanced aviation to industrial transfer technology  
trends, which can be considered medium to high risk with respect to product reliability include:  
Turbine flow path  
2D and 3D aerodynamics  
Advanced cooling technology*  
Convection cooling schemes  
Impingement cooling schemes  
Film cooling schemes  
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Multi-pass serpentine cooling schemes  
“Shower-head” cooling schemes  
Advanced materials  
Directionally solidified alloys  
Single crystal alloys*  
Low sulfur alloys*  
Advanced coatings  
TBCs*  
Oxidation coatings*  
Clearance and leakage control  
Passive  
Active*  
Abradable shrouds/labyrinth seals  
Brush seals  
* Higher risk technologies  
Independently Developed Technology Applied to Industrial Combustion Turbines:  
Medium to High Risk  
Some technological advances require independent design and development for the conditions  
and environment the land based combustion turbines experience. The exhaust emission  
requirement is a prime example where current regulations require NOx emissions below 25  
ppmv, with an increasing number of locations requiring single digits. The aviation industry has  
not yet addressed this challenge. The duty cycle of the aviation combustion turbine requires  
take-off temperature for 150 to 300 hours total during its overhaul cycle (operational time to  
depot repair) whereas the industrial land based turbine with DLE control, turndown  
requirements, inlet heating, and ambient temperature could conceivably operate at continuous  
rated power and rated firing temperature for the majority of its overhaul cycle. Since the time at  
temperature constraint is greater for the industrial combustion turbine, the TBCs, oxidation  
coatings, bond coatings, and materials must survive in a much harsher environment long-term  
than the commercial aviation equivalent combustion turbine. Reliability and durability of this  
technology is considered medium to high risk because much of the enabling technology has to be  
developed and proven. Existing advanced systems are complex and have yet to be proven for  
long term durability. Blades that have exotic coatings, in some cases, cannot be stripped and  
recoated, thus are non-repairable and may not achieve full design life for the combustion turbine  
design. This results in increased life cycle costs. Steam cooling for the combustion transition  
pieces, vanes, and/or blades is being developed by manufacturer, university and DOE/ATS  
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development programs and is entering commercial use. Advanced industrial technology trends  
which are considered medium to high risk with respect to product reliability include:  
Dry low NOx Combustion systems*  
Cannular and annular designs with multiple fuel injection nozzles  
Exclusive industrial TBCs and bond coatings*  
Exclusive oxidation coatings*  
Closed loop steam cooling systems*  
External cooling air cooling systems  
Closed loop air cooling systems  
Staged combustion for high turndown capability  
*Highest risk technologies  
Rolls-Royce advanced aero technology is being applied to ALSTOM engines under a long-term  
technology transfer agreement (ref. Diesel & Gas Turbine Worldwide April 2002, p. 4). Very  
high temperature technologies, advanced aerodynamics, very high strength/high temperature  
materials and protective coatings will be applied to improve efficiency, power output and  
durability of ALSTOM’s heavy duty combustion turbines. Note that a technology transfer  
agreement was in place with Westinghouse in the early 1990’s to apply advanced technology to  
the frame 501F and G machines. Considering that Westinghouse and Mitsubishi Heavy  
Industries developed the 501F/G machines jointly, the same technology may have been  
incorporated into the 50 Hz 701F/G machines by MHI. Furthermore, Siemens subsequently  
acquired Westinghouse, presumably gaining access to that previous technology as well.  
Other Risk Factors  
The transfer, development, and introduction of new hardware into the industrial power  
generation environment are part of the scope of a system that contributes to the life cycle cost  
picture. Hardware, first cost, and new advanced technology is misused if the integration of the  
whole system from “cradle to grave” is not addressed, because hardware is only a portion of the  
risk. Some elements of these “other risk elements” are summarized below. This is not intended  
to be a complete list of items. These items may have as significant an impact on the successful  
lifetime operation of the plant as the “advanced hardware” if not addressed adequately.  
Users  
Experience/skill level  
Degree of training  
Cost reduction in O&M programs  
Heavy reliance on OEM’s  
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Single, large capacity units  
Minimum resources applied to Monitoring, Diagnostic, and Prognostic Programs  
Original Equipment Manufacturers  
Integration of systems  
Competitive economics  
Corporate downsizing  
Sourcing compromises (country of sale or worldwide)  
Long term maintenance contracts (burden on OEMs) and extent shared with the suppliers  
The Use of Advanced Technology for Peaking Duty  
The attraction of the new technology combustion turbines, as compared to what can be called  
“mature” technology combustion turbines, lies primarily in the increased thermal efficiency.  
Current “Advanced Class” combustion turbines (those with firing temperatures of 2300oF  
(1260oC) or greater) have simple cycle efficiencies that are approximately 2% better than their  
“mature” technology or earlier counterparts. This efficiency increase makes an enormous  
difference in operating costs over the life of the plant. Obviously, the more the plant operates,  
the bigger the advantage would be.  
The aero-derivative combustion turbines also offer more flexibility of power when multiple units  
are at a single site. Fast starting and loading times means that multiple blocks of capacity can be  
quickly dispatched in cycling duty with added flexibility for the User.  
For many, new technology would be the clear choice, all other things being equal. However, all  
other things are seldom equal. The other differences that must be evaluated are several. During  
system peaks, when power can be sold at steep premiums, having the ability to produce some  
fraction of plant total capacity (i.e. 4 of 6 RB211’s operating) can have a very favorable impact  
on profitability versus one large frame unit down for an extended period of time.  
New technology also pertains, separately, to environmental compliance and emissions  
performance. Indeed, the mature classes of combustion turbines may be forced to utilize new  
technology combustion systems to meet stricter emissions standards. Generally, higher NOx  
emissions would be produced at the higher firing temperatures and the turbines with the highest  
firing temperatures require the most sophisticated emission control technology. To control NOx,  
and CO, manufacturers use complex combustion systems designed to precisely control the  
fuel/air mixture and the combustion process in general. There is clear evidence that these  
complex systems are not as robust as their simpler, low-tech counterparts. However, it is the site  
emissions requirements that dictate the selection of combustion systems.  
Consequently, the advantages of new technology combustion turbines must be evaluated against  
the disadvantages. The cost of fuel will be a very important factor in the determination, as will  
the expected service time of the unit. If service time is low, and the cost of fuel is low, then the  
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efficiency advantage of the new technology combustion turbine might not offset the increased  
maintenance costs. It is a difficult equation to solve, especially when trying to predict changes  
over the 20 to 30 year life of a typical plant.  
Insurers and Lenders Perspective  
Technology risk is of interest not only to owners and operators but also to insurance companies  
and project lenders. Insurers protect owners and lenders from major financial loss due to costly  
but infrequent accidental events. In some cases, unproven technology and changes in design can  
lead to catastrophic failures and/or extended durations of unavailability. Insurers are therefore  
keenly aware of the introduction of new models and designs. Insurance for newly introduced  
“prototype” designs typically require very high financial responsibility on the part of the  
manufacturer until they have demonstrated several thousand hours of operation. At that point,  
the new model enters the category of “unproven” until typically one to three units leading the  
fleet have operated successfully for over 8,000 hours at rated conditions. During this period,  
some components may be excluded from coverage, as well as design and manufacturing defects.  
Depending on the results of this operating period, the insurer would then classify the model as  
“proven”, although they may take exception to insurance coverage for certain high-risk  
components until problems are resolved. In going from “prototype” to “unproven” to “proven”,  
deductible and premium amounts are reduced as the insurer perceives less risk. Extensive testing  
of the engines for reliability in a controlled environment such as a manufacturer facility is judged  
as being far superior to field testing to demonstrate performance and reliability.  
Advanced technologies are perceived as having more risk mainly because they are being used in  
new applications and are being scaled up to larger capacities. Overall, insurers consider the  
following factors as significantly extending the risk of accident:  
New designs (typically highlighted by a change in model name)  
Higher firing temperature  
Higher capacity/output  
Higher compressor pressure ratio  
Major insurance companies closely monitor and track performance of the combustion turbine  
suppliers and their specific models individually, and track their claim history for each model.  
Some insurers retain more in-house engineering expertise than others, but all have become more  
dependent upon OEM technical and marketing materials for information. Interestingly, some  
combustion turbine models are rated differently by different insurers; manufacturers are  
generally eager to get their models moved from “unproven” to “proven”, signaling more  
acceptance by insurers and therefore easing the sale of their model to the project developer. It  
appears that an insurer’s recent claim history and/or anecdotal evidence plays a major role in the  
models risk rating.  
Insurers expect to profit from their activities by the receipt of premiums and their investments.  
However, their experience in the 1990’s was that insuring combustion turbines was a losing  
business. In 2001 and 2002, premiums were increased and deductibles were increased to try to  
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compensate for their losses. Some companies concluded they would no longer participate due to  
the perceived risks, while others entered the market due to improving margins. In 2004 and  
2005, the market again became “softer” and premiums decreased on a relative basis. The  
insurance market appears to be fundamentally based on supply and demand of its “product”, with  
volatility somewhat decoupled from quantified technical risk.  
Project lenders are highly risk-averse to a multitude of risks, and require the project owner/  
operator to carry insurance so that the cash flow to service the debt is secure. Typically, the  
owner/operator obtains their insurance coverage through a broker, who deals with a number of  
primary insurers to find the best financial arrangement for the insured. Although the primary  
insurers actually underwrite the risk, issue the policies, and settle claims, they in turn pass along  
much of their risk along to one of several reinsurance companies. In essence, the primary  
insurers themselves are risk-averse and the primary insurance risks are aggregated by the re-  
insurers.  
The main type of insurance that is impacted by technical risk is Boiler and Machinery Insurance  
(or Machinery Breakdown Insurance). This insurance covers direct damage from sudden and  
accidental breakdown of mechanical, electrical or pressure vessel equipment, such as turbines,  
boilers, generators, motors, pumps, transformers and switchgear. Deductible amounts are  
typically set to be higher than the maximum loss that could be typically expected over the course  
of the normal life, i.e. an amount that would be typically budgeted as an allowance for unplanned  
maintenance, and that the project could sustain without jeopardizing its financial health.  
Deductible amounts of $500,000 to $3,000,000, depending on project size, would not be  
uncommon.  
Business Interruption Insurance is sometimes also required, depending on the project. This  
insurance covers the revenue lost due to the lack of generation i.e. unavailability, over an  
extended period of time caused by an event covered under the Boiler and Machinery Insurance.  
In this case, the deductible is typically expressed as a number of days, i.e. the maximum normal  
number of days to obtain parts and install them if required to return the unit to service, typically  
45-60 days, although longer periods result in lower premiums.  
When insurers are quoting coverage level for a particular project and the annual premiums and  
deductibles, many factors are considered. Besides the many aspects of uncertainty and costs  
related to potential risks, insurers also consider the general marketplace for their products, the  
degree of competition, and their ability to gain additional business associated with the power  
project. Technology risk is one part of the equation  
.
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2
ROLLS-ROYCE AERO-DERIVATIVE COMBUSTION  
TURBINE BACKGROUND  
Summary  
Rolls-Royce’s aero-derivative heritage goes back more that forty years with an active role in  
establishing the combustion turbine in marine application with such units and the Proteus,  
Gnome, Tyne Spey, and Olympus combustion turbine propulsion units. Rolls-Royce has more  
than 975 marine installations with over 6 million operating hours. Many units are still operating  
today.  
The Proteus (2.7 MW/4,000 hp) and Avon (14MW/19,000 hp) combustion turbines were used in  
industrial applications for electrical generation and mechanical drive applications since 1964.  
These two units have more than 1200 units installed base with more 48 million operating hours.  
The acquisition of Allison engines in 1994 added additional scope and experience in the 2-9 MW  
range with various models of the Rolls Allison 501, 601, 570, and 571. The Rolls Allison family  
of combustion turbines adds an additional 2200 units and 75 million operating hours of  
experience.  
Initial designs for the aero-derived industrial RB211 began in 1965 with the first installation in  
1974 in pipeline service. The first DLE production RB211 was delivered in October of 1994 to  
Pacific Gas Transmission Company in pipeline service. The RB211 has more than 410 units and  
an installed base with more than 15 million hours of operation, with over 50 customers in 20  
countries. The RB211 has over 220 onshore and 120 offshore installations. There are more than  
70 DLE units with well over 1,000,000 hours of operation, with the lead unit at over 45,000  
hours.  
The industrial Trent began initial design work in 1988 and became operational at the Whitby  
Cogeneration Project in 1996. The industrial Trent is the world’s largest aero-derivative  
combustion turbine at 51.2 MW and 41.6% efficiency at ISO conditions. The new water-  
injected Trent can achieve 58 MW.  
RB211 Background Information  
The RB211 has evolved since its introduction in 1974. The RB211 was a successful follow-on  
to the highly successful Avon used in utility, industrial power generation, cogeneration,  
mechanical drives, and gas compression. The RB211 has a two-spool gas generator with a  
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Rolls-Royce Aero-Derivative Combustion Turbine Background  
seven-stage low pressure compressor (LPC), six-stage high pressure compressor (HPC) driven  
by a single-stage high pressure turbine (HPT), and a single axial stage, low pressure turbine  
(LPT) which drives the LPC via an inner coaxial shaft, for a total of 5 pre-balanced modules.  
The RB211 for power generation is derived from the three-spool aero RB211 flight engine in  
which a final three-stage turbine drives a single-stage wide-chord fan.  
Figure 2-1  
Industrial RB211: Gas Generator and Free Power Turbine  
The standard combustor is a single, fully annular, combustion chamber with eighteen air-spray  
burners with atomizing fuel nozzles for liquid fuel. The DLE combustion system was introduced  
in 1994 that resulted in a radical design change to the combustion module. The design change  
includes nine reverse-flow radial combustors. Each combustion chamber contains a two-stage  
combustion assembly with the air and fuel divided between the series-staged combustors. The  
combustion module has the same physical dimensions as the standard module and is completely  
upgradeable for all RB211 units without incurring a major overhaul. Combustors can be  
configured for gas, liquid or dual fuel capability.  
The RB211 incorporates an industrial type, free power turbine on a large pedestal base that  
supports both the power turbine and the gas generator. The power turbine (for earlier models RT  
56 and RT 62) is a two-stage free power turbine that uses journal bearings and mineral oil for  
lubrication. Aimed at the pipeline/compressor drive application (oil and gas market) the power  
turbine is design to rotate at 4800 to 4880 rpm. The RB211 is a hot end drive. For utility  
applications, a reduction gearbox is required to reduce the speed to 1500 or 1800 rpm to drive a  
four-pole generator for 50 and 60 hertz utility applications.  
The new three-stage RT61 free power turbine, based on the aero Trent 800 engine’s turbine, is  
designed for improved efficiency and is used with the uprated RB211. The new design  
incorporates a three-stage, free power turbine but is lighter in weight with modular construction  
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Rolls-Royce Aero-Derivative Combustion Turbine Background  
for ease in maintainability. This unit also requires a reduction gearbox in electrical utility  
applications.  
Several significant upgrades are available for RB211-24C and -24G gas generators which are  
generally included in the RB211-24GT:  
DLE “short style” combustor for premix natural gas firing. The new “short style” reduces  
acoustic resonance and dynamic pressure pulsations compared with the previous “long style”  
DLE burner. The DLE retrofit can achieve less than 25 ppm of NOx and CO. There are over  
80 units with over 1.5 million hours experience with the DLE combustor (may includes all  
DLE styles). The DLE burner generally requires no manual tuning in the field.  
Dual fuel conversion for diffusion flame combustion of natural gas or fuel oil includes the  
swirler burner for improved liquid fuel firing, as well as improved gas firing when it contains  
condensable liquids  
Gas generator RB211-24G from -24C. Includes replacement of the HP turbine assembly,  
including new directionally solidified blades with improved cooling. Either the user can  
choose to maximize power and efficiency, or extend creep life of components by up to 50%  
by derating the firing temperature 25 F (14 C).  
IP Compressor life improvement. A new stage 7 stator design and new stage 5 and 6  
components reduce frettage due to aerodynamic excitation that ultimately could cause stator  
breakup and downstream damage.  
Power turbine upgrade of either RT56 or RT62 for use with higher temperatures from the  
RB211-24G gas generator. The upgrade generally includes blades, vanes, casings and  
diffusers.  
RB211 Horsepower Ratings  
Engine type  
-22  
Horsepower  
26,400  
Designation  
Coberra 264  
-24A  
29,600  
Coberra 6256  
Coberra 6456 / 6462  
Coberra 6562  
Coberra 6762  
Coberra 6761  
-24C  
34,000  
-24G  
39,600  
-24G DLE  
-24GT  
40,500  
45,000  
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Rolls-Royce Aero-Derivative Combustion Turbine Background  
RT 56 – (Cooper Bessemer) 56” Diameter, two stage, Reaction Turbine.  
For the –22, -24A and –24C engines  
RT 62 -  
(again Coopers) 62” Diameter, two stage, Reaction Turbine.  
For the –24G and –24G DLE engines  
RT 61 -  
(based on the Trent 800 aero engine) 61“ Diameter, three stage, Reactive Turbine  
For the –24GT or uprated engine  
RB 211 Maintenance Approach.  
The time line for RB 211 maintenance, based on over 25 years of operating experience, is as  
follows:  
2,000 hour Inspection and Compressor soak wash  
8,000 hour Inspection and borescope inspection  
25,000 hour Mid Life Inspection & 04 Module Overhaul  
50,000 hour Full Overhaul of the engine  
(Inspection/overhaul details and workscope are described in the Appendix).  
Both the 2,000 and 8,000 hour Inspections are carried out with the engine remaining in place.  
The 2,000 inspection and soak wash can be accomplished in 4 to 6 hours, whereas the 8,000 hour  
inspection with the borescope will need 8 to 10 hours of downtime. The standard turnaround  
time for the RB211 gas generator is roughly 40-50 days.  
For the Mid Life Inspection, the engine has to be removed from the berth but may be overhauled  
at the site or depot. If spare 04 Module and IP Compressor Stator assemblies or access to ‘pool’  
units is available, the work can be done on site. Otherwise, the engine is dispatched to the  
Vendor’s overhaul shop to carryout this operation.  
The Modular design of this engine allows for the swap of any Module once the engine is ‘bulk  
stripped’ to its individual Modules. In the case of the 25,000 hour Mid Life, the 04 Module has  
to be changed out. With the Vendors repair crew of two / three men, along with their tooling,  
this task can be accomplished in three to four days, depending on client’s downtime window.  
Two cranes (3 Tonne & 5 Tonne) with a lift height of 14 meters is a minimum requirement.  
Historically, there are two areas in the RB 211 that have been life-limiting features. First, the  
rubber dampening used in the inner shrouds of the I.P. Compressor Stage 5, 6 Stator  
assemblies and the Stage 7 Stator or Outlet Guide Vane assembly degrades. This allows the  
vanes to ‘flutter’ and leads to high cycle fatigue. Thus far, these assemblies have to be inspected  
at 25,000 hours. Secondly, the ‘Z’ notch of the H.P. Turbine Blade outer shrouds suffers  
from heat erosion and need to be repaired at this juncture. Failing that, the erosion will progress  
to a point where the blades are beyond repair limits.  
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Once the engine is removed from the berth, it can be placed on its transportation stand. At this  
point the I.P. Turbine assembly can be uncoupled from its curvic coupling and removed. Then,  
by use of the two cranes, the engine can be lifted into the vertical position and be placed nose  
down on the lifting fixture. This allows for the removal of the 05 and the 04 Modules.  
At this point the 01, 02 and 03 Modules are lifted and turned such that the assembly is now  
resting on the 03 Module casing. This allows for the removal of the 01 and 02 Modules. Once  
the 02 Module is removed the half casings can then be split, allowing access to the Stage 5 and 6  
Stator assemblies for replacement.  
The Stage 7 or OGV Ring assembly is the front part of the 03 module and can be replaced with  
the spare assembly or ‘pool’ unit.  
Rebuilding the engine is basically the reverse of the above procedure.  
The 04 Module, along with the I.P. Stage 5,6 and 7 Stators, are then taken back to the overhaul  
shop for full refurbishment to the latest Mod standard, to be placed back in the ‘pool’ or returned  
to the Customer, if they were his spare assemblies.  
One thing that should be emphasized here is that this experience is based on base load operation,  
using gas fuel. Deviations from this scenario i.e. prolonged running with the bleed valves open,  
will alter the inspection criteria. Other than these inspections clean fuel and clean air are a  
must, to help prolong the life of the engine.  
Turnaround Time and Costs  
As mentioned above, a Mid Life can be accomplished in the field with two men in 3 to 4  
days.  
The 04 module will take approximately 40 days to fully recondition in the overhaul shop. In  
the case of the IP Stage 5, 6 and 7 Stator assemblies, it will take 21 days to accomplish their  
repair.  
Average cost of a Mid Life on the above components has been running in the region of  
$ 345,000 to 375,000 US.  
For a full engine overhaul, the turntime is averaging 95 days and the costs are in the region of  
$850,000 US.  
Parts Life Upgrades  
As discussed in the section - Maintenance Approach, the parts life issue was detailed. In the case  
of the I.P. Compressor Stator assemblies, here are the latest Modifications these parts should be  
refurbished to.  
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Rolls-Royce Aero-Derivative Combustion Turbine Background  
I.P. Stage 5 Stator:  
to Mod. 1205. This will put hard facing on the vane feet and the  
assembly will be re rubbered with machine injected, RTV 851  
dampening medium.  
I.P. Stage 6 Stator:  
Stage 7 (OGV Ring):  
Note:  
to Mod. 1159, as above  
to Mod. 1190, as above  
A redesigned OGV Ring was introduced thru Mod. 1249. This  
assembly cannot be reworked from Mod 1117 or Mod 1190  
assemblies. The redesigned vanes in this standard, feature full width  
vane feet, hard facing and the RTV 851 rubber. New engines will  
have this latest standard.  
H.P. Turbine Blades: To combat the ‘shroud erosion’ extra cooling air and a better  
protective coating was introduced to the blades.  
Mod 1217:  
This introduced rear outer discharge nozzle (RODN) slots in the  
package 1 combustor that delivered cooling air to the outer shroud of  
the blades.  
Mod 1131:  
H.P. Turbine Blades in MAR M002 material and coated with  
Sermaloy ‘J’  
Mini Flare Erosion:  
Burning and erosion of the Combustion Liner ‘mini flares’, although  
not a life limiting feature, it will eventually cause problems to the fuel  
nozzle head section.  
These ‘mini flares’ are changed at the 25,000 hour refurbishment of  
the 04 Module. Any minor flaking of the thermal barrier coating  
(TBC) in the combustor can also be repaired at this time.  
05 Module ‘Coking’:  
Another area of risk in the RB 211 has been oil ‘coking’ in the  
scavenge and vent lines in the 05 module. This is cause by ‘crash’  
stops, where the latent heat causes the residual oil in the bearing cavity  
to coke up. Over time this coke completely blocked the main oil  
scavenge line and oil was forced out the bearing cavity vent lines.  
There are two ways to solve this problem.  
First, review the unit’s shutdown experience and determining what can  
be classed as a ‘cool’ stop. A ‘cool’ stop is where the engine is  
brought down to idle RPM and remains at that speed for 5 to 8  
minutes, before being shutdown. This gives the engine, and the close  
coupled Power Turbine, a chance to ‘cool’ considerably from their  
running temperature. On actual field tests it was found that on a crash  
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stop the bearing cavity can see temperatures in excess of 400 degrees  
in the ninety minutes following a crash stop. Whereas, on a cool stop  
that cavity temperature only got up to just over 275 degrees. No oil in  
the world can stand the former temperature, without laying down some  
coke.  
Secondly, to allow for the emergency stops – fire, gas in the building  
etc. modifications were incorporated to get cool air into the 05 Bearing  
Cavity after such an event. A Davis valve (Mod 1136) has shop air  
connected to one inlet. When the engine suffers a crash shutdown, the  
valve opens allowing shop air to pass, via the vent lines, into the  
bearing cavity thus keeping it cool. Mod 1135 was also introduced to  
allow a double vent of this cavity, and Mod 1123 fits a new connection  
on the 05 module that a pressure gauge can be installed to set the shop  
air pressure to the bearing cavity.  
Service experience has shown that the combination of these  
modifications has greatly reduced the amount of oil ‘coking’ seen in  
this bearing cavity.  
H.P. Compressor – Stage 5 Vanes:  
There have been incidents of High Cycle Fatigue cracking on Stage 5  
H.P. Compressor Vanes. It has been associated with Operators who  
experience extremely cold ambient conditions. It has also occurred  
when the bleed valves have been way out of their schedule, or the  
bleed valve controller has seized.  
Mod 1275 introduces the ‘spade foot’ stator to overcome this problem.  
DLE Combustor Noise: Mod 1313 has gone a long way toward reducing the ‘noise’ in the  
DLE combustor. This modification introduces Asymmetric Fuel  
Injectors in the Primary combustion area.  
However, 30% of the engines still had unacceptable levels of noise.  
Asymmetric or split Secondary Fuel Injectors are now being  
introduced  
Trent Background Information  
The industrial Trent design uses much of the aero Trent 800 engine core with the addition of a  
new two-stage low-pressure compressor (LPC) in lieu of the high-bypass wide-chord fan on the  
aero Trent. The main difference is the radical change to the DLE combustion system with eight  
can-type combustors that are reverse-flow combustion design, radially mounted, perpendicular to  
the axis of rotation. The DLE concept has been designed in the industrial Trent upfront.  
Initially, the unit had difficulty meeting 25 ppm NOx emissions. A Wet Low Emission (WLE)  
version has been developed and has been running in the UK. On-line emissions monitoring  
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Rolls-Royce Aero-Derivative Combustion Turbine Background  
controls water usage to meet emission levels for changes in power demand and ambient  
conditions.  
The 8-stage intermediate pressure compressor (IPC) and the 6-stage high-pressure compressor  
(HPC) are identical to the Aero Trent 800. The HPT and IPT are also single stages and identical  
to the Aero 800 Trent. The low-pressure turbine LPT incorporates five stages, of which the first  
three stages are identical to the Aero 800 Trent. The last two stages have longer blades because  
the low-pressure shaft system is a direct drive system rotating at lower speed than the aero and  
the expansion ratio is higher. This increase in expansion ratio is due to the need to extract all the  
available energy for power production in the industrial turbine while the aero version retains  
some of this kinetic energy to provide thrust.  
Like GE’s LM6000, the low-pressure spool rotates at 3600/3000 rpm and is directly coupled to  
the generator. No reduction gearbox is required. For 50-Hertz operation, the stagger angle on  
the low-pressure compressor blades are changed slightly and the LPC rotates at 3000 rpm. The  
industrial Trent is unique in that it is the largest aero-derivative combustion turbine in the world  
at 51.2 MW and incorporates the three-shaft arrangement in both the compressor and turbine  
sections. The industrial Trent is a hot end drive.  
The three-shaft arrangement provides for better stage matching and performance since each  
spool is optimized and allows for more efficient operation than an equivalent 2-spool turbine.  
This design results in fewer stages, fewer airflow regulating provisions such as variable stators  
and bleeds, a shorter turbine, and a high degree of modularity with its attendant benefits during  
maintenance.  
Figure 2-2  
Industrial Trent  
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The fundamental feature of the aero-derived turbine is its modularity. The industrial Trent  
consists of 6 prebalanced and interchangeable modules. A module can be removed and replaced  
with a module from the module pool and operations resumed without any other work being  
necessary. This offers considerable benefits to a user in terms of reduced spares inventory,  
increased availability, and the ability to defer refurbishment costs. Some users might choose to  
send the entire engine back to a repair depot where the module changes can be made more easily.  
There are over 10 units currently operating in power generation service, with at least 5 of those  
in combined-cycle service. Other Trent engines have been sold for gas compression duty. At  
about 40-42% efficiency, the Trent engine is currently the most efficient engine in its size  
category of 50-58 MW.  
The engine requires a 12 hour cool down cycle. It may use an External Heat Exchanger for  
cooling air to blades and vanes.  
Trent Maintenance Approach  
As with the RB211, the industrial Trent engine package is designed for ease of maintenance.  
Currently, all Trent engines are maintained under long-term maintenance contracts. Scheduled  
maintenance occurs as follows:  
4,000 Hour (or 6 month) Intermediate Maintenance: boroscope inspection of hot section  
components  
8,000 Hour (or annual) Annual Maintenance: boroscope inspection, plus functional checks of  
gas turbine package systems and safety checks of equipment and control system  
25,000 Hour HP/IP Core Replacement: includes annual maintenance, plus  
refurbishment/replacement of worn parts and re-coating of parts as required.  
50,000 Hour Whole Engine Replacement: includes annual maintenance, plus a total engine  
strip and refurbishment of all parts, which extends engine life through a second 50,000 hour  
interval.  
Modules can be swapped out in the field in as little as 72 hours. The unit can be easily split into  
3 portions: the LP compressor, the HP/IP core, and the LP turbine.  
Avon Background Information  
The industrial Avon engine, introduced in 1964, has seen more than a 44% increase in power  
rating and improvement of over 14% in efficiency in the last 40 years. The current model, the  
Avon-2656, produces 15.6 MW at 30.3% efficiency. Cumulatively, the Avon in its various  
applications has more than 1,200 installed units with over 53 million operating hours. In  
electrical power generation, there are approximately 529 units with over 11 million operating  
hours. A recently announced upgrade will provide an additional 6-8% capacity and about 3  
percentage points higher efficiency.  
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Rolls-Royce Aero-Derivative Combustion Turbine Background  
The 17 stage gas generator provides a compression ratio of 8.8:1 and is driven by a 3 stage  
turbine. The 2 stage power turbine drives a 4-pole generator at 1500-1800 rpm, similar to the  
RB211.  
Although some new units are sold each year, the product line appears to be phasing out for  
electrical generation applications. Rolls-Royce provides continuing support for the relatively  
large existing fleet. Furthermore, several upgrades have been implemented: the swirler burner  
for improved handling of liquids in otherwise gaseous fuel (similar to the upgraded diffusion  
burner for the RB211), and improved components for increased power and efficiency. Even  
though a DLE combustor was previously announced for the Avon, that work is apparently not  
going forward. Although standardized skid-mount packages are being developed for the RB211  
and Trent, the effort for a highly-engineered Avon package is not anticipated.  
Unlike the maintenance schedule for the RB211 and Trent engines, the Avon is refurbished at  
roughly 30,000 and 60,000 hours, while undergoing a comprehensive overhaul at 90,000-  
100,000 hours. The standard turnaround time is 40 days.  
Pedigree Matrix for the RB211 and Trent 60 Engines  
This section provides a review of the Pedigree Matrix developed for the Rolls-Royce RB211 and  
Trent industrial combustion turbine product line currently relevant for new electrical generation  
projects. The Pedigree Matrix is structured to show the distinguishing characteristics of the  
selected models, and the significant or major design changes from each model.  
The Pedigree Matrix for the Rolls-Royce RB211-6562, RB211-6761 (Uprate), and the Trent 60  
current production industrial units is provided in the following table. Items with gray  
background highlight areas of significant design changes compared with previous designs from  
the manufacturer.  
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Table 2-1  
Pedigree Matrix: Rolls-Royce RB211-6562, RB211-6761, Trent 60 (DLE and WLE) Engine Design Characteristics  
RB211 – 6761  
(RB211-24GT Gas  
Generator with RT61 Power  
Turbine)  
Trent 60 DLE  
Trent 60 WLE  
RB211 – 6562  
(RB211-24G Gas Generator  
with RT62 Power Turbine)  
Design  
Characteristic  
(Derivative of AERO 800 on (Derivative of AERO 800 on  
Boeing 777 and Airbus  
A330)  
Reliability, Maintainability, Durability  
Comments  
Boeing 777 and Airbus  
A330)  
Std. Diffusion Combustor  
Standard Annular  
Combustor  
(Non - DLE) 5 Modules,  
Free Power Turbine,  
External Gearbox  
DLE Combustor, 3 Spools  
with 6 Modules , LP  
Turbine drives Generator  
and LP Compressor  
Directly  
with Water Injection,  
3
DLE Combustor Option  
More efficient Power  
Turbine  
Fully interchangeable modules with advanced  
condition monitoring techniques allows high levels  
of availability with a minimum of downtime.  
Distinguishing  
Features  
Spools with 6 Modules ,  
LP Turbine drives  
Generator and LP  
Compressor Directly  
1993 (DLE option in 1994)  
Original RB211 Model 1980  
RB211-6556 Model 1990  
(-24C GG with RT56 PT)  
2000  
1997  
Year of  
Introduction  
RB211-6762 Model (-24G  
Gas Generator and  
RT62 Free Turbine) 1999  
2002  
(was initially named Trent 50)  
10+ Total Operating  
1 in Ontario, Canada  
5 in the UK  
1 in Denmark  
5 Ordered for Power  
Generation  
Designed for maintenance with full modular  
features and five interchangeable modules  
68 DLE engines.  
All Existing Units can be  
Retro-Fitted  
240 RB211-24G  
1
Approximate  
Fleet Size  
Total of 400+ RB211  
incl. 260+ mech. drive and  
80+ Power Generation  
Designed with condition monitoring system and  
multiple borescope ports  
Four (4) development  
engines running  
New “short style” DLE  
reduces dynamics  
Modules are light weight and easily transportable  
51.5 MW (50 Hz)  
51.7 MW (60 Hz)  
28.8 MW (50 Hz or 60 Hz)  
27.5 MW (DLE)  
Output, ISO, Gas  
Fuel  
58 MW (50 Hz)  
58 MW (60 Hz)  
Utilized on 220 onshore applications and 120  
offshore applications  
32.1 MW (50 Hz or 60 Hz)  
(58 MW max.)  
9,226 Btu/kWh  
(9,734 kJ/kWh)  
8,104 Btu/kWh  
(8,488 kJ/kWh) 50 Hz  
8,138 Btu/kWh  
Heat Rate, ISO,  
LHV  
8,680 Btu/kWh  
(9,158 kJ/kWh)  
Approx. 8,400 BTU/kWh  
(8,900 kJ/kWh)  
9,415 Btu/kWh DLE  
(9,933 kJ/kWh)  
(8,530 kJ,/kWh) 60 Hz  
Firing  
Temperature  
2128 oF  
1164 oC  
2250 oF  
1232 oC  
HPT Inlet 2250 oF  
1232 oC  
HPT Inlet 2250 oF ?  
1232 oC ?  
Industry leading efficiency and reliability are  
achieved by incorporating the latest technological  
advances proven in the flight engine.  
Thermal  
Efficiency, ISO,  
Gas Fuel  
36.2%  
39.3%  
42.1%  
41.0%  
Efficiency and flexibility makes this design also  
well-suited for pipeline operation  
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RB211 – 6761  
RB211 – 6562  
(RB211-24G Gas Generator  
with RT62 Power Turbine)  
Trent 60 DLE  
Trent 60 WLE  
Design  
Characteristic  
(RB211-24GT Gas  
Generator with RT61 Power  
Turbine)  
(Derivative of AERO 800 on (Derivative of AERO 800 on  
Boeing 777 and Airbus  
Reliability, Maintainability, Durability  
Comments  
Boeing 777 and Airbus  
A330)  
A330)  
Exhaust Flow,  
ISO, Gas Fuel  
208.7 lb/sec  
94.5 kg/sec  
207.4 lb/sec  
94.0 kg/sec  
351 lb/sec  
159 kg/sec  
358 lb/sec  
163 kg/sec  
Exhaust  
Temperature,  
ISO, Gas Fuel  
916 F  
492 C  
941 F  
505 C  
LPT Outlet Temp 801 F  
427 C  
LPT Outlet Temp 813 F  
434 C  
Compression  
Ratio -  
Compressor  
Discharge to Inlet  
20.8:1  
21.0:1  
35.0:1  
35.5 : 1  
Hot End directly driven by  
LPT at 3600/3000  
(Stagger on LPC blades  
changed for 3000 rpm  
operation)  
Hot End directly driven by  
LPT at 3600/3000  
(Stagger on LPC blades  
changed for 3000 rpm  
operation)  
Hot End Driven by RT 62  
power turbine through  
reduction gearbox @  
4880/1800/1500  
Hot End RT61 Power Turbine  
driven through reduction  
gearbox 4800/1800/1500  
Output End  
(Drive End)  
7 stage LP/IPC  
6 stage HPC same as Aero  
Trent 700  
LPC 2 Stages  
IPC 8 Stages  
HPC 6 Stages  
LPC 2 Stages  
IPC 8 Stages  
HPC 6 Stages  
Compressor  
Stages  
7 stage LP/IPC  
6 stage HPC  
LPC 18 Exit Bleed Doors  
IPC 4 Bleed Doors Stage 8  
HPC 3 Bleed Doors Stage 3 HPC 3 Bleed Doors Stage 3  
LPC 18 Exit Bleed Doors  
IPC 4 Bleed Doors Stage 8  
Bleed Valves Rear IPC  
Bleed Valves Center HPC  
Extractions  
Accessories  
Gearbox mounted main Gearbox mounted main  
lubrication oil pump and the lubrication oil pump and the The inlet contains two rings of 20 nozzles each;  
starter/clutch assembly drive starter/clutch assembly drive the inboard ring is used for off-line water wash  
Anti-Icing feature deleted.  
Continuous pulse air filter  
used to minimize icing.  
Gas / Air or hydraulic starters  
are available  
Gas / Air or hydraulic starters  
are available  
shafts  
shafts  
and the outboard ring is used for on-line water  
Speed probes and manual  
rotation feature  
Speed probes and manual washes.  
rotation feature  
Bearings,  
Number and  
Type. (all)  
Continuously  
Lubricated  
IP Rotor 3 Bearings  
HP Rotor 3 Bearings  
Thrust Bearing Double Ball  
(Duplex)  
IP Rotor 3 Bearings  
HP Rotor 3 Bearings  
Thrust Bearing Double Ball  
(Duplex)  
Uses aircraft anti-friction rolling element bearing  
3 Thrust (Ball) Bearings  
5 Roller (Cylindrical Roller  
Bearings  
3 Thrust (Ball) Bearings  
5 Roller (Cylindrical Roller  
Bearings  
lubricated by synthetic fluids. The industrial  
power turbine uses mineral oil and requires  
separate oil system  
Starting Times:  
to breaker  
closure  
to full load  
Total time  
8 Minutes to purge and  
warm-up  
2 minutes to baseload  
10 Minutes Total for Start  
8 Minutes to purge and  
warm-up  
2 minutes to baseload  
10 Minutes Total for Start  
16 minutes including Purge  
and Warm-up;  
10 minutes to Baseload  
25-30 minutes Total for Start  
10 minutes fast start to full  
load  
(no life limitation)  
2-12  
 
