Site Report

PDVSA-Planta El Tejero Dates 10/26-11/01/2005 CSA-R8368 Unit No.4 Mars 100 Package-CT89456 Engine SN- 1741C41

Summary The current operating Mars 100 was recently overhauled and installed by PDVSA in package No.4 however was impacted by low performance that ultimately was affecting the trough put. My overall time on site and the length of stay in Maturin does not reflect the actual work performed due the plant process and of course the Xmas season. The initial issue regarding the engine performance was only a matter of the engine test setup Mars 100 verses the current control setup Mars 90, nothing more. Performance Upon arriving on site the engine was operating at 92.5% Ngp and temp topping T5-1360F with both the LP and IP recycle valves cycling due to the low output power. The T5 delta across the thermocouple was high however not a concern at this junction relative to the way the engine was operating. IGV The as tested guide vane angle stops on the open side were set at 4 max, this was changed to 0 and the speed increased to 97.5% Ngp @ T5-1360, hp-normalized. However within an hour of operation the engine speed had dropped down to 96% Ngp @ T5-1360 and was due to the T5 spread along with losing thermocouple (No.4 and No.10). T5 Performed a few simple tests on the T5 control and found it tracking correctly with zero compensation however the Isothermo Board has a number of terminals were the threads and screws are not making good contact. When using wire terminals the standard screws are not long enough causing them to strip out. Any lose connection on either the thermocouples or the interconnect junction point is going to cause erroneous data within the control system and affect the overall performance of the engine. Was able to make some temporary changes to the T5 connections and isothermo board in order to bring the performance back to normal. However due to the T5 spread the IGVs were adjusted a second time -1 and I clamped down on the T5_Base (1310-1280) in order to limit the overall Hp until the isothermal board is changed. Once the isothermal board has been changed the customer is going to send me the running T5 data points at full load (1-17) and based on that Ill reevaluate the T5_Base. Air Leakage On a secondary note the engine has an air leak located at the GP-PT matting flange that is typically associated with poor fit at the 4th stage support plate. My understanding is the GP and PT were matted on site and it could be that the two sections sagged during the torque process. As listed in highlight Ive asked PDVSA to shutdown the engine and attempt a re-torque of the flange in an attempt to avoid pulling back the PT to refit the joint. If re-torqing does not correct the problem I dont think the issue should be left unresolved for a long period of time since it will affect the performance long term.

EL Tejero Mars 100 No. 4 MC95996 0361M Sr. Matias, This is not my report, only items that PDVSA needs to review regarding engine 0361M. Based on my visit to EL Tejero the Mars engine No.4 has two issues that need to be investigated and resolved. I did not like the T5 profile of the engine during my testing, however adjusted the engine so the plant could use it. 1. 2. The Isothermal plate (190712-1) needs to be replaced (location 4 is 18). I noted a number of air leaks along the lower section of the GP-PT joint that indicates an issue with the 4th stage support plate (PT), possibly during installation. The station personnel told me that the GP and PT were joined together at the station prior to installation? What can happen is if the GP and PT are not aligned and supported properly the two engine assemblies can sage. This is an issue because if the torque procedure does not work then either the PT will have to be moved back or the engine removed in order to correct the problem, regardless a lot of work. So let take it one step at a time i. ii. iii. Shut the engine down and allow to cool so the outer casing is less then 200 deg F Verify the type of bolt used in the engine; tapered (97 ft lbs) or straight (110 ft lbs)? This will determine the torque value. Re-Torque the GP_PT flange in a star pattern but dont loosen all the bolts or the engine could sage. THATS IT, give me a call or send me an e-mail if you have additional questions

GP - PT FLANGE TORQUE

REDUCED SHANK

97-ft lbs

NORMAL SHANK

110-ft lbs

VERIFY THE TYPE OF BOLT USED IN ENGINE PRIOR TO VERIFYING TORQUE

TORQUE PATTERN

DUE TO AIR LEAKAGE THE GP/PT FLANGE WILL NEED TO BE TORQUE, THIS WILL BE PERFORMED IN A NORMAL STAR PATTERN. DO NOT LOOSEN ALL THE BOLTS OR THE ENGINE COULD SAGE. THE ENGINE WILL NEED TO BE SHUTDOWN AND COOL BEFORE PROCEEDING.

Garry A. Hansen

Enclosure Temperatures Noted that the enclosure temperatures are elevated partly due to the inadequacies of the fan, this can be verified by measuring the motor current relative to the service factor of the motor. However a lot can be done within the package to eliminate most of the heat being dissipated around the engine hot section.

Oil Leaks-Coupling Covers Noted several leaks from the coupling covers and RTV is still being utilized as the preferred sealant by the customer. Theres nothing wrong with using RTV however in my opinion the technicians would be better served using a PTFE product that would offer an enhanced sealing capacity along with easy clean up. For use with the type of coupling covers on the Mars I would recommend using 1/8 or 3/16 rope packing, which is excellent for sealing rough and irregular surfaces.

Conclusion The engine is operational however I would appreciate the customer looking into the two outstanding issues, isothermo board and the air leakage. With respect to the overall performance the steps taken to allow the engine to operate as a Mars 90 was the best course of action. Even prior to implementing any control changes that would allow the engine to operate as a Mars 100 it would have still need to be setup as a Mars 90 for verification purposes. Once the T5 profile can be verified after the isothermo board change out we will schedule a time to implement the Mars 100 control with the current Moog actuators. I appreciated all the support given during my stay on sight and please forward any questions regarding this report to Hansen_garry_a@solarturbines.com or contact me via my cell 0412-3134166. Garry A. Hansen Regional Engineer