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THE 501D5A COMBUSTION TURBINE

Douglas E. Hintz
Westinghouse Electric Corporation
Power Generation Technology Division
Orlando, Florida

ABSTRACT 1,400,000 operating hours. The 501D5 fleet has achieved an

Westinghouse is now offering its latest upgrade of the 501D5
family of combustion turbines. This upgrade engine, designated
501D5A, is based on recent technical advancements successfully
incorporated in the 251B12 and 701DA engines. These advance-
ments primarily focus on compressor end modifications for
increased mass flow and turbine end modifications for a modest
increase in rotor inlet temperature. In addition, modifications
were made to the combustion section for use of low emissions
combustion systems. This paper will describe these changes
incorporated in the upgraded 501D5, along with improvements
associated with engine efficiency, which have resulted in an engine
with over 10 percent increased power and over 2 percent
improved simple cycle heat rate.
INTRODUCTION
The 501 family of 60 Hz, single shaft combustion turbines was
first introduced in 1968 at a rating of 42 MW 1 with a 1615F rotor
inlet temperature (RIT) 2 . The 501 frame has grown over the years
to the 501FA, introduced in 1992 at 160 MW with a 2330 F RIT,
and recently to the 501G, rated at 230 MW at a 2583F RIT with
initial engine shipment scheduled for 1996. In 1981, the first
501D5 engine was shipped. This engine had a rating of 98 MW
with a 1985F RIT (Scalzo, et. al., 1981). Over the following
decade, the 501D5 had been upgraded to 107 MW at a 2070F
RIT. To date, there have been more than two hundred twenty five
501 engines sold worldwide with an accumulation of more than
7,000,000 operating hours (Scalzo, et. al., 1994). Included in those
numbers are over seventy 501D5 engines with more than
1 Megawatt ratings identified in this paper are at ISO conditions, base
load, gas fuel.
2 Rotor inlet temperature is the mass averaged absolute total tempera-
ture along the leading edge plane of the first stage rotating blade.
impressive 94.5 percent availability and 99.0 percent reliability.
Another improvement to the highly successful 501D5 has been
completed. The upgraded engine is designated 501D5A, and the
initial engine shipped in October 1994 (refer to Figure 1). To
date, a total of ten engines have been sold. The Westinghouse phi-
losophy in engine upgrades is to maintain continuity and build on
success. To ensure the highest possible reliability, upgrades or
new engine designs need to be based on technologies proven by
engine operation or proven by extensive component testing. In
either case, a high degree of confidence is necessary prior to use in
production engines. The 501D5A is based on recent technical
advancements already incorporated and proven in the 251B12
engine and the 701DA engine. It is important to know that the
basis of the 251B12 and 701DA engines, as described in the fol-
lowing section, is the 501D5. For this reason, additional confi-
dence exists with introduction of the 501D5A. The upgrade is
currently rated at 118 MW with a 2150F RIT. This equates to an
increase in rated power of greater than 10 percent, with an
improvement of greater than 2 percent in simple cycle heat rate.
Refer to Table 1 which details the development of the 501 family,
from the 501A to the 501G, and which includes the 501D5A.
BACKGROUND
As mentioned, the 501D5A is based on proven technological
advancements. In most instances, this has been accomplished by
means of utilizing technologies which have been verified by actu-
al engine operating experience. In some instances, extensive com-
ponent testing verifies the integrity. In all instances, because there
are no uniquely developed technologies, Westinghouse has one
hundred percent confidence in the improvements incorporated in
the upgraded engine. The availability and reliability success of the
501D5 can be expected to continue in the 501D5A.