EPR Proprietary I Licensed Material  
Rolls-Royce Aero-Derivative Combustion Turbine Background  
RB211 – 6761  
(RB211-24GT Gas  
Generator with RT61 Power  
Turbine)  
Trent 60 DLE  
Trent 60 WLE  
RB211 – 6562  
(RB211-24G Gas Generator  
with RT62 Power Turbine)  
Design  
Characteristic  
(Derivative of AERO 800 on (Derivative of AERO 800 on  
Boeing 777 and Airbus  
Reliability, Maintainability, Durability  
Comments  
Boeing 777 and Airbus  
A330)  
A330)  
Hydraulic Starter via radial  
drive gearbox on HPC  
Hydraulic Starter via radial  
drive gearbox on HPC  
Hydraulic Starter  
(250 kW motor)  
Hydraulic Starter  
(250 kW motor)  
Starting Means  
1 stage Solid Variable Inlet  
Guide Vane (VIGV)  
Revised VIGV Control  
RVDT (Rotary Variable Diff.  
Transformer)  
IGVs in Front of the LPC  
IPC has Stage 1 VIGV's  
IPC has 2 rows of VSVs  
IGVs in Front of the LPC  
IPC has Stage 1 VIGV's  
IPC has 2 rows of VSVs  
Compressor  
Variable Stages  
1 stage of 34 VIGV's  
HPC has no variable stators HPC has no variable stators  
LPC Titanium Blades coated  
with Sermetel "W"; HPC  
Blades Stage 1 Ti, Stg 2-6  
Stainless Steel  
LPC Blades-Titanium  
IPC Blades-Titanium  
HPC Blades 1,2 - Titanium  
LPC Blades-Titanium  
IPC Blades-Titanium  
HPC Blades 1,2 - Titanium  
Compressor  
Blades  
HPC Blades 3,4,5 - Nimonic HPC Blades 3,4,5 - Nimonic  
Redesigned Stage 5 stator,  
Hard-faced stage 6 stator,  
First stage (34) VIGV's,  
First stage (34) VIGV's,  
Stages 2 thru 7 fixed on IP  
Compressor. 6 fixed stages Compressor. 6 fixed stages IP 2 Variable 7 fixed HP 8  
Stages 2 thru 7 fixed on IP  
LP - 1 variable 2 fixed  
LP - 1 variable 2 fixed  
IP 2 Variable 7 fixed HP 8  
fixed  
Compressor  
Vanes  
of stators in the HP  
Compressor  
of stators in the HP  
Compressor Revised OGV  
ring ( Stage 7) fitted to IP  
Compressor.  
fixed  
LPC Operates at 3600 or  
LPC Operates at 3600 or  
3000 RPM without the need 3000 RPM without the need  
for a reduction gear. The for a reduction gear. The  
Trent 800 HPC Compressor LPC blades are changed for LPC blades are changed for  
Compressor  
Rotor  
IPC Welded Drum SS & Ti  
HPC Welded Drum Ti  
50 Hz Operation.  
LP - 2 Stage IP - 8 Stage  
HP - 6 stages  
50 Hz Operation.  
LP - 2 Stage IP - 8 Stage  
HP - 6 stages  
Air Intake Al Alloy Casting  
IPC Casing Al Alloy Casting with the elimination of anti-  
Single Skin Inlet Bullet-nose  
Compressor  
Casings  
LPC Outer Case is Split to  
Access the LPC Stators  
LPC Outer Case is Split to  
Access the LPC Stators  
HPC 12% Cr SS icing (-24G and -24GT)  
Turbine Casing Nimonic PE. Single Piece Frame Turbine  
Turbine Casings  
16  
Support  
2-13  
 
