The Development and Application of the Rolls-Royce MT30 Marine Gas Turbine

2011 ◽  
Author(s):  
David Pearson ◽  
Simon Newman
Keyword(s):  
Gas Turbine ◽  
Development Program ◽  
Royal Navy ◽  
Hybrid Propulsion ◽  
Rigorous Testing ◽  
Marine Application ◽  
Marine Propulsion ◽  
The Us ◽  
Us Navy ◽  
Littoral Combat Ship

The MT30 is the latest and most powerful gas turbine to enter the marine market. Recently entering US Navy service in USS Freedom, the first-of-class Littoral Combat Ship (LCS), MT30 has now been selected to be the prime power plant for two further classes of front-line warships; The Queen Elizabeth Class Aircraft Carriers for the Royal Navy, and the US Navy DDG-1000 Destroyers. This paper tracks the development of the MT30 from its well-established Rolls-Royce Aero Trent parent, discussing the changes necessary to adapt and harden the gas turbine for the marine application. The MT30 development program is described, including the rigorous testing undertaken to qualify the engine to American Bureau of Shipping (ABS) rules. Existing and future applications for the MT30 are described. Systems for achieving efficient hybrid propulsion utilising electric motors for cruise and the MT30 for boost are presented. The latest all-electric marine propulsion architectures as used on DDG-1000 and the Queen Elizabeth Class Carriers is discussed -in particular, the issue of maintaining the quality of power supply through transient load demands. The paper concludes with an insight into the latest MT30 package, which sees the system reaching class-beating power densities whilst ensuring maintainability through innovative design features.

Development of the Next Generation Gas Turbine Based Jet Air Start Unit for the US Navy

1998 ◽  
Author(s):  
Michael J. Zoccoli ◽  
William H. Cheeseman
Keyword(s):  
Gas Turbine ◽  
Development Program ◽  
System Level ◽  
Next Generation ◽  
Gas Generator ◽  
Two Phase ◽  
Current Application ◽  
Turbine Engine ◽  
The Us ◽  
Us Navy

Main powerplants for aircraft in the US Navy inventory typically require a source of pneumatic power in order to initiate the engine start sequence. The equipment which is used as the source for this power is termed “UNIJASU”, or Universal Jet Aircraft Start Unit. UNIJASU is a fully self-contained, transportable source of ground power which may be adapted to both land or carrier-based operations. At the nucleus of this unit is a modified T53 aircraft gas turbine, originally developed and fielded by the Lycoming Turbine Engine Division of Stratford Conn. In the current application, the T53 has been re-configured as a gas generator with specific provisions for extensive operation in a marine environment. Using the bleed machine concept, up to 30% of the engine massflow (equating to roughly 420 air horsepower) can be delivered to an aircraft starter upon demand. The present production source for the T53 engine is the AlliedSignal Engine Company, located at Phoenix, Az. As of the writing date (mid-1997), the US Navy is in the process of procuring its next generation air start units via contract to AlliedSignal. This paper describes the salient features of a rigorous two-phase development program starting with the initial adaptation of the aircraft turbine engine to a naval ground power unit, and culminating with over 6000hrs of system level testing, inclusive of actual field evaluations.

Gas Turbine Testing During US Navy Trials for LHD-8 USS Makin Island

2009 ◽  
Author(s):  
Gianfranco P. Buonamici ◽  
Abe L. Boughner
Keyword(s):  
Gas Turbine ◽  
Test Data ◽  
Electric Drive ◽  
Construction Project ◽  
Propulsion System ◽  
Hybrid Propulsion ◽  
Military Application ◽  
The Us ◽  
Us Navy ◽  
First Time

The Navy’s newest and last WASP class Amphibious Assault Ship, LHD 8 USS MAKIN ISLAND, is undergoing sea testing for the first time November 2008 before an expected delivery to the US Navy in early 2009. Rather than the two steam propulsion plants used by other ships in the WASP class, LHD 8 utilizes a gas turbine/electric drive hybrid propulsion system developing a combined 70,000 horsepower that will drive the 42,800-ton ship to speeds in excess of 20 knots. The paper will discuss the testing used to prepare the LM2500+ installation on LHD 8, the first of its kind in a military application, for entry into service. This will include details on engine light-off and the testing performed both dockside and at-sea. The paper will discuss the results of the at-sea test data as it compares to the initial predictions used to provide the rationale for funding the ship’s construction project.