Presented at the International Gas Turbine and Aeroengine Congress and Exposition
Houston, Texas - June 5-8,1995
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 FIGURE 1. 501 D5A LONGITUDINAL SECTION

TABLE 1. 501 EVOLUTION

Engine 501A 501AA 501B 501D 501D5 501D5A 501FA 501G

First Start-up Date 1968 1971 1973 1975 1981 1995 1994 1997
Power, MW Class 42 60 80 95 107 118 160 230
Rotor Inlet Tem ., F 1,615 1,630 1,819 2,005 2,070 2,150 2,330 2,583
Air Flow, lb/s 548 744 746 781 781 830 961 1,200
Pressure Ratio 7.5 10.5 11.2 12.6 14 14.8 15 19
No. Comp. Stages 17 17 17 19 19 19 16 17
No. Turb. Stages 4 4 4 4 4 4 4 4
No. Cooled Rows 1 1 3 4 4 5 6 6
Exhaust Temp., F 885 798 907 982 987 1,006 1,083 1,100
Heat Rate, Btu/kWH; ISO Gas)
Simple Cycle 12,600 11,600 11,180 10,925 10,270 10,040 9,550 8,860
Combined Cycle 9,000 7,990 7,350 7,025 6,950 6,900 6,205 5,881
A general overview of the improvements to the compressor, better surface finishes, matching the turbine/compressor at a
combustion section and turbine end follows. The design continu- higher cycle pressure, and use of axisymmetric bleed slots for
ity, related to use of proven concepts, is readily apparent. decreased flow losses (Scalzo, et. al., 1981). The 501D5 compres-
sor has been an excellent performer.
Compressor The 251B10 50-Hz/60-Hz engine was designed after the 501D5,
The 501D5 compressor was developed in the late 1970's and and utilized a compressor which was a 0.6 scale of the 501D5. A
was based on an improvement to the 501D compressor by means desire to increase the output power led to the decision to increase
of decreased seal leakage, better matching of the front end stages, the mass flow of the 251B10 compressor. Based on extensive test-

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 ing of the 251B10 compressor, measured data was incorporated
into a three-dimensional streamline curvature flow field analysis
program to allow very accurate predictions of deviation, loss coef-
ficient and efficiency for each stage. Coupled with extensive test-
ing of double circular arc (DCA) designed blades (on CW182 and
CW352/191 compressors) and with a fully tested 251B10 com-
pressor, the 251B12 compressor was developed (Marson, 1989;
O'Neill, 1989). This upgraded compressor had an increased mass
flow of approximately 6 percent.
The 251 B 12 compressor design has been verified by means of a
full power (52 MW) factory test and, subsequently, by means of
successful field operation. The factory test verified the redesigned
compressor performance, determined the compressor surge mar-
gin and stall characteristics, mapped the compressor's perfor-
mance at different inlet guide vane staggers, determined the opti-
mum inlet guide vane setting, and verified compressor compo-
Direct Scale
50105 251810
Design
Modification
nent vibration characteristics. The redesigned compressor perfor-
mance has met or exceeded design targets (Diakunchak, 1990).
To date, twenty 251B12 engines have been ordered and another
twenty are in manufacture.
The 251B12 compressor has now been scaled back up for the
501D5A. Scaling is a highly successful principle, used throughout
the industry, which allows an increase or decrease in physical size
while maintaining aerodynamic and mechanical similarity. This
brings the 501D5 compressor full circle (Figure 2); from the
501D5, scaled to the 251B10, redesigned to the 251B12 and, final-
ly, scaled to the 501D5A. The 501D5A scaled compressor includes
the following changes (summarized in Figure 3) versus the 501D5
(which are the same changes as the 251B12 versus the 251B10):
Higher swallowing capacity of the compressor inlet with an
enlargement of the inlet casing and compressor cylinder.
Redesign of the variable inlet guide vane for better velocity
distribution and diffusion.
Redesign of the Row 1 and Row 2 blades by means of
increased tip chords, reduced thicknesses and revised profiles
using double circular arc airfoil geometry.

Redesign of the Row I and Row 2 stator vanes by means of

increased chord (Row 1), increased vane count (Row 1), and
Direct Scale
revised profile using double circular arc airfoil geometry
501 D5A 251 B12
(Rows 1 and 2).

FIGURE 2. 501D5A COMPRESSOR DESIGN Restagger and/or revised airfoil count of stationary
EVOLUTION diaphragms on Stages 3 through 19 and outlet guide vane, in
order to improve the work distribution.