EPRI Proprietary Licensed Material  
Rolls-Royce Aero-Derivative Combustion Turbine Background  
RB211 – 6761  
RB211 – 6562  
(RB211-24G Gas Generator  
with RT62 Power Turbine)  
Trent 60 DLE  
Trent 60 WLE  
Design  
Characteristic  
(RB211-24GT Gas  
Generator with RT61 Power  
Turbine)  
(Derivative of AERO 800 on (Derivative of AERO 800 on  
Boeing 777 and Airbus  
Reliability, Maintainability, Durability  
Comments  
Boeing 777 and Airbus  
A330)  
A330)  
MarM002, Pt-Al coating, air- MarM002, Pt-Al coating, air-  
cooled  
Identical to the Aero 800  
except for minor film cooling except for minor film cooling  
cooled  
Identical to the Aero 800  
Typically performs Hot Gas Path Inspections at  
25,000 fired hours and turbine overhauls at  
50,000 fired hours  
Turbine Vanes -  
HP  
Mar-M-002, Sermaloy J  
coating, air-cooled  
Mar-M-002, Sermaloy J  
coating, air-cooled  
modification  
modification  
Turbine Vanes -  
IP  
MarM002, Pt-Al coating  
Identical to the Aero 800  
MarM002, Pt-Al coating  
Identical to the Aero 800  
C1023, Sermaloy J coating  
C1023, Sermaloy J coating  
LPT-1,2 MarM002  
LPT-3 C1023  
LPT-4, 5 IN738LC  
LPT-1,2 MarM002  
LPT-3 C1023  
LPT-4, 5 IN738LC  
Turbine Vanes -  
LP  
(see Power Turbine  
description)  
(see Power Turbine  
description)  
Identical to the Aero RB211-  
524G/H-T  
HPT-1 CMSX4 Single  
Crystal,  
Sermaloy J Coating, air-  
cooled  
Identical to the Aero 800 - Air Identical to the Aero 800 - Air  
Cooled Cooled  
HPT Blades CMSX4, Single HPT Blades CMSX4, Single  
Crystal Crystal  
Platinum-Aluminide Coating Platinum-Aluminide Coating  
HPT-1 CMSX4 DS, Sermaloy  
1515 coating, air-cooled  
(upgrade from RB211 -24C)  
Uses blades directly from Trent 800, minor  
changes in the film cooling pattern on the HP  
Nozzle  
Turbine Blades -  
HP  
(was MarM002 with Pt-Al for -  
24G prior to upgrade)  
(cooling air from HPC-6)  
(cooling air from HPC-6)  
Identical to the Aero 800 -  
Uncooled  
IPT Blades RR3000,  
directionally-solidified  
(proprietary nickel-based  
super-alloy)  
Identical to the Aero 800 -  
Uncooled  
IPT Blades RR3000,  
directionally-solidified  
(proprietary nickel-based  
super-alloy)  
Stage 1 LPT Blades CMSX4  
(Directionally Solidified),  
Coated with Sermaloy 1515  
(upgrade from RB211 -24C)  
Stage 1 LPT Blades CMSX4  
(Directionally Solidified),  
Coated with Sermaloy 1515  
Turbine Blades -  
IP  
Platinum-Aluminide Coating Platinum-Aluminide Coating  
The first three stages of the The first three stages of the  
LPT are identical to Aero 800; LPT are identical to Aero 800;  
the last two stages have  
increased expansion ratio to increased expansion ratio to  
extract all of the available extract all of the available  
the last two stages have  
Turbine Blades -  
LP  
(see Power Turbine  
Description)  
(see Power Turbine  
Description)  
energy from the gas stream energy from the gas stream  
for power production, having for power production, having  
larger gas path area and a  
larger gas path area and a  
lower exit Mach Number than lower exit Mach Number than  
the Aero 800  
the Aero 800  
LPT-1 MarM002 LPT-2,3  
IN713 LPT-4, 5 IN718  
LPT-1 MarM002 LPT-2,3  
IN713 LPT-4, 5 IN718  
2-14  
 