Development and Qualification of the Marine Trent MT30 for Next Generation Naval Platforms

2007 ◽  
Author(s):  
David Branch ◽  
John Wainwright
Keyword(s):  
Power System ◽  
Gas Turbine ◽  
Development Model ◽  
Next Generation ◽  
Design Features ◽  
The Us ◽  
Us Navy ◽  
Littoral Combat Ship ◽  
Integrated Power System ◽  
Future Plans

Rolls-Royce has recently developed a new aero-derivative gas turbine for Naval Warship Applications; - the Trent based MT30 has been delivered for both US Navy DD(X) Integrated Power System (IPS) Engineering Development Model (EDM) generator set and Littoral Combat Ship (LCS) mechanical drive applications. The MT30 generator set for the DD(X) EDM land based demonstrator has run successfully in the US Navy’s facility in Philadelphia. The MT30 mechanical drive gas turbine module (GTM) will begin testing in the first Lockheed Martin LCS vessel, USS Freedom, in early 2007. This paper will describe the MT30 powerplant architecture, heritage and design features and will describe some of the major technical challenges overcome during the development and qualification programs. Initial experiences of the engine in its two applications will be described, together with future plans.

A New Type of Gas Turbine Based-Hybrid Propulsion System: Part 1—Concept Development, Definition of Mission Parameters and Preliminary Sizing

2000 ◽  
Author(s):  
Emiliano Cioffarelli ◽  
Enrico Sciubba
Keyword(s):  
Gas Turbine ◽  
Combustion Engine ◽  
Development Program ◽  
Propulsion System ◽  
Medium Size ◽  
Passenger Cars ◽  
Worst Case ◽  
Hybrid Propulsion ◽  
Wide Range ◽  
Definition Of

Abstract A hybrid propulsion system of new conception for medium-size passenger cars is described and its preliminary design developed. The system consists of a turbogas set operating at fixed rpm, and a battery-operated electric motor that constitutes the actual “propulsor”. The battery pack is charged by the thermal engine which works in an electronically controlled on/off mode. Though the idea is not entirely new (there are some concept cars with similar characteristics), the present study has important new aspects, in that it bases the sizing of the thermal engine on the foreseen “worst case” vehicle mission (derived from available data on mileage and consumption derived from road tests and standard EEC driving mission cycles) that they can in fact be accomplished, and then proceeds to develop a control strategy that enables the vehicle to perform at its near–peak efficiency over a wide range of possible missions. To increase the driveability of the car, a variable-inlet vane system is provided for the gas turbine. After developing the mission concept, and showing via a thorough set of energy balances (integrated over various mission profiles), a preliminary sizing of the turbogas set is performed. The results of this first part of the development program show that the concept is indeed feasible, and that it has important advantages over both more traditional (Hybrid Vehicles powered by an Internal Combustion Engine) and novel (All-Electric Vehicle) propulsion systems.

US Navy High Speed Craft – Comparison of ABS and DNV Structural Requirements

2005 ◽  
Author(s):  
Raymond H. Kramer
Keyword(s):  
High Speed ◽  
Recent Experience ◽  
Hull Girder ◽  
Structural Modifications ◽  
Allowable Stresses ◽  
The Us ◽  
Us Navy ◽  
Rule Sets ◽  
Littoral Combat Ship

Recent experience with the Littoral Combat Ship (LCS), Focused Mission Ship, Ship Structure Committee (SSC) Project SR 1437 and other programs for the US Navy has required the development of structural designs for the unique loads that occur on high speed craft. Using the ABS Rules for Building and Classing High Speed Naval Craft (ABS HSNC) and the DNV Rules for Classification of High Speed, Light Craft and Naval Surface Craft, (DNV HSLC&NSC) the hull girder, slamming and vehicle deck loads required for the design of a US Navy High Speed craft/combatant are reviewed herein. Materials and allowable stresses associated with each of the class society’s rules are summarized along with the required loads and resulting structural modifications for SSC Project SR 1437, which used each of the two rule sets to determine the structural modifications for converting a commercial, high speed ferry into a high speed military transport capable of unrestricted (i.e., open ocean) operation.

scholarly journals USN Land Based Testing of the WR21 ICR Gas Turbine

1999 ◽  
Author(s):  
Robin