OUTER DIAMETER INCREASED

ON INLET CASING AND
COMPRESSOR CYLINDER
DCA AIRFOILS ON
FIRST TWO STAGES

REDESIGNED REVISED AIRFOIL COUNT

IGV AND/OR REVISED
STAGGER ANGLE
FIGURE 3. SUMMARY OF CHANGES TO THE COMPRESSOR FLOW PATH

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 In summary, the 501D5A compressor is simply a scaled up ver-
sion of the factory tested and field proven 251B12 compressor.
The same success can be expected for the 501D5A compressor.
Combustion
The 501D5A combustion system will have 14 can-annular com-
bustors. The 501D5 also has 14 combustors, while the 701DA has
18 combustors. There are currently two combustion systems
available on the 501D5A. These utilize our standard DF42 com-
bustor basket or our standard K-Point dry low NOx combustor
basket. Variations on these systems are available, such as includ-
ing water or steam injection, depending on site specific emission
level requirements. These combustor baskets have been tested in
verification programs and have been accumulating successful
operational experience in 501D5, 701 DA, 501F and 701F engines.
See Table 2.
TABLE 2. COMBUSTION SYSTEM VERIFICATION
Verification DF42 K-Point
Full-Scale Rig Testing X X
Engine Testing X X
Engine Experience
501D5, 2070F RIT X X
701DA, 2150F RIT X X
501F, 2300F RIT X X
701F,2300F RIT X ments in the turbine end have come full circle (Figure 4); from the
The DF42 and K-point combustion systems underwent devel-
opment testing in the field, at Mitsubishi Heavy Industries (MHI)
Takasago machinery works, and at Arnold Engineering
Development Center. Multiple internal combustors lend them-
selves to high confidence development, because full-size compo-
nent testing can be accomplished. Combustion system character-
istics such as flame propagation, emissions, pattern factor, com-
bustor wall temperatures, transition piece wall temperatures, and
dynamic pressure fluctuations were evaluated in both atmospher-
ic and high pressure tests. Comprehensive operational factory
and field testing followed rig testing, with emissions levels and
operational variations fully satisfied.
The DF42 combustor basket used on the 501D5A is identical to
the DF42 basket developed for and in use on the 701DA engine.
The 701DA and 501D5A engines operate at identical burner tem-
peratures, with NOx emissions levels at 25 ppmv (gas fuel,
steam/water injection). Note that the DF42 basket is also used on
501D5 and 501F engines, with slight variations due to wall cooling
needs.
The K-Point combustor basket is a dry low emissions design
and was developed for use on 501D5 (2070F RIT), 701D (2150F
RIT), 501F (2300F RIT) and 701F (2300F RIT) engines. Because
the K-Point design is successfully operating in 2300F RIT
engines, emissions levels when using the K-Point combustor bas-
ket on the 501D5A with a 2150F RIT will be easily met. NOx
emissions levels for the K-Point combustor baskets are 25 ppmv
(gas fuel, dry).
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Turbine
Once again, improvements incorporated in the 501D5A are
based on an evolution of proven concepts, rather than use of any
type of step change in technology. A brief history is necessary for
explanation.
As previously mentioned, the 60 Hz 501D5 was developed by
Westinghouse in the late 1970's/early 1980's. Following successful
501D5 field operation, MHI developed the 50 Hz 701D, which
used the proven 501D5 as the reference design. This 701D is not
a true scale of the 501 D5; instead it uses exactly the same turbine
blades and vanes, only at a larger radius to account for the slower
speed (3000 rpm versus 3600 rpm). Market requirements neces-
sitated a more competitive engine; therefore, Westinghouse and
MHI teamed to jointly develop the 50 Hz 701DA. This was dis-
cussed in detail by Entenmann, et. al. (1993). To date, a total of
eight 701DA engines have been sold and have accumulated over
100,000 operating hours. The 701DA design included a modest
(80F) increase in RIT over the 701D/501D5. The turbine flow
path annulus remained unchanged. New cooling schemes were
needed for the existing 701D cooled parts and a cooling scheme
was developed for the Row 3 vane segment (previously uncooled).
In addition, to reduce the potential for flow induced nonsynchro-
nous vibration, integral "Z" tip shrouds were incorporated on the