EPR Proprietary I Licensed Material  
Rolls-Royce Aero-Derivative Combustion Turbine Background  
RB211 – 6761  
(RB211-24GT Gas  
Generator with RT61 Power  
Turbine)  
Trent 60 DLE  
Trent 60 WLE  
RB211 – 6562  
(RB211-24G Gas Generator  
with RT62 Power Turbine)  
Design  
Characteristic  
(Derivative of AERO 800 on (Derivative of AERO 800 on  
Boeing 777 and Airbus  
Reliability, Maintainability, Durability  
Comments  
Boeing 777 and Airbus  
A330)  
A330)  
HPT 1 Stage, IPT 1 Stage  
LPT 5 Stages with aft 2  
stages functioning as a  
Power Turbine  
HPT 1 Stage, IPT 1 Stage  
LPT 5 Stages with aft 2  
stages functioning as a  
Power Turbine  
(see Power Turbine  
Description)  
(see Power Turbine  
Description)  
Turbine Rotor  
RT61 Introduced in 1997;  
Three Stage PT unit with  
industrial thrust and journal  
bearings  
PT Free Power  
Turbine  
(Industrial Type)  
RT62 Introduced 1982;  
Two stage PT with industrial  
thrust & journal bearing  
(see LP Turbine Description) (see LP Turbine Description)  
(see LP Turbine Description) (see LP Turbine Description)  
Pedestal base that supports  
both PT & GG assemblies  
Strutless inlet & exhaust  
diffusers  
Lighter weight unit with  
modular construction (5)  
PT Casings  
46 First Stage Nozzle Vanes  
Rene' 80  
Stage 1 vanes Rene' 80  
Stage 2 vanes U - 500  
60 Second Stage Nozzle  
Vanes U-500  
60 Third Stage Nozzle Vanes  
N-155  
PT Nozzle Vanes  
PT Rotor  
(see LP Turbine Description) (see LP Turbine Description)  
(see LP Turbine Description) (see LP Turbine Description)  
Shaft AISI 4340 high tensile Shaft AISI 4340 high tensile  
Ni Cr Mo Alloy Steel  
Ni Cr No Alloy Steel  
(Overhung design)  
(Overhung design)  
1st Stage Blades:Rene' 80  
(83 count)  
2nd Stage Blades U-500  
(79 count)  
3rd Stage Blades N-155  
(71 count)  
1st stage blades: Rene' 80  
(83 count)  
2nd stage blades U-500  
(83 count)  
PT Rotor Blades  
PT Rotor Disks  
(see LP Turbine Description) (see LP Turbine Description)  
Interlocking, shrouded blades  
with honeycomb tip seals  
Disks are joined with Curvic  
Couplings  
Both disks INCO 901 Ni Co  
Base Alloy  
(see LP Turbine Description) (see LP Turbine Description)  
(see LP Turbine Description) (see LP Turbine Description)  
Inco 901  
Kingsbury type Thrust  
Bearing (1)  
Tilting Pad type Journal  
Bearings (2)  
Kingsbury Type Thrust  
Bearing (1)  
Tilting Pad Type Journal  
Bearings (2)  
PT Bearings &  
Seals  
Labyrinth Seals (SS)  
Labyrinth Seals (SS)  
2-15  
 
EPRI Proprietary Licensed Material  
Rolls-Royce Aero-Derivative Combustion Turbine Background  
RB211 – 6761  
RB211 – 6562  
(RB211-24G Gas Generator  
with RT62 Power Turbine)  
Trent 60 DLE  
Trent 60 WLE  
Design  
Characteristic  
(RB211-24GT Gas  
Generator with RT61 Power  
Turbine)  
(Derivative of AERO 800 on (Derivative of AERO 800 on  
Boeing 777 and Airbus  
Reliability, Maintainability, Durability  
Comments  
Boeing 777 and Airbus  
A330)  
A330)  
Distinguishing  
Features  
(from earlier  
models)  
Single Crystal Turbine Blades The Radial DLE combustor is  
(HPT & IPT)  
Radial Can-Annular DLE  
Combustor  
a radical departure from the Phase 5 annular combustor  
aero version with DLE  
designed in up front  
RT62 Power Turbine  
(similar to Aero Trent)  
8 Can Type DLE with reverse  
flow Perpendicular to the Axis  
of Rotation  
3 stage lean burn DLE  
Combustor Materials-INCO  
625 and Haynes 230  
Single fully annular  
combustor with steel outer DLE radially mounted pre-mix  
casing and NIMONIC 263  
Series Staged 9 Can Type  
24? fuel burners on standard  
Phase 5 Combustor  
Number of  
Combustors  
lean burner chambers with a  
single fuel injector for each  
can  
liner  
Dual Fuel Capable  
Eighteen fuel nozzles  
DLE combustor uses 2 stages with precise control  
of the fuel flow division rather than trying to  
control the air flow  
NOx - 25 vppm  
CO < 32 vppm  
DLE 25 vppm NOx on gas  
42 vppm NOx on liquid fuel  
with water injection  
25 ppmv NOx, 25 ppmv CO  
at 15% O2 on gas  
Water injection is required for  
LF operation  
Emission  
Capabilities  
170+ ppmv NOx @ 15% O2  
(diffusion burner with water  
injection)  
RB211 has over 250,000 DLE fired hours of  
operation  
25 ppm CO  
Emission  
Abatement  
Configuration  
DLE Combustion System -  
Standard Combustor  
Available?  
Standard combustor - DLE  
retrofit available?  
Water injection thru combined  
fuel / water injectors  
DLE Combustion System  
Woodward  
RB211 uses WI for NOx control on LF  
Utilizes time proven control systems with digital  
electronics  
Control System  
Options  
Flexitrend by En-Tronic  
Flexitrend by En-Tronic  
Woodward  
Proven operation in remote areas with operator-  
less control and protection.  
Integrated auxiliary drive fro  
lube oil, seal oil and hydraulic  
systems  
2-16  
 
EPRI Proprietary Licensed Material  
3
RELIABILITY, AVAILABILITY AND MAINTAINABILITY  
Data Analysis: Rolls-Royce Aero-derivative Engines  
This chapter provides statistical evaluation of the Reliability, Availability, and Maintainability  
(RAM) performance of the Rolls-Royce Avon, RB211, and Trent machines in power generation  
applications. The fleet is represented by units that report to the Operational Reliability Analysis  
Program (ORAP) managed by Strategic Power Systems (SPS). RAM data is reported to ORAP  
on a voluntary basis and therefore not all units in a particular fleet are represented. To the extent  
that the data is based on a substantial number of the fleet units in a particular category, the results  
are representative statistical sampling of that fleet. See Appendices for details about ORAP and  
RAM statistics.  
Simple cycle plant statistics are provided in this report because the focus is on the combustion  
turbine. The impact of the combustion turbine and its interaction with the operation and  
maintenance of the plant is considered the prime issue. Other studies examine the balance of  
plant RAM for combined cycles, including the HRSG and steam turbines.  
For most models, the majority of the units reporting in the ORAP database are baseload electric  
or cogenerators, although the smaller capacity models also have a substantial number of units in  
simple cycle mode for peaking duty. The units currently performing cycling duty formerly were  
baseloaded units and have recently transitioned to cycling duty. At a site with a single unit the  
tendency of the cycling unit is to shutdown for the weekend. At sites with multiple units the  
tendency of the cycling units is shutdown on a rotating schedule. Some of the units run for  
longer fired hours per start, then shutdown on the third night and restart in the morning to  
minimize the total number of on-off cycles.  
The maintenance philosophy implemented by the OEMs and Users has a direct impact on RAM  
and is the leading cause of a plant’s unavailability. The demand and use of a combustion turbine  
greatly influences these decisions but unavailability is a User/OEM controlled parameter of when  
and how scheduled and unscheduled maintenance is performed. For instance, plants that are  
simple cycle peakers may have less incentive to minimize the time required to perform scheduled  
maintenance, and therefore have lower availability than baseload units of the same model. For  
peakers, reliability and availability are most critical during seasons in which electricity prices are  
at a premium.  
This report contains a summary of RAM statistics available at the time of publication. More  
detailed statistics, including future annual updates, are available to current project 80.002 funders  
3-1  
 
   
EPRI Proprietary Licensed Material  
Reliability, Availability and Maintainability  
Generation area, Strategic Generation Options and go to Newsletters/ Program Updates under the  
Research Area Updates section in the left sidebar.  
RAM Statistics: Avon, RB211 and Trent - All Duties  
Data from the Operational Reliability Analysis Program (ORAP) was utilized to provide  
statistics on Rolls-Royce engines. The following table summarizes the characteristics for the  
Rolls-Royce fleet as represented by the units reporting to ORAP. The statistics are for all units  
reporting that meet SPS criteria for inclusion in the database for a particular year. As such, they  
are a subset of Rolls-Royce entire operating fleet. 2005 is the first year in which Rolls-Royce  
data is available in ORAP; therefore trending over time is not available.  
Table 3-1  
RAM Statistics: Fleet Characteristics for Avon, RB211, and Trent  
Avon  
RB211  
Trent  
Time Period  
No. of Units  
Unit-Years  
1 Year: 2005  
6
1 Year: 2005  
10  
2 Years: 2004, 2005  
4, 8  
11.1  
4.2  
8.1  
Period Hours  
Fired Hours  
Service Factor  
36,790  
29,700  
81%  
70,960  
45,250  
64%  
97,240  
18,860  
19%  
Units that report for less than 100% of the time period result in partial unit-year data. Units  
reporting less than 70% of a calendar year are typically excluded from the data set. Note that  
this data set represents a limited sampling of engines in each model type and therefore the RAM  
statistics may not accurately represent the larger fleet.  
The following table summarizes the combined duty RAM statistics for the Rolls-Royce fleet  
reporting to ORAP.  
3-2  
 
   
EPR Proprietary I Licensed Material  
Reliability, Availability and Maintainability  
Table 3-2  
RAM Statistics for Roll-Royce Avon, RB211 and Trent Engines – All Duties  
Model Availability Reliability Service  
Service  
Starting  
Average Forced Scheduled Unscheduled  
Mean  
Time  
Between  
Failure  
(Hours)  
Mean  
Time  
To  
Repair  
(Hours)  
& Year  
(%)  
(%)  
Factor Hours/Start Reliability  
Load  
(MW)  
Outage  
Factor  
(%)  
Outage  
Factor (%)  
Outage  
Factor (%)  
(%)  
81  
(%)  
93  
Avon  
2005  
97.5  
83.4  
99.4  
86.8  
215  
159  
N/A  
20  
0.6  
1.7  
2.9  
0.2  
0.5  
423  
285  
3
RB211  
2005  
64  
97  
13.2  
453  
Trent  
2004  
82.1  
75.0  
86.1  
88.7  
24  
17  
28  
14  
82  
87  
47  
46  
13.9  
11.3  
3.9  
4.9  
0.1  
8.8  
59  
38  
18  
35  
Trent  
2005  
Average values compiled from Operational Reliability Analysis Program (ORAP). 2005. MTBF and MTTR include both forced and unscheduled Maintenance  
hours. High MTBF of RB211 due to a single event requiring 4,416 hours before restored to operation.  
3-3  
 
 
EPRI Proprietary Licensed Material  
Reliability, Availability and Maintainability  
Additional RB 211 Operating Statistics  
The following table provides average Reliability and Availability statistics for a limited number  
of RB 211 engines based on a one-year operational study. Statistical values are from sources  
other than ORAP and have not been verified.  
Table 3-3  
Additional RB 211 Operating Statistics  
Type #  
24 A  
Number of Units  
Service Factor  
56.4  
Availability %  
90.2  
Reliability %  
98.3  
9
24 C  
21  
13  
16  
61.07  
90.2  
98.6  
24 G  
52.26  
98.0  
99.5  
24G DLE  
71.8  
95.9  
99.8  
Avg. of Fleet  
Avg. of -24G & DLE  
93.6%  
97.0%  
99.0%  
99.8%  
RAM Assessment  
The typical benchmark for mature heavy-duty and aero-derivative engines is 99% reliability,  
94% availability and 95% starting reliability, on average. The Avon exceeds these minimum  
expectations; however, the RB211 and Trent machines, as represented by these particular fleets  
reporting to ORAP, do not meet benchmark values. Furthermore, the Trent does not meet  
expectations for starting reliability. Since the Trent engines in this sample appear to be in  
peaking service, starting reliability is a critical factor as well. Again, caution is advised since the  
number of units in the ORAP statistical sample is relatively small, particularly for the Avon and  
RB211 engines. The single year operational study data on RB211 engines shows more favorable  
availability and reliability statistics, particularly for the later sub-model type G.  
Conclusion  
The aero-derivatives are generally classified as “under 50 MW”. The industrial Trent breaks that  
barrier and is the word’s largest aero-derivative combustion turbine at 51.2 MW. The heritage of  
the aero-derivatives leads to the inherent development of flexible, high power density, and highly  
efficient industrial combustion turbines. By their very nature they are generally more complex  
and more exotic than the frame type (heavy duty) industrial combustion turbine. The frame type  
industrial combustion turbine, however, is adopting much of the aero technology to the point that  
there is a similarity of the flow paths cooling schemes, coatings, and combustion technologies.  
The limiting factor is not the transfer of technology but in the manufacturing of frame size  
components from the aero size components.  
3-4  
 
       
EPR Proprietary I Licensed Material  
Reliability, Availability and Maintainability  
The review of the frame pedigree matrices in a previous EPRI Report TR-114081, “Gas Turbine  
Design Evolution and Risk” clearly shows a high degree of commonality between the design of a  
frame unit and an aero-derivative unit. But at the same time, they are extremely different. One  
cannot operate a frame unit like an aero-derivative and visa versa. Also, the modularity with  
small sizes and lighter weights promote “repair by replacement” philosophy as part of the aero-  
derived heritage. The User must accept the “repair by replacement” philosophy and understand  
the inherent design features of the aero-derivatives. The prime features are multi-spools and  
multiple main rolling element shaft bearings. The lubrication system uses synthetic lubricating  
fluid and the turbine requires high degree of purity and cleanliness. The aero-derivative  
combustion turbine with more variable geometry, control devices, and accessories experiences  
approximately twice the number of forced outages as the frame units. But, because of the aero-  
derivative’s inherent maintenance features, the turbine can generally be restored to operation in  
half the time as a similar frame outage. Therefore, the net downtime is the same for aero-  
derivatives and frame turbines (i.e. the Forced Outage Factors (FOF) are roughly equivalent).  
The main difference is the downtime associated with major outages requiring disassembly and  
repair of the frame units on site.  
The inherent design of the aero-derivative industrial combustion turbine is generally more  
complex and exotic and has more parts and more moving parts to fail. The aero-derivative  
industrial combustion turbine also has more instrumentation to allow for designed control and  
protection. Due to its heritage, it is easier to repair and return to service.  
The aero-derivative’s greatest asset is its modularity. With complete interchangeability of like  
modules and line replaceable components, it relies on a maintenance philosophy called “repair  
by replacement”. The Rolls-Royce aero flight engines have a long history of being the world’s  
most powerful and reliable turbines. The industrial versions of these engines are continuing that  
tradition and are some of the world’s most powerful and reliable industrial turbines.  
The features outlined below represent the major differences between aero-derivatives and frame  
units, other than their power density:  
Modularity, promoting repair by replacement  
Aircraft heritage for fast starting and tolerance to cycling  
Ease of maintenance  
High performance and efficiency  
Some long-term problems associated with aero-derivatives include:  
Bearing and seals requiring monitoring and conditioning equipment  
DLE combustion systems requiring refinement to meet stringent objectives  
Compressor sensitivity to stall or surge  
Lastly, the repair cycle and actual costs to achieve high availability must be accounted for in life  
cycle evaluations. The cost of membership into a lease program, the cost of leased turbine  
usage, and the cost of repair to the Users turbine has to be considered and assessed by the Users.  
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4
BIBLIOGRAPHY  
Literature Citations  
“New applications for Trent”, Turbomachinery International, Sept/Oct 2005, pp 9-12.  
T. Scarinci and C. Barkey (Rolls-Royce Canada), “Dry Low Emissions Technology for  
the Trent 50 Gas Turbine”, paper presented at Power-Gen Europe, Barcelona, Spain, May  
2004.  
“Dedicated facilities built for Avon and RB211 overhauls and repairs” (Rolls Wood  
Group in Aberdeen, Scotland), Gas Turbine World, Apr/May 2004, pp 24-26.  
“Rolls-Royce Expands Allison Turbine Users Association”, Turbomachinery  
International, Nov/Dec 2002 pp 30-31.  
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A
KNOWN ISSUES  
Table A-1  
Listing of Known Issues for Rolls-Royce Units  
Issue Symptom  
Comments  
Ancillary Package Numerous Deficiencies  
Design  
Cooper Bessemer, now part of Rolls-Royce,  
packaged the unit as a Coberra 6256 and  
then, with the higher powered machines, the  
Coberra 6562 unit. The troublesome Lube  
Oil skid problems have now been resolved.  
Westinghouse also offered a package design  
known as the EconoPac concept. While the  
turbine performed very well, there were  
problems with some aspects of the initial  
package design, which were corrected by  
RR.  
Digital Control  
System Upgrade  
Software and card  
problems  
The new Entronics, (now part of Rolls-  
Royce), control system required software  
and card changes with introductory units (as  
with any new product introduction that has  
not yet been widely tested)  
DLE Combustion  
Acoustics  
Initially the DLE technology produced  
unacceptable acoustic problem within the  
DLE combustion system. Modifications and  
testing are being introduced to eliminate  
these problems.  
DLE Combustion - NOx Emissions  
Trent  
The Trent DLE has had difficulty meeting 25  
ppm NOx emissions guarantees. A new DLE  
design is expected in 2003 to resolve the  
issue.  
Combustor  
Module Casing -  
Trent  
Gas Leakage –  
Maximum Power  
Derating  
A revised casing for the Trent DLE  
combustor module is expected in 2003 to  
resolve this issue. Until then the maximum  
pressure ratio during cold day operation is  
limited.  
General - Trent  
Numerous Deficiencies  
Numerous problems occurring on the lead  
machine (Whitby Cogen) in 1996-1999 –  
resolutions indicated. Details unknown.  
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B
RB 211 MAINTENANCE SCOPE  
RB 211 - 2,000 Hour Inspection  
Carry out a soak wash of the engine’s compressor.  
On completion of the above;  
Inspect the Intake Flare for any cracks or damage  
Examine the Variable Intake Guide Vanes (VIGV’s) and visible  
Compressor Blades for nicks, dents and foreign object damage.  
Clean up the floor and ensure items are removed from the plenum.  
Remove and inspect the oil scavenge block Magnetic Chip Detectors.  
Refer to the RB 211 Maintenance Manual for go and no go limits on any metallic  
contamination.  
Fit new ‘O’ rings to the mag plugs before reinstalling same. (Service Bulletin # 108)  
Remove and clean the gas generator mounted lube oil filters (if installed).  
Check the security of all accessible connections, clamps, brackets, locking devices and nuts.  
Check all external pipes, conduit, and electrical leads for evidence of frettage or wear. Gas  
fuel ‘flex’ pipes are very susceptible to this problem.  
Examine the exterior of the engine casings for signs of air or oil leaks. Also check for  
cracks, dents distortion and hot spots.  
Check the level of the oil in the lube oil reservoir tank. Replenish as required.  
Ensure the static seal of the VIGV Master Ram has sufficient oil in it.  
Remove a sample of lube oil and send it for analysis and oil acidity reading.  
RB 211 - 8,000 Hour Inspection  
Ensure that all applicable Service Bulletins and Service Information Letters are carried out  
on both the Gas Generator and the Lube Oil Console.  
Carry out all the 2,000 hour inspections, including a soak wash of the engine compressor.  
Check the Nose Bullet as per Chapter 6 of the Maintenance Manual (M/M) Vol. 1.  
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RB 211 Maintenance Scope  
Conduct a full internal borescope examination of the engine. Refer to the M/M Volume 1,  
Chapter 6. for reference and allowable limits of any nicks, dents or other foreign object  
damage found.  
Examine all borescope blanking plugs, which extend into the gas generator, for frettage and  
wear. Any major frettage should be investigated and the plug changed.  
Examine the rubber flexible joint seal between the Intake Flare and the engine flange.  
Check the variable inlet guide vane (VIGV) operating mechanism for freedom of movement  
and security of linkages. Inspect the VIGV bushes for wear.  
Check the security and condition of the VIGV high and low speed stops.  
Remove and check the Blow Off Valve (BOV) Control Solenoid. Refer to the M/M Vol.1,  
Chapter 6 and Service Bulletin # 54.  
On RB 211 – 24’A’ & ‘C’ engines, visually inspect and service the VIGV Master Ram  
assembly, as per the M/M Vol.1, Chapter 6, Paragraphs 11 & 12.  
On the Master Ram assembly, remove the P2 air splitter housing and carefully clean the  
needle valve and seat. Do not adjust the Ram.  
Remove and clean the HP 3 air filter.  
Remove and check the discharge rate of the Igniter Plugs. Change one or both as required.  
If it is still installed, remove and clean the gas generator mounted lube oil filter. Reference  
should be made to Service Bulletin # 55.  
Check the functioning and calibration of the Vibration Monitoring equipment. The M/M  
Vol. 1, Chapter 6 details this check. Replace any components as required.  
A DC resistance and insulation test should be carried out on all of the engines electrical  
components.  
Check and service the Davis Vent valve. The seal replacement is detailed in Service Bulletin  
# 104. Valve connections are detailed in M/M Chapter 2.  
Check the Gas Starter and associated pipework for any evidence of oil leaks.  
Change the Main Lube Oil Skid mounted Filters. Refer to the Maintenance and Parts Manual  
Off-Engine Parts, Vol. 1A, Part 1A, Chapter 4.  
On the Mark 2 Console, clean or replace the in line filter to the Pegasus Valve.  
On the Mark 3 Console, clean or replace the in line filter to the MOOG Valve.  
Check the inert gas pressure of the lube oil system accumulator.  
Replace the inlet filter to the fuel valve actuator.  
Perform a function check on the high-speed shut-off cock in the fuel skid.  
It is recommended that a check of all pressure switches, solenoids, heaters, thermostats, and  
electrical equipment, mounted off engine, be carried out as per the manufacture’s  
B-2  
 
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RB 211 Maintenance Scope  
instructions. These instructions and checks are to be found in the Maintenance and Parts  
Manual, off-engine parts, Volume 1A, Part 1A, Chapter 3 and Chapter 3 of Part 2A.  
On re-start of the engine, carryout an airflow control system check. Chapter 7, paragraph 4  
in the Maintenance Manual gives the full details.  
RB 211 - Midlife Workscope  
To conducted schedules maintenance of the engine and overhaul of the 04 Module plus the I.P.  
Stage 5, 6 and 7 (OGV Ring) Stator Vane assemblies at approximately 25,000 operating hours.  
This work to be carried out at Customers premises if ‘POOL’ assemblies are available. The  
same workscope would apply for a shop visit.  
On Removal  
Conduct Engine Inspection, include external visual inspection and record any damage to the  
engine accessories.  
List and report any missing parts or other visual abnormalities/conditions observed.  
Ensure rotating assemblies are free of rubs and/or stiffness.  
Bulk strip engine into modules.  
01 Module:  
Visually inspect, in the bulk strip condition, Front Roller Bearing, Abradable Seals, Variable  
Inlet Guide Vanes, Actuating Ring and IGV ram.  
Electrically check the N1 Magnetic Speed Sensors and electrical connector.  
Visually Inspect Diaphragm Seal, Cylinder and Cover Abradable Seals.  
02 Module:  
Remove the I.P. Compressor Half Casings from the Assembly  
Remove Stage 5 and 6 Stator Assemblies. Prepare these components for shipping to Vendor  
for full overhaul to latest mod. Standard.  
Visually Inspect Compressor Half Casings and Stage 1 to 4 Stators in the Bulk Strip  
Condition (i.e. Check Blade Path Linings, Stators and Inner Shrouds).  
Inspect the IPC Rotor as an Assembly.  
Rebuild the 02 Module using ‘POOL’ Assemblies.  
03 Module:  
Remove the Stage 7 Outlet Guide Vane (OGV) Ring assembly. Prepare the component for  
shipping to Vendor for full overhaul to the latest mod. Standard.  
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EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
Visually inspect the remainder of the module in the bulk condition (i.e. Curvic Coupling,  
thrust bearings).  
Electrically check the N2 Magnetic Speed Sensors and electrical connectors.  
Fit the ‘POOL’ OGV Ring Assembly  
04 Module:  
Prepare the 04 Module for shipping to Vendor. At Vendor Premises, the module will be  
fully overhauled to this workscope.  
Overhaul in accordance with accepted standards.  
Dismantle to detail, clean and inspect.  
Visually and dimensionally, inspect the Burner Sealing Liners.  
Dimensionally inspect ALL of the abradable linings, renew where required.  
Comply with the following Repair Notes and Overhaul Information Alerts:  
RN5003  
RN5009  
Replacement of HP compressor curvic coupling joint bolts  
Renew HP compressor bolts in Jethete material at every  
Ex-service strip  
RN5016  
RN5017  
RN5020  
Engine components life limitation data  
Log book cyclic life information  
Reduced cyclic life of specific HP compressor rotor Stages  
to 2 disc assembly  
RN5022  
RN5024  
RN5033  
RN5036  
Restricted usage of Nimonic 80A fasteners  
HP turbine blade check procedure  
Fatigue failures of compressor, turbine rotor blades and stator vanes  
Inspection of HP Compressor Stage 3 disc for corrosion  
and cracking (at 48,000 hours)  
RN5039  
0IA005  
0IA032  
0IA035  
0IA037  
0IA043  
TI30029  
Inspection standard for HP turbine blades  
HPT blades for thermal cracking  
Stage 5 stator vane feet frettage  
Stage 5 stator vane failure  
Stage 5 stator vane platform gaps proforma  
Revised HP Turbine honeycomb seal clearances  
Re-protect the outer casing with Sermetal ‘W’  
B-4  
 