fourth stage blade. The 701DA improved cooling schemes (with
the exception of the Row 1 turbine blade, as discussed later) and
the shrouded Row 4 turbine blade have now been applied to the
501D5A.
Therefore, similar to the compressor modification, improve-
original 501 D5 design, subsequently incorporated into the 701D,
redesigned for the 701DA, and, finally, incorporated back to the
501D5A. Further discussion of the turbine end design improve-
ments follows.
Direct Substitution
IV IV
Design
Modification
Direct Substitution
501L) A 1UIUR
FIGURE 4. 501 D5A TURBINE DESIGN EVOLUTION
TURBINE END DESIGN IMPROVEMENTS
As discussed, the 701DA has been extensively analyzed, and
verified by means of both component and field testing, and by
means of significant operational experience. Due to the increased
RIT, from 2070F to 2150F, cooling improvements were needed
on the first two rotating stages and on the first three stationary
stages. The cooling changes as well as Row 3 and Row 4 blade
changes are detailed below.
 Row 1 Turbine Blade
The evolution of spanwise-hole turbine blade cooling was well
chronicled by Whidden and North (1992). The increase in RIT on
the 701DA necessitated use of spanwise-hole cooling as well as a
single pass cored cavity with a showerhead leading edge. This cast
blade (IN-738) has been successfully operating and could have
been used in the 501D5A. However, based on a rainbow test and
data collected by pyrometer, it was determined that a variation of
the existing 501D5 blade (U-520) design could be used.
The rainbow test consisted of three types of blades which were
placed in an engine. The test blades were standard 501D5 blades
which had camber-line cooling holes, 501D5 blades which had
peripherally located cooling holes with the leading edge hole tur-
bulated, and 501D5 blades which had peripherally located cooling
holes with all but the trailing edge hole turbulated (Figure 5). This
rainbow test showed that the fully turbulated blades result in tem-
peratures which are substantially reduced. Not only are accept-
able temperatures achieved, but cooling flows are also reduced
due to increased friction caused by the turbulating ribs. For these
reasons, the fully turbulated variation of the 501D5 Row 1 turbine
blade is used in the 501D5A, rather than the 701DA Row 1 turbine
blade. Although not necessary for meeting design life require-
ments, for increased margin a thermal barrier coating has been
applied to the airfoil on top of the low pressure plasma spray
(LPPS) MCrAIY coating. Since the rainbow test, peripherally
/ o
501 D5 Original Camberline Blade
O o
0 mulated over 100,000 operating hours.
O
0
O O / Q-1.1 Y \/.nn Camm^nt
O 0 0 O
cooled blades have been standard supply on 501D5 engines and
the fully turbulated blades continue to accumulate successful
operating hours in the 501D5 test engine.
Row 2 Turbine Blade
The 501D5A Row 2 (U-520) turbine blade design is the same as
that which is in operation on the 701DA. This blade is actually the
same as the 501D5 Row 2 blade with two additional cooling holes
at the trailing edge. The two trailing edge cooling holes are neces-
sary due to the slightly increased gas path temperature. Therefore,
this blade has solid operational experience on both the 701 DA and
the 501D5. All blades use an LPPS MCrAIY coating.
Row 3 Turbine Blade
The 501D5A Row 3 turbine blade design is the same as the
701DA. This blade is not cooled and is cast IN-738, versus the
501D5 which is U-520. The blade geometry is essentially the same
as the 501D5. IN-738 is used due to improved material properties
at the slightly elevated gas path temperature. The 701DA blade is
successfully operating. All blades use a Sermaloy J coating.
Row 4 Turbine Blade
The 501D5A Row 4 turbine blade design is the same as the
701 DA. This integral "Z" tip shrouded design is used to reduce
potential flow induced non-synchronous vibration. This blade
was tested for natural frequencies and vibratory stresses in a fully
bladed 701DA rotor. Strain gages were applied to the blades, and
measured strain signals were transmitted to a data acquisition sys-
0 tem by means of a telemetry system. This was accomplished up to
0 110 percent of rated speed in a vacuum test facility. The Row 4
blades were confirmed to be properly tuned. These blades have
/ been successfully operating on the 701DA engines and have accu-