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RB 211 Maintenance Scope  
Compressor Rotor HP (Section 1664)  
Inspect the HP compressor rotor path linings and incorporate modifications 1115 and 1189, if  
required. Reprotect if necessary.  
Incorporate Mod 1167 - Improved bolt material on combustor.  
Replace the curvic coupling bolts in accordance with RN5003, if required.  
Inspect the HP compressor rotor blades, stators, and repair as necessary.  
Crack test the following components and reprotect if satisfactory:  
Stage 1-2 HP Compressor Disc  
Stage 3 HP Disc (RN5036)  
Stage 4, 5 and 6  
Stage 1-6 HP Blades  
Stage 1-5 HP Compressor vanes  
Combustion Liners (Sections 1092 – 1092/A – 1092/B)  
Consign the Front combustion Liner for condition assessment and overhaul.  
Turbine Rotor Discs and Shaft HP (Sections 1071-1071/A)  
Dimensionally inspect the Panel Support and Rotor Disc Location.  
Subject the following components to crack testing.  
HP Turbine Disc  
HP Turbine Blades  
Panel Support  
HP Turbine Bearing Inner Race  
Conical Shaft  
Visually inspect the remaining components.  
Renew the thermal barrier coating on the rear combustion liner.  
Nozzle Case and Nozzle Vanes HP (Section 1081)  
Strip to detail.  
Inspect the HP Seal Segments, repair and renew the Honeycomb seals as necessary.  
Consign the HP NGV’s for repair, as required, and reprotection with Sermaloy ‘J’ coating in  
accordance with Mod 1110.  
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RB 211 Maintenance Scope  
Rebuild the Module to the Rolls-Royce overhaul specification, fits and clearances etc. and ship  
back to the Customer or replace in the ‘POOL’.  
05 Module:  
Carry out dimension check of IPT Rotor setting.  
Inspect the IP Turbine Casing Assembly in the Bulk Condition, including Seal Segments, IP  
NGV’s, HP and IP Roller Bearings and Static Abradable Seals.  
Inspect the IP Turbine Rotor Assembly in the Bulk condition. Check wear on IP  
Turbine blade ‘Z’ notch, turbine disc, shaft, coupling and IPT bearing.  
Insure no ‘coking’ in oil scavenge or vent lines in the ‘spider’.  
Carry out the following Repair Notes and Overhaul Information Alerts:  
RN5018  
HP/IP support internal pipe inspection/test  
IP Turbine Blade inspection criteria  
RN5037  
Embody the following modifications:  
Mod 1123 Revised vent connection, if required  
06 Module:  
Visually Inspect all accessories, including Air and Oil Piping, Nose Bullet and P2 Air Filter.  
Electrically check Thermocouple Harness.  
Remove HP and IP Bleed Valves and Overhaul.  
Replace Seals in Davis Valve.  
Rebuild  
Using the Customers spare 04 Module, rebuild the engine to the Rolls-Royce Overhaul build  
specification and fits/clearance limits.  
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EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
RB 211 - Overhaul Workscope  
This overhaul workscope is conducted as schedule maintenance at approximately 50,000  
Operating Hours, providing the engine had a midlife inspection repair at 25,000 hours.  
On Receipt of Engine  
Take pictures of engine on the inbound truck (i.e. tie down straps etc.)  
Inspect and report condition of engine transportation stand and bag.  
Open bag and photograph all four sides of the engine especially engine components or parts  
that are damaged or missing.  
Carry out full “booking in” inspection of the engine, checking that the rotating assemblies are  
free of rubs and stiffness.  
Any missing parts/components or other visual abnormalities should be immediately reported  
to the Customer.  
Remove the Nose Bullet, “A” Frame, Intake Extension Ring etc. and prepare the engine for a  
vertical lift.  
Carry out an airflow check of the 01, 03 and 05 module oil lines and record findings.  
Place the engine on the “pot” vertically for removal of all the 06 module components  
(i.e. all pipes, harnesses etc.)  
Bulk strip the engine into its five (5) modules.  
01 Module:  
Air Inlet and Front Bearing Support (Section 1020)  
Detail strip the module – wash, NDT and inspect all components.  
Replace the I.P. Roller Bearing.  
Incorporate MOD 633 on IP front static seal.  
Inspect anti-icing manifold, check for damage, cracks or other defects. Ensure MOD 961 is  
embodied.  
Inspect anti-icing sleeve for wear. NOTE: Discuss with Customer deletion of Anti-Ice  
System (Mod 1051) where applicable.  
Inspect nose bullet for dents, cracks and other defects. Incorporate IRBT1120.  
Inspect support frame assembly. Incorporate IRBT1120.  
Inspect actuating ring check for free movement.  
Inspect bearing, housing, repaint if necessary.  
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EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
Inspect VIGV’s, crack test, measure inner and outer journals. Inspect threads.  
Measure and inspect inner and outer bushes.  
Embody the following Repair Notes (RN):  
RN 5002 – Wear of VIGV Trunnions and associated parts  
RN 5035 – Acceptance Standard for VIGV Vespel Bushes  
Inspect IGV arm assembly, re-protect if necessary.  
Inspect air intake casing assembly, locally crack test, repaint if necessary.  
Renew metco on all static seals (MOD 830, MOD 1044).  
Inspect all remaining parts.  
Overhaul Master & Follower (2) Inlet Guide Vane Rams.  
Inspect and electrical check RPM indicator system  
It is recommended to incorporate MODs 1104, 1054, 1081, 1044, 1164, if not already  
incorporated. These Mod’s, and all other modifications, should be discussed and agreed to by  
the customer.  
02 Module:  
Compressor Casing and Vanes IP (Section 1665)  
Detail strip the module – wash NDT, inspect and record/embody the following Overhaul  
Information Alert (OIA):  
OIA 014 – Inspection of IP Vanes Stages 5 & 6.  
Main Casing: Inspect general condition and report – repaint casing and incorporate Mod 734.  
Inspect shrouds Stage 1 through 6, overhaul process.  
Inspect liners for serviceability, replace if necessary.  
Inspect and overhaul process Stage 1 through 4 vanes.  
Overhaul process Stage 5 and 6; incorporate Mod 1159 (Stage 6) or Mod 1205 (Stage 5).  
Incorporate MODs 734, 1101, 1036 if applicable.  
It is recommended to incorporate the latest mod standard on the IP Stage 5 and 6 Stator Vane  
Assemblies.  
Latest MOD Standard – Stage 5 to MOD 1205  
Stage 6 to MOD 1559  
Customer should be advised as to what MODs can be incorporated.  
Rebuild the casings as per standard procedure.  
B-8  
 
EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
Compressor Rotor IP (Section 1666)  
Detail strip the Rotor. Wash, NDT, inspect and record/embody the following:  
RN 5015 – Cyclic Lives of Critical Group A Components  
RN 5016 – Engine Component Life Limitation Data  
RN 5023 – Inspection/Crack testing of Stage 6 Disc for Corrosion  
OIA 017 – Log Book Cyclic Information  
Inspect all rotor drums and seals.  
Inspect IP compressor stub shaft and curvic coupling for wear.  
Inspect all blades Stage 1 through 7, overhaul process. Incorporate MODs 701, 984, 794. It  
is also recommended to incorporate MODs 1044 and 1159.  
Rebuild and balance the rotor assembly as per standard procedure.  
03 Module:  
Internal Gearbox (Section 1010)  
Detail Strip, Clean and Inspect.  
Embody the following:  
RN 5005 – Acceptance Standard for Bevel and Spur Gears  
RN 5025 – Inspection of Helical Spines  
RN 5034 – Corrosion Acceptance Standard for IP Compressor Rear Stub Shaft  
CTS 1154 – Centrifugal Clutch Carrier Assembly – Spin test  
MOD 1017 – Oil Seals: Kalrez material  
MOD 1161 – Oil Seals: Kalrez material  
Crack test the starting mechanisms.  
HS Gearbox Drive Quill and Fittings (Section 1045)  
Detail Strip, Clean and Inspect.  
RPM Indicating System HP (Section 1420)  
Detail Strip, Clean and Inspect.  
Embody the following:  
RN 5016 – Engine Component Life Limitation Data, Magnetic Speed Sensor  
OIA 030 – Wire Locking of HP/IP Probes  
OIA 044 – Fitting Procedure of HP Speed Probe LW18358  
B-9  
 
EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
MOD 1231 – Revised HP Speed Probes  
Compressor Intermediate Case (Sections 1661/1661A)  
Detail Strip, Clean and Inspect.  
Re-protect the Compressor Intermediate Case.  
Replace Thread Inserts on the Starter Mounting Flange, Borescope Ports and BOV Mounting  
Flange.  
It is recommended that the Outlet Guide Vane Ring (OGV) be modified up to the latest  
applicable MOD standard i.e. 1249 (1190)  
NOTE: Lower standards of OGV ring can only be upgraded to MOD 1190. MOD 1249 is  
incorporated through replacement only. Again customer should be advised/and agree to  
what MODs can be incorporated.  
HP and IP Compressor Location Bearings (Section 1668)  
Detail Strip, Clean and Inspect.  
Replace the HP Thrust Bearing (MOD 1183 Standard) and IP Thrust Bearing (MOD 899  
Standard).  
Crack Test the following components:  
Rear Stub Shaft  
Sleeve Inner IP Bearing  
Sleeve Locking  
Coupling IP Shaft  
Dynamic Balance the Rear Stub Shaft during build.  
Rebuild all sub assemblies then rebuild 03 as per standard procedure.  
04 Module:  
Attachment Fittings HP Turbine Rotor (Section 1069)  
Detail Strip, Clean and Inspect.  
Turbine Rotor Discs and Shaft HP (Sections 1071 – 1071/A)  
[If required – carry out a “porcupine check” before strip as per RN5024]  
Detail Strip, Clean and Inspect.  
Embody the following:  
RN 5016 – Engine Components Life Limitation Data  
B-10  
 
EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
RN 5017 – Log Book Cyclic Life Information  
RN 5024 – HP Turbine Blade Check Procedure  
RN 5033 – Fatigue failures of Compressor, turbine rotor blades and stator vanes  
RN 5039 – Inspection standard for HP turbine blades  
OIA 005 – HPT blades for thermal cracking  
MOD 1167 – Single life bolts  
Dimensionally inspect the Panel Support and Rotor Disc Location.  
In conjunction with the OEM and Customer, review the HP turbine creep life.  
Consign HP turbine blades for weld repair of the outer shroud abutment and non-abutment  
faces to MOD 1130 & 1131 Sermaloy ‘J’ Coating.  
Overhaul process HP Turbine Disc and front rear cones.  
Inspect rear bearing track and seals.  
Inspect all rotating seals.  
Visually inspect all Remaining Components.  
Rebuild and rebalance the HP Turbine Rotor as per standard procedures.  
Nozzle Case and Nozzle Vanes HP (Section 1081)  
Detail Strip, Clean and Inspect.  
Embody the following:  
RN 5012 – Acceptance standard of the cooling tube in HP NGV’s.  
RN 5022 – Restricted usage of Nimonic 80A fasteners.  
RN 5033 – Fatigue failures of compressor, turbine rotor blades and stator vanes.  
OIA 043 – Revised HP Turbine honeycomb seal clearances.  
Inspect the HP Seal Segments, repair and renew the Honeycomb seals as necessary.  
Consign the HP NGV’s for repair, as required, and re-protection with Sermaloy ‘J’ coating in  
accordance with MOD 1110.  
Rebuild the HP Nozzle cases as per standard procedures.  
Attachment Parts and Fittings Combustion Liners (Section 1088)  
Detail Strip, Clean and Inspect.  
Attachment Fittings Combustion Outer Case (Section 1089)  
Detail Strip, Clean and Inspect.  
B-11  
 
EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
Combustion Outer Case (Section 1090-1090/A)  
Detail strip, clean and inspect.  
Re-protect the outer casing with Sermetal “W” coating  
Combustion Liner (Sections 1092-1092A-1092B)  
Detail Strip, Clean and Inspect.  
Embody the following:  
OIA 040 – Debris in front combustion liner  
OIA 043 – Revised HP Turbine honeycomb seal clearances  
Consign the Front Combustion Liner for condition assessment then overhaul process.  
Combustion Outer Case Fittings (Section 1093)  
Detail Strip, Clean and Inspect.  
Compressor Casing and Vanes HP (Section 1662)  
Detail Strip, Clean and Inspect.  
Visually inspect all casings, cones and inner shrouds. Replace ‘Metco’ and ‘Feltmetal’  
linings and repaint. Inspect integrity of all rivets, trap nuts, alignment pins and borescope  
plug locations plates.  
Inspect all Stators and route for overhaul process.  
Rebuild as per standard procedure and machine casing assembly to the appropriate machine  
instruction drawing.  
Embody the following:  
OIA 032 – Stage 5 stator vane feet frottage  
OIA 035 – Stage 5 stator vane failure  
Compressor Rotor HP (Section 1664)  
Detail Strip, Clean and Inspect.  
Remove all blades, visually inspect and overhaul process.  
Strip HP compressor rotor to overhaul process Stage 1 and 2 Disc assembly, Stage 3 Disc  
and rear Compressor Shaft.  
Inspect locking plates Stages 1 through 4.  
Incorporate MOD 1167 – Improved bolt material on combustor.  
Embody the following:  
RN 5003 – Replacement of HP compressor curvic coupling joint bolts.  
B-12  
 
EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
RN 5009 – Renew HP compressor bolts in Jethete material at every service strip.  
RN 5020 - Reduced cyclic life of specific HP compressor rotor Stages 1 to 2 discs  
Assembly  
RN 5033 – Fatigue failures of compressor, turbine rotor blades and stator vanes  
RN 5036 – Inspection of HP Compressor Stage 3 disc for corrosion and cracking  
(48,000 hours)  
Crack test all rotating components.  
Rebuild and balance the rotor assembly.  
Rebuild the 04 module assembly as per standard procedure.  
05 Module:  
Turbine Rotor Discs and Shaft IP (Sections 1072 and 1072/A)  
Detail Strip, Clean and Inspect.  
Subject the Turbine Assembly to swash and concentricity checks and comply with RN 5021.  
Embody the following:  
RN 5016 – engine component life limitation data  
RN 5017 – Engine component records and component life marking  
RN 5021 – Interlock blades, acceptance standard  
RN 5025 – Inspection of IP shaft splines (crack test)  
RN 5037 – IP Turbine Blade inspection criteria  
MOD 1186 – IP Turbine disc rim, increasing cooling  
OIAGEN 010 – IP Turbine blade fitment  
OIAGEN 019 – Taper Bolt discoloration  
Strip, crack test and inspect the following components and O/H process:  
IP Turbine Disc  
IP Turbine Inner Bearing Race  
IP Turbine Shaft (RN 5025/20)  
Metering Plate  
IP Turbine Blades re-protect with Sermaloy “J” (MOD 1187).  
In conjunction with the OEM and customer, review the IP turbine creep life.  
Rebuild and balance as per standard procedure.  
Nozzle Case and Nozzle Casings (Sections 1080 – 1080A)  
B-13  
 
EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
Detail Strip, Clean and Inspect.  
Embody the following:  
RN 5018 – HP/IP support internal pipe inspection/test  
RN 5029 – Replace thread inserts  
OIA 027 – IP Turbine Blade Tip clearance check  
OIA 033 – Debris Ingress  
OIA 036 – Oil feed pipe crack detection  
MOD 1181 – IP Bearing retainer improved abradable/clearance (1181/121)  
Strip coating and crack test the IP NGV’s. If satisfactory, re-protect with Sermaloy “J” in  
accordance with MOD 1110.  
Replace the IP and HP roller bearings.  
Renew the ‘Metco” on HP and IP bearing retainers.  
Inspect HP and IP bearing support as follows:  
X-Ray to ensure integrity of all internal tubes and brackets  
Inspect all panels and seals.  
Visually inspect main IP casing for any discrepancies.  
Renew honeycomb seal on IP seal segments; incorporate MOD 1141 if applicable on original  
part number.  
Inspect all remaining components.  
Replace the inserts at theT6 thermocouple locations.  
Incorporate MODs 1084 and 1129. It is recommended to incorporate MODs 1123, 1135 and  
1136.  
Rebuild as per standards procedure.  
06 Module:  
Wash and inspect all pipes.  
Visually and electrically inspect harnesses and thermocouple harness.  
Overhaul the fuel burners in accordance with the Rolls-Royce Overhaul Standard.  
Recondition all accessories as such IP and HP bleed valves and bleed valve controller.  
Electrically check HP3 transducer.  
Inspect accelerometers or vibration pick-ups.  
Pressure test burner feed pipes.  
Strip and clean scavenge block assembly.  
B-14  
 