501D5 Peripheral Blade

(Leading Edge Hole Turbulated)
0
O
O
O 0

501 D5A Peripheral Fully Turbulated Blade

(All But Trailing Edge Hole Turbulated)
O
CO O O O O O
0 0
O O
O 0 O /

FIGURE 5. ROW 1 TURBINE BLADES

IN RAINBOW TEST

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 Row 2 Vane Segment
The 501D5A Row 2 vane segment design is the same as the
701DA. Due to the increased gas path temperature, the 701DA
was designed for improved cooling; film cooling was added to the
pressure side trailing edge area. As with Row 1, the Row 2 vane
segment was instrumented for special verification testing during
701DA engine operation. Analytical design temperatures were
confirmed, and the vanes are successfully operating in the eight
701DA engines. The 501D5A and 701DA vane segments use
either an RT44 or modified Sermaloy J coating.
Row 3 Vane Segment
The 501D5A Row 3 vane segment design is the same as the
701DA. Due to the increased gas path temperature, the 701DA
vane segment required cooling (the 701D was uncooled). The
cooled vane segment uses a simple single cavity insert providing
impingement cooling. As with Row 1 and Row 2, the Row 3 vane
segment was instrumented for special verification testing during
701DA engine operation. Analytical design temperatures were
confirmed, and the vanes are successfully operating in the eight
701DA engines.
Row 4 Vane Segment
The 501D5A Row 4 vane segment is the same as the 501D5
(which is the same as the 701DA). This vane segment is operating
successfully in the eight 701DA engines.
In summary, the turbine flow path components used on the
501D5A have all been extensively evaluated, not only analytically
but also by means of component and/or field tests. As shown in
Figure 6, average metal temperatures on the turbine blades and
vanes remain essentially unchanged in comparison to the 501D5.
The final determination in component integrity is operation in
the engine under full load conditions. The successful operation of
the 701DA engines, which have been in service since 1993 and
have accumulated over 100,000 hours, provides exceptional veri-
fication of design for the 501D5A.
^ 501 D5A GAS PATH TEMP
501 D5 GAS PATH TEMP
w
M
I-
o=
w
a
Ui
w
F-
501 D5A AVG METAL TEMP
501 D5 AVG METAL TEMP
R1V R1V R2V R2V R3V R3V R4V R4V
TURBINE STAGE
FIGURE 6. 501 D5 & 501 D5A BLADE PATH
TEMPERATURE COMPARISONS
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OTHER IMPROVEMENTS
Several other design improvements have been established for
the 501D5A. Once again, all of these items have prior operational
experience which is used as the basis for successfully using them in
the 501D5A.
Compressor Blade Locking
An improved compressor blade locking scheme is used on the
501D5A. The old design was a pin and spring concept. Instances
of improper pin/spring assembly had resulted in compressor
blades moving axially in the disc grooves. The pin/spring assem-
bly could not be visually inspected. The new, patented scheme
(Figure 7) was designed for the 501F engines and provides a posi-
tive, visible, highly reliable locking method while still permitting
individual blade removal with the rotor in place in the engine.
This improved locking is also used on the 701DA engines.
CLOSELY PITCHED
BLADE KEY
LOOSELY PITCHED
BLADE KEY
"T" GROOVE BLADE
ROOT LOCKING KEYS
SIDE VIEW
FIGURE 7. IMPROVED COMPRESSOR
BLADE LOCKING
Bypass Valve
In certain dry low NOx combustion system applications, a
bypass valve arrangement is utilized. This consists of 14 valves
located inside the turbine cylinder at each combustor transition.
These valves are synchronized by means of external linkages and a
360 ring. The ring is rotated by a hydraulic actuator which will
be located on the engine foundation immediately under the tur-
bine cylinder. The bypass valves direct a portion of the compres-
sor delivery air directly into the transition piece to enhance flame
stability during starting and to maintain desired fuel/air ratios
during loading. This unique valving system is modulated to full
closed at full load and has been extensively tested, both in com-
bustor rig tests and in engines at site. This bypass valve is cur-
rently in use on 701D, 501F, and 701F engines.
Combustor Transitions
V.VAnE
The combustor transitions have been redesigned with a more
B. BLADE
sophisticated and proven cooling scheme (named Iv1TFIN).
MTFIN is a twin layer composite structure which provides very
efficient cooling, thereby allowing more air for low NOx combus-
 tion. Cooling air enters holes in the outer composite layer, travels
through internal passages providing convection cooling, then
exits holes in the inner composite later providing film cooling.
Refer to Figure 8. This MTFIN cooling is located in the upper half
of the elbow and in the upper panel near the exit end. In addition,
a thermal barrier coating is applied on the flowpath surface at the
outer diameter of the exit mouth area. The 501D5A combustor
transitions are the same as those used on the 701DA engines.
MTFIN cooling is also being used on MF111, 501F and 701F com-
bustor transitions.
' CO OLING AIR
INLET
COOLING AIR
OUTLET
'CONVECTION COOLING
FILM COOLING
FIGURE 8. SCHEMATIC OF MTFIN COOLING
COMPONENT TESTING
During the engine development program, certain components
were identified for special testing. Test programs for the 501D5A
were initiated for the following:
Row 1 through Row 19 Compressor Diaphragms -
Frequencies were verified for these stationary compressor
diaphragms by means of tap tests, with the diaphragms in the
cylinder half shell during engine assembly.
Row 3 Turbine Blades - Static frequency testing was per-
formed for verification of calculated frequencies. All blades
were tested and verified acceptable.
Row 4 Turbine Blades - Static frequency testing was per-
formed for verification of calculated frequencies. All blades
were tested and verified acceptable. In addition, it should be
noted that MHI has developed a special 501D5A specifically
for blast furnace gas applications (reduced mass flow com-
pressor, low BTU gas combustion system, similar upgraded
turbine end). The shrouded Row 4 turbine blades on the blast
furnace gas 501D5A and the standard 501D5A are identical.
MHI has performed rotating frequency tests and verified cal-
culated frequencies.
As previously indicated, the 501D5A compressor is a direct
scale of the 251B12 design, the 501D5A combustion section com-
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ponents are the same as 501F and 701DA components, and tur-
bine end changes are identical to the 701DA design. Extensive
component, engine factory, and engine field testing was complet-
ed for each of those engines.
251B12 and 701DA testing on components also used in the
501D5A are summarized below. The Stage 1 turbine blade and the
K-Point combustor basket are also included. The component
testing and the successful service the identical 501D5A compo-
nents continue to experience on other engines provide a valuable
basis for design integrity of the 501D5A.
251B12 - Stage I Compressor Blade Static Vibration
Characteristics (component test)
251B12 - Stage 2 Compressor Blade Static (component test)
and Rotating (engine test) Vibration Characteristics
251B12 - Stages 1 and 2 Compressor Diaphragm Vibration
Characteristics (engine test)
251B12 - Variable Inlet Guide Vane Position Optimization
(engine test)
251B12 - Compressor Performance and Mapping (engine
test)
251B12 - Compressor Rotating Stall and Surge Characteristics
(engine test)
701DA - DF42 Combustor Basket Performance
Characteristics (component and engine tests)
701DA - DF42 Combustor Basket Temperatures (component
and engine tests)
701DA - Stage 1 Vane Segment Temperatures (component
and engine tests)
701DA - Stages 2 and 3 Vane Segment Temperatures (engine
test)
701DA - Stages 2, 3 and 4 Turbine Blade Static (component
test) and Rotating (vacuum spin test) Vibration
Characteristics
501F, 701F and 501D5 - K-Point Combustor Basket
Performance Characteristics (component and engine tests)
501F, 701F and 501D5 - K-Point Combustor Basket
Temperatures (component and engine tests)
501D5 - Stage 1 Turbine Blade (engine test)
ENGINE FIELD TESTING
The first 501D5A engine shipped from the Westinghouse man-
ufacturing facility in Pensacola, Florida, will have special instru-
 COMPRESSOR COMBUSTOR TURBINE
1. ROW 1 AND ROW 2 2. FUEL NOZZLE 5. COOLING NETWORK
COMPRESSOR DIAPHRAGMS 3. COMBUSTOR BASKET 6. ROW 1 RING SEGMENT
4. TRANSITION PIECE 7. ROW 3 BLADE RING
8. ROW 4 BLADE RING