EPRI Proprietary Licensed Material  
RB 211 Maintenance Scope  
Visually inspect starter or as advised by customer.  
Visually inspect all remaining components and recondition as necessary.  
Incorporate MOD 1149.  
It is recommended to incorporate MODs 1135, 1136, 1164, 1078, 1054, 1071, 1124 and 1266  
Non-Engine Components  
Inspect transportation stand for serviceability.  
Inspect transportation bag for serviceability.  
Engine Test  
Conduct performance test in accordance with Rolls-Royce CTS 1165.  
B-15  
 
 
EPRI Proprietary Licensed Material  
C
RAM TERMS AND DEFINITIONS  
Term  
Definition  
Availability (%) (Avail)  
Forced Outage Hours + Scheduled Outage Hours  
1 −  
100  
Unit Period Hours  
where Scheduled Outage Hours = Maintenance  
Unscheduled Outage Hours + Maintenance  
Scheduled Outage Hours  
Reliability (%) (Reliab)  
Forced Outage Hours  
Unit Period Hours  
1−  
100  
Forced Outage Factor (%) (FOF)  
Scheduled Maintenance Factor (%)  
Unscheduled Maintenance Factor (%)  
Service Factor (%) (SF)  
Forced Outage Hours  
Unit Period Hours  
100  
Maintenance Schedule Outage Hours  
Unit Period Hours  
100  
MaintenanceUnschedule Outage Hours  
Unit Period Hours  
100  
Service Hours  
100  
Unit Period Hours  
Starting Reliability (%) (SR)  
Service Hours per Start (SH/Start)  
Average Load  
Number of Successful Starts  
Number of Attempted Starts  
100  
Service Hours  
Successful Starts  
Gross Megawatt Hours Generated  
Service Hours  
Mean Time Between Failure (MTBF)  
Mean Time To Repair (MTTR)  
Mission (Running) Reliability  
Service Hours  
Trips from a State of Operation  
Outage Hours Resulting from Trips  
Trips from a State of Operation  
e -λt  
where λ = Failure Rate and  
t = Mission Time (SH/Start)  
C-1  
 
 
EPRI Proprietary Licensed Material  
RAM Terms and Definitions  
The above equations adhere to IEEE Standard 762: Standard Definitions for use in Reporting Electric Generating  
Units Reliability, Availability, and Productivity  
Unavailability Types  
SPS ORAP® System  
IEEE 762 Equivalent (1987)  
Forced Outage Types  
Forced Outage - Automatic Trip: While the unit was  
operating a component failure or other condition  
occurred which caused the unit to be shut down  
automatically by the control system.  
FOA  
Unplanned Outage (UO)  
UO Class 1  
Forced Outage - Manual Shutdown: While the unit was  
operating a component failure or other condition  
occurred which resulted in a decision by the appropriate  
person (or persons) to manually trip the unit from  
service.  
FOM  
Unplanned Outage (UO)  
UO Class 1  
UO Class 2  
UO Class 3  
Failure to Start: A signal was given to start the unit but  
the starting sequence was not fully completed (unit did  
not synchronize with system) within the required time  
period. Sequential failures to start caused by a single  
problem are to be counted as one failure to start event,  
unless corrective action is performed or a successful start  
is achieved in the interim.  
FS  
Unplanned Outage (UO)  
UO Class 0  
Forced Unavailability:  
FU  
Unplanned Outage (UO)  
UO Class 1  
1. The unit was available in the Reserve Shutdown  
(standby) state, but a component failure or other  
condition caused it to be reclassified as "Unavailable".  
2. An extension of a planned maintenance action due to  
additional component failure/repair.  
Scheduled Outage Types  
Maintenance - Unscheduled: Maintenance that is  
MU  
Unplanned Outage (UO)  
UO Class 4  
required, but has not been specified in the maintenance  
plan. This outage type can be a result of a unit shutdown  
(when the unit is not required or outage time has been  
scheduled) to facilitate repairs to the unit.  
Maintenance - Scheduled: Maintenance that is pre-  
planned, well in advance of the outage, as part of the  
maintenance plan.  
MS  
Planned Outage (PO)  
Other Outage Types  
Derating: A component failure or limitation causes a  
decrease in the output of the unit.  
DR  
NC  
CM  
Planned Derating  
Unplanned Derating  
(No outage code exists in  
IEEE Std. 762)  
(No outage code exists in  
IEEE Std. 762)  
Non-Curtailing Event - A redundant component fails, but  
does not impact the intended operation of the equipment.  
Concurrent Maintenance: Maintenance is performed  
while downtime is charged to another component or  
while the unit is operating on-line or is available to start  
off-line (in reserve shutdown).  
C-2  
 
EPRI Proprietary Licensed Material  
D
INSTALLATION LISTS  
The following tables provide a representative listing of installation sites for Rolls-Royce RB211,  
Trent and Avon models in electrical generation applications. Mechanical drive and off-shore  
applications in the oil and gas industry are not included. For instance, there are over 240 units in  
mechanical drive applications (29,000 to 38,000 hp each), with over 40 having DLE combustors.  
Sites are sorted by commercial operating date (COD) in inverse chronological order, when  
known. Source: INTURB database (www.eprictcenter.com/inturb).  
Legend:  
CC = Combined Cycle  
Cogen = Cogeneration Only  
SC = Simple Cycle  
NG = Natural Gas  
DO = Distillate Oil  
D-1  
 
 
EPRI Proprietary Licensed Material  
Installation Lists  
Table D-1  
RB211 Sites  
Cycle  
Type  
Number  
of CTs  
MW  
rating  
Company  
Site  
City  
State  
Country  
Model  
Fuel  
COD  
RB211  
6562  
PT PLN Persero  
Jakarta  
Jakarta Area Jakarta  
Indonesia  
Cogen  
1
3
NG  
23  
2004  
Electricidade de Portugal  
SA (EDP)  
EDP Energen  
Rolls-Royce Power  
Ventures (RRPV)  
Rolls-Royce Power  
Ventures Ltd  
Fafen Energia  
Cogen  
RB211  
6761  
Camacari  
Ankara  
BA  
Brazil  
CC/Cogen  
NG  
NG  
134  
2003  
2003  
Ankara Bilkent  
(University)  
Turkey  
RB211  
RB211  
Cogen  
1
37  
E.ON AG  
Powergen CHP Ltd  
UK/England  
& Wales  
Mersey Docks  
Carrico  
Liverpool  
Carrico  
Cogen  
Cogen  
1
1
Unknown  
Unknown  
30  
25  
2002  
2002  
Electricidade de Portugal  
SA (EDP)  
EDP Cogeracao  
RB211  
6562  
Portugal  
Direccion Provincial de  
Energia (DPE)  
Tierra Del  
Fuego  
Mataderos  
Ushuaia  
Curtis  
Argentina  
Spain  
RB211  
RB211  
RB211  
RB211  
RB211  
RB211  
RB211  
SC  
Cogen  
CC/Cogen  
SC  
1
1
1
4
2
2
1
Unknown  
Unknown  
NG, DO  
DO  
27  
25  
37  
50  
50  
54  
27  
2001  
2001  
2000  
2000  
1999  
1998  
1997  
Abengoa SA  
Curtis Ethanol  
Galacia  
Bilenerji  
Cogeneration  
Bilkent Holding AS  
Ankara  
Johnson  
Samarinda  
Elgin  
Turkey  
USA  
Wolverine Power Supply  
Coop Inc  
George Johnson  
(Hersey)  
MI  
East  
Kalimantan  
PT PLN Persero  
Elf  
Tanjung Batu  
Elgin  
Indonesia  
UK  
CC/Cogen  
SC  
Unknown  
NG  
Ertisa SA  
Heulva Ertisa  
Heulva  
Spain  
SC  
Unknown  
Union Fenosa SA  
Union Explosivos Rio Tinto  
SA  
Huelva Refinery  
Huelva  
Spain  
RB211  
Cogen  
1
NG, LPG  
26  
1997  
Perusahaan Umum Listrik  
Negara Co  
East  
Kalimantan  
Samarinda  
Kapuskasing  
North Bay  
Borneo  
Indonesia  
Canada  
Canada  
RB211  
RB211  
RB211  
SC  
2
1
1
NG  
NG  
NG  
54  
26  
26  
1996  
1996  
1996  
TransCanada Corp  
TransCanada PipeLines Ltd  
Kapuskasing ON  
North Bay ON  
CC/Cogen  
CC/Cogen  
TransCanada Corp  
TransCanada PipeLines Ltd  
D-2  
 
EPRI Proprietary Licensed Material  
Installation Lists  
Cycle  
Type  
Number  
of CTs  
MW  
rating  
Company  
Site  
Heidrun OS  
Tiffany OS  
City  
State  
Country  
Norway  
UK  
Model  
RB211  
RB211  
RB211  
RB211  
Fuel  
NG  
NG  
NG  
NG  
COD  
Statoil  
SC  
SC  
SC  
SC  
3
3
2
5
56  
75  
50  
50  
1994  
1992  
1992  
1992  
AGIP SpA  
AGIP (UK) Ltd  
BP  
Bruce Field  
Oseberg A OS  
North Sea  
UK  
Norsk Hydro A/S  
Norway  
Shell Oil Co  
Shell Exploration and  
Production Company  
Gannet OS  
UK  
RB211  
SC  
3
NG  
50  
1992  
TransCanada Corp  
TransCanada Power LP  
Nipigon  
Nipigon  
ON  
Canada  
Taiwan  
UK  
RB211  
COB6462  
RB211  
RB211  
RB211  
RB211  
RB211  
CC/Cogen  
SC  
1
1
3
1
2
2
1
NG  
Unknown  
NG  
26  
32  
75  
25  
43  
41  
21  
1992  
1991  
1990  
1989  
1987  
1987  
1987  
Formosa Plastics Corp  
BP  
Ol Plant  
Miller OS  
SC  
Osaka Petrochemical Co  
Osaka  
Osaka  
Japan  
USA  
SC  
NG  
BP  
Anschutz Ranch  
Anschutz Ranch  
Wasson ODC Unit  
Evanston  
Evanston  
Denver City  
WY  
WY  
TX  
SC  
NG  
BP Production Co  
BP  
USA  
Cogen  
SC  
NG  
BP Production Co  
BP  
USA  
NG  
BP Production Co  
Shell Oil Co  
Shell Exploration and  
Production Company  
Tern OS  
UK  
UK  
RB211  
SC  
2
NG  
51  
1987  
Marathon Oil (UK) Limited  
Brae B OS  
RB211  
RB211  
SC  
SC  
SC  
SC  
SC  
3
2
1
1
3
NG  
NG  
77  
45  
1986  
1983  
ExxonMobil Corp  
Mobil North Sea Limited  
UK/England  
& Wales  
Beryl B OS  
South  
China Sea  
RB211  
6562  
Brown & Root Houston  
SPO Oslavany AS  
South China Sea  
Oslavany  
Philippines  
Unknown  
Unknown  
NG  
Cz-66412  
Oslavany  
Czech  
Republic  
RB211  
RB211  
28  
90  
Aker Maritime Kiewit-Husky  
Energy  
Jeanne  
D'Arc Basin  
White Rose Field  
Canada  
D-3  
 
EPRI Proprietary Licensed Material  
Installation Lists  
Table D-2  
Trent Sites  
Cycle  
Type  
Number  
of CTs  
MW  
rating  
Company  
Site  
City  
State  
AB  
Country  
Model  
Fuel  
COD  
TransCanada Corp  
TransCanada PipeLines Ltd  
Bear Creek  
Cogen  
Grande  
Prairie  
Canada  
Trent  
CC/Cogen  
1
1
2
1
NG  
80  
50  
2003  
Rolls-Royce Power Ventures (RRPV) Croydon  
Rolls-Royce Engineering  
UK/England  
& Wales  
Croydon  
Trent  
Trent  
Trent  
SC  
NG  
2001  
2001  
2001  
Powre Facility  
Avedore  
Power Station  
Dk-2650  
Hvidovre  
Energi E2 A/S  
Denmark  
CC/Cogen  
Cogen  
Unknown  
Unknown  
140  
49  
Rolls-Royce Power Ventures (RRPV)  
Rolls-Royce Power Ventures Ltd  
Ansty  
(Coventry)  
UK/England  
& Wales  
Ansty Factory  
Rolls-Royce Power Ventures (RRPV) Bristol  
Bristol  
Exeter  
UK  
UK  
Trent  
Trent  
SC  
SC  
1
1
NG  
50  
50  
2000  
2000  
Rolls-Royce Engineering  
Cogeneration  
Rolls-Royce Power Ventures (RRPV) Exeter Power  
Southwest  
England  
NG,  
FO#6  
Rolls-Royce Engineering  
Facility  
Warwick-  
shire  
(Birming-  
ham)  
Rolls-Royce Power Ventures (RRPV) Fort Dunlop  
Heartlands Power Ltd (Heartlands)  
UK/England  
& Wales  
Trent  
Trent  
SC  
SC  
2
1
NG  
NG  
100  
50  
1999  
1999  
Seal Sands  
on  
Teesside  
Rolls-Royce Power Ventures (RRPV) Viking Power  
UK/England  
& Wales  
Durham  
Rolls-Royce Engineering  
Facility  
RWE Group  
Rolls-Royce Power Engineering  
Derby  
Cogeneration  
UK/England  
& Wales  
Derbyshire  
Trent  
Trent  
Trent  
CC/Cogen  
Cogen  
1
1
1
NG  
Unknown  
NG  
60  
52  
50  
1999  
1998  
1996  
Newcastle-  
Upon-Tyne  
Newcastle  
Upon Tyne  
UK/England  
& Wales  
Northern Electric plc  
Calpine Corp  
Whitby Mill  
Cogeneration  
Whitby  
ON  
QC  
Canada  
Cogen  
Rolls-Royce Power Ventures (RRPV) Altwater  
Rolls-Royce Power Ventures Ltd WWTP  
Montreal  
Canada  
Trent  
SC  
1
NG  
53  
D-4  
 