FIGURE 9. SUMMARY OF SPECIAL TEST INSTRUMENTATION

mentation installed for a field test. The special testing will verify
satisfactory performance of the Row 1 and Row 2 compressor
diaphragms, the combustion system and the turbine end cooling
flow network. Since the 501D5A is not a new engine, but rather
an evolution utilizing proven components used in other engines,
the special field test will concentrate on the performance verifica-
tion of selected components.
A summary of the special test instrumentation installed in the
engine and the general location of those instruments is shown in
Figure 9. This special instrumentation will monitor the following
items:
Row 1 and Row 2 Compressor Diaphragm Frequency
Combustor Basket Dynamic Pressure
Combustor Basket Temperature
Combustor Transition Temperature
Row 1 Ring Segment Temperature
Gas Temperature Upstream and Downstream of the Row 1
Turbine Disc
Gas Temperature in the Cavities Above the Row 2 Vane
Segment, Row 2 Ring Segment, Row 3 Ring Segment and
Row 4 Ring Segment
Row 3 and Row 4 Blade Ring Temperature
The special testing will result in over 180 measurement points.
Table 3 presents a summary of the type of instruments used and
their purpose.
SUMMARY
The latest upgrade to the Westinghouse 501D5 combustion
turbine has been described in detail. This upgraded engine, desig-
nated 501D5A, incorporates a modified compressor for increased
mass flow, a revised combustion section for incorporation of low
emissions components, and modified turbine end components to
permit a modest increase in rotor inlet temperature. Also, the
opportunity was taken to make minor modifications to improve
reliability and improve engine efficiency. The upgraded 501D5
will have over 10 percent increased power and better than 2 per-
cent improved simple cycle heat rate.
The upgrade of the 501D5 combustion turbine has been
accomplished using a conservative design approach that incorpo-

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 TABLE 3. SPECIAL FIELD TEST MEASUREMENTS

Number of Measurements
Metal Dynamic
Measurement Purpose Temp. Gas Temp. Pressure Strain
Compressor Diaphragm Frequency 22
Combustion System Performance 163 3
Turbine Cooling Network 20 32
TOTALS 183 32 3 22

rates elements proven through component testing and previous
successful field operation. Further verification will be completed
by means of a special instrumentation field test to monitor select-
ed component frequencies, pressure fluctuations and tempera-
tures.
Marson, Ezio, 1989, "Compressor Redesign for the CW251B12
Gas Turbine," ASME Paper No. 89-GT-141.
O'Neill, S. T., 1989, "Operating Experience with a 42.5 MW Gas
Turbine Used in a Cogeneration Plant at a Paper Mill in the U.S.,"
ASME Paper No. 89-GT-197.

REFERENCES
Diakunchak, Ihor S., 1990, "Fully Loaded Factory Test of the
CW251B12 Gas Turbine Engine," ASME Paper No. 90-GT-363.
Entenmann, D. T., North, W. E., Fukue, I. and Muyama, A., 1990,
"Shop Test of the 501F - A 150 MW Combustion Turbine," ASME
Paper No. 90-GT-362.
Entenmann, D. T., Hultgren, K. G., Smed, J. P., Aoyama, K.,
Tsukagoshi, K., and Umemura, S., 1992, "501F Development
Update," ASME Paper No. 92-GT-237.
Entenmann, D. T., Scott, R. K., Tsukagoshi, K., and
Takahama, M., 1993, "701DA Advanced Combustion Turbine",
IGTI - Vol. 8, ASME Cogen-Turbo.
Scalzo, A. J., Bannister, R. L., DeCorso, M., and Howard, G. S.,
1994, "Evolution of Heavy-Duty Power Generation and Industrial
Combustion Turbines in the United States," presented at Turbo
Expo `94 (June 13 - 16) in The Hague, Holland.
Scalzo, A. J., Holden, P. C., and Howard, G. S., 1981, "The
Westinghouse 501D Combustion Turbine Engine," ASME Paper
No. 81-GT-32.
Whidden, G. L. and North, W. E., 1992, "Evolution of Spanwise-
Hole Blade Cooling in Industrial Combustion Turbines," ASME
Paper No. 92-GT-397.

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