EPRI Proprietary Licensed Material  
Installation Lists  
Table D-3  
Avon Sites  
Cycle  
Type  
Number  
of CTs  
MW  
rating  
Company  
Site  
City  
Haripur  
State  
Country  
Pakistan  
Pakistan  
Model  
Avon  
Avon  
Fuel  
COD  
Pakchina Fertilizer  
Ltd  
Haripur Pakchina  
Pakchina Haripur  
Cogen  
SC  
1
1
Unknown  
Unknown  
14  
15  
1997  
1997  
Schon Power  
Generation Ltd  
Haripur  
Kourou  
Electricite de France  
(EDF)  
Electricite de France -  
Guyane  
French  
Guiana  
Kourou  
Avon  
SC  
2
Unknown  
31  
1990  
Korea Petrochemical  
Industries Co  
Onsan  
South Korea  
Japan  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
1
1
1
1
3
3
1
1
Unknown  
Unknown  
Unknown  
Unknown  
Unknown  
Unknown  
Unknown  
Unknown  
15  
16  
16  
19  
39  
47  
13  
17  
1990  
1990  
1990  
1988  
1988  
1987  
1986  
1986  
Tokyo Metropolitan  
Government  
Azuma  
Tokyo  
Tokyo  
Yeochon  
Marib  
Tokyo Metropolitan  
Government  
Shinozaki Wwtp  
Japan  
Honam  
Petrochemical Corp  
Yeochon Plant  
(HPC)  
South Korea  
Yemen  
Yemen Hunt Oil Co  
Marib Hunt  
Alif  
Public Electricity  
Corporation (PEC)  
Yemen  
Elsam A/S  
Studstrup  
SPC GT  
Dk-8100 Arhus C  
Denmark  
Syria  
General Petroleum  
Co  
Nippon Telegraph  
and Telephone Corp  
(NTT)  
Petroleum  
Development Oman  
(PDO)  
Tokyo NTT  
Tokyo  
Japan  
Oman  
Avon  
Avon  
SC  
SC  
1
3
Unknown  
Unknown  
17  
38  
1986  
1983  
Yibal Gas Plant  
Yibal  
Tarong Energy Corp  
Ltd  
Tarong  
Nanango  
QLD  
Australia  
Australia  
Boliva  
Avon  
Avon  
Avon  
SC  
SC  
SC  
1
1
1
Unknown  
Unknown  
Unknown  
15  
16  
16  
1983  
1982  
1982  
CRA/Barrack House  
Group  
Jurien Bay  
Karachipampa  
Empresa Electrica  
Guaracachi SA  
Potosi  
D-5  
 
EPRI Proprietary Licensed Material  
Installation Lists  
Cycle  
Type  
Number  
of CTs  
MW  
rating  
Company  
Site  
Bu Hasa  
City  
State  
Country  
Model  
Fuel  
COD  
Abu Dhabi Gas  
Industries Ltd  
(ADGAS)  
United Arab  
Emirates  
Abu Dhabi  
Avon  
SC  
4
Unknown  
45  
1981  
(ADGAS)  
General Electric Co  
of Libya  
Abu Kamash  
Libya  
Libya  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
SC  
SC  
SC  
SC  
SC  
SC  
2
1
2
1
1
2
Unknown  
Unknown  
Unknown  
Unknown  
DO  
29  
11  
50  
17  
15  
29  
1981  
1981  
1979  
1978  
1978  
1978  
General Electric Co  
of Libya  
Misurata Steel  
Works  
Misurata  
E.ON AG  
PowerGen plc  
UK/England  
& Wales  
Ince  
Cuerdley  
Warrington  
PE  
Saudi  
Arabia  
Dallah Establishment  
Ads Jeddah  
Borden  
Maritime Electric Co  
Ltd  
Port Borden  
Canada  
Iran  
National Iranian Oil  
Co (NIOC)  
Pazanan Field  
Unknown  
Zambia Consolidated  
Copper Mines  
(ZCCM)  
Luanshya  
Nchanga  
Luanshya  
Zambia  
Avon  
SC  
3
Unknown  
44  
1977  
BHP Co Ltd  
BHP Minerals  
Mount Newman  
Newman  
Gladstone  
Larne  
WA  
Australia  
Australia  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
1
1
2
8
1
1
2
4
3
1
Unknown  
Unknown  
Unknown  
DO  
14  
14  
1976  
1976  
1976  
1974  
1974  
1974  
1974  
1974  
1973  
1973  
Gladstone  
Comalco  
NRG Asia-Pacific Ltd  
Premier Power Ltd  
QLD  
UK/Northern  
Ireland  
Ballylumford A  
County Antrim  
120  
133  
14  
British Energy plc  
Bruce Power Inc  
Bruce  
Tiverton  
Longford  
Bremen  
Hallstavik  
ON  
VIC  
HB  
Canada  
Australia  
Germany  
Sweden  
Sweden  
ExxonMobil Corp  
Exxon Mobil Australia Plant  
Longford Gas  
Unknown  
Unknown  
Unknown  
Unknown  
Unknown  
Unknown  
SWB AG  
Mittelsburen  
88  
Vattenfall AB  
Vattenfall AB  
Hallstavik  
Lahall  
116  
232  
44  
Abu Dhabi National  
Oil Co (ADNOC)  
United Arab  
Emirates  
Asab  
Asab  
Abu Dhabi  
E.ON AG  
E ON Energie AG  
Audorf  
Germany  
88  
D-6  
 
EPRI Proprietary Licensed Material  
Installation Lists  
Cycle  
Type  
Number  
of CTs  
MW  
rating  
Company  
Fingrid Oyj  
Site  
Huutokoski  
Berrimah  
City  
Fin-79620  
State  
Country  
Finland  
Model  
Avon  
Avon  
Avon  
Avon  
Fuel  
Unknown  
Unknown  
Unknown  
DO  
COD  
SC  
SC  
SC  
SC  
6
1
1
2
174  
14  
1973  
1973  
1973  
1973  
Huutokoski  
Power and Water  
Authority  
Darwin  
NT  
MI  
Australia  
Sweden  
USA  
Vattenfall AB  
Gothenburg  
58  
Wolverine Power  
Supply Coop Inc  
George Johnson  
(Hersey)  
Johnson  
54  
Electricity Supply  
Board (ESB Ireland)  
Coolkeeragh Power  
Ltd  
County  
Londonderry  
UK/Northern  
Ireland  
Coolkeeragh  
Middlesborough  
Arnish Lewis  
Maydown  
Avon  
Avon  
Avon  
SC  
SC  
SC  
1
1
2
Unknown  
Unknown  
Unknown  
60  
15  
29  
1972  
1972  
1972  
Imperial Chemical  
Industries Ltd (ICI)  
UK/England  
& Wales  
Scottish and  
Southern Energy plc  
Scottish Hydro-  
Electric plc  
UK/Scotland  
Burlington Electric  
Dept (VT)  
Lake Street Gas  
Turbine  
Burlington  
Doyalson  
VT  
USA  
Avon  
Avon  
Avon  
SC  
SC  
SC  
2
1
1
DO  
28  
12  
88  
1971  
1971  
1971  
Delta Electricity  
Munmorah  
Itzehoe Pe  
NSW  
Australia  
Germany  
Unknown  
Unknown  
E.ON AG  
E ON Energie AG  
EnBW Energie-  
Versorgung  
Schwaben AG  
Marbach  
D-71672 Marbach  
Buenos Aires  
Germany  
Avon  
SC  
1
Unknown  
77  
1971  
ESEBA Generacion  
ESEBA Generacion  
Fingrid Oyj  
Bragado  
Pehuajo  
Kristiina  
Greenwich  
Liddell  
Argentina  
Argentina  
Finland  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
SC  
SC  
SC  
SC  
SC  
SC  
1
1
2
8
2
7
Unknown  
Unknown  
Unknown  
Unknown  
Unknown  
Unknown  
13  
13  
1971  
1971  
1971  
1971  
1971  
1971  
Buenos Aires  
Kristiinankaupunki  
Greenwich  
58  
London Underground  
Ltd  
UK/England  
& Wales  
116  
44  
Macquarie  
Generation  
Muswellbrook  
Mesaieed  
NSW  
Australia  
Qatar  
Qatar Fertilizer Co  
(QAFCO)  
Mesaieed  
(QAFCO)  
102  
D-7  
 
EPRI Proprietary Licensed Material  
Installation Lists  
Cycle  
Type  
Number  
of CTs  
MW  
rating  
Company  
Site  
Gotland Vattenfall  
St. Thomas  
Boyer  
City  
State  
Gotland  
Country  
Sweden  
USA  
Model  
Avon  
Avon  
Avon  
Avon  
Avon  
Fuel  
COD  
1971  
1971  
1970  
1970  
1970  
Vattenfall AB  
SC  
SC  
SC  
SC  
SC  
2
1
1
1
1
Unknown  
Unknown  
Unknown  
NG  
116  
26  
14  
Virgin Islands Water  
& Power Authority  
Charlotte  
VA  
Australian Newsprint  
Mills Ltd  
Boyer  
Australia  
Australia  
Australia  
Mica Creek  
Power Station  
CS Energy Corp Ltd  
CS Energy Corp Ltd  
Mount Isa  
Toowoomba  
QLD  
QLD  
14  
Middle Ridge  
Fiddlers Ferry  
Unknown  
60  
Edison International  
Edison Mission  
Energy  
Papua New Guinea  
Electricity  
UK/England  
& Wales  
Cuerdley  
Warrington  
Avon  
Avon  
SC  
SC  
4
1
Unknown  
Unknown  
116  
20  
1970  
1970  
Papua New  
Guinea  
Moitaka  
Didcot  
Port Moresby  
Commission  
RWE Group  
Innogy Holdings plc  
UK/England  
& Wales  
CC/Cogen  
Multishaft  
Didcot  
Oxfordshire  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
Avon  
4
3
3
1
1
2
4
2
4
1
1
Unknown  
DO  
572  
43  
135  
14  
30  
50  
25  
28  
72  
14  
14  
1970  
1970  
1970  
1969  
1969  
1969  
1969  
1969  
1968  
1968  
1968  
Framingham  
Power Plant  
Sithe Energies Inc  
Sithe Energies Inc  
Framingham  
West Medway  
Everett  
MA  
USA  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
SC  
West Medway  
Power Plant  
MA  
USA  
DO  
Boston Generating  
LLC  
Mystic Station  
MA  
USA  
DO  
Swanbank Power  
Station  
CS Energy Corp Ltd  
Ipswich  
QLD  
Australia  
Unknown  
Unknown  
Unknown  
DO  
International Power  
plc  
UK/England  
& Wales  
Rugeley B  
Cottam  
Rugeley  
Staffordshire  
Nottinghamshire  
MA  
Cottam Near  
Retford  
UK/England  
& Wales  
London Electricity plc  
Sithe Energies Inc  
Edgar Power  
Plant  
North Weymouth  
Rochester  
USA  
E.ON AG  
PowerGen plc  
UK/England  
& Wales  
Kingsnorth  
Kent  
Unknown  
Unknown  
DO  
Esso  
Milford Haven  
Refinery  
UK/England  
& Wales  
Milford Haven  
Burin Bay Arm  
Esso UK plc  
Newfoundland Power  
Inc  
Salt Pond  
NF  
Canada  
D-8  
 
EPRI Proprietary Licensed Material  
Installation Lists  
Cycle  
Type  
Number  
of CTs  
MW  
rating  
Company  
Shell Oil Co  
Site  
City  
State  
Country  
Model  
Fuel  
COD  
UK/England  
& Wales  
Carrington Shell  
Avon  
SC  
SC  
1
4
Unknown  
14  
72  
1968  
1968  
TXU Corp  
TXU Europe Group  
plc  
UK/England  
& Wales  
West Burton  
Retford  
Nottinghamshire  
Avon  
Unknown  
E.ON AG  
E ON Energie AG  
Emden  
D-6725 Emden 1  
Holyrood  
Germany  
Canada  
Avon  
Avon  
Avon  
Avon  
Avon  
SC  
SC  
SC  
SC  
SC  
1
1
2
1
1
Unknown  
DO  
52  
14  
56  
55  
77  
1967  
1966  
1966  
1965  
Newfoundland and  
Labrador Hydro  
Holyrood  
Thorpe Marsh  
Clydes Mill  
Flingern  
NF  
RWE Group  
Innogy Holdings plc  
UK/England  
& Wales  
Doncaster  
South Yorkshire  
Unknown  
Unknown  
Unknown  
ScottishPower plc  
UK/Scotland  
Germany  
Stadtwerke  
Dusseldorf AG  
Dusseldorf  
D-9  
 
 
 
Export Control Restrictions  
The Electric Power Research Institute (EPRI)  
Access to and use of EPRI Intellectual Property is  
granted with the specific understanding and  
requirement that responsibility for ensuring full  
compliance with all applicable U.S. and foreign export  
laws and regulations is being undertaken by you and  
your company. This includes an obligation to ensure  
that any individual receiving access hereunder who is  
not a U.S. citizen or permanent U.S. resident is  
permitted access under applicable U.S. and foreign  
export laws and regulations. In the event you are  
uncertain whether you or your company may lawfully  
obtain access to this EPRI Intellectual Property, you  
acknowledge that it is your obligation to consult with  
your company’s legal counsel to determine whether  
this access is lawful. Although EPRI may make  
The Electric Power Research Institute (EPRI), with  
major locations in Palo Alto, California, and Charlotte,  
North Carolina, was established in 1973 as an  
independent, nonprofit center for public interest energy  
and environmental research. EPRI brings together  
members, participants, the Institute’s scientists and  
engineers, and other leading experts to work  
collaboratively on solutions to the challenges of electric  
power. These solutions span nearly every area of  
electricity generation, delivery, and use, including  
health, safety, and environment. EPRI’s members  
represent over 90% of the electricity generated in the  
United States. International participation represents  
nearly 15% of EPRI’s total research, development, and  
demonstration program.  
available on  
a
case-by-case basis an informal  
Together…Shaping the Future of Electricity  
assessment of the applicable U.S. export classification  
for specific EPRI Intellectual Property, you and your  
company acknowledge that this assessment is solely  
for informational purposes and not for reliance  
purposes. You and your company acknowledge that it  
is still the obligation of you and your company to make  
your own assessment of the applicable U.S. export  
classification and ensure compliance accordingly. You  
and your company understand and acknowledge your  
obligations to make a prompt report to EPRI and the  
appropriate authorities regarding any access to or use  
of EPRI Intellectual Property hereunder that may be in  
violation of applicable U.S. or foreign export laws or  
regulations.  
© 2006 Electric Power Research Institute (EPRI), Inc. All rights  
reserved. Electric Power Research Institute and EPRI are registered  
service marks of the Electric Power Research Institute, Inc.  
Printed on recycled paper in the United States of America  
1004227  
ELECTRIC POWER RESEARCH INSTITUTE  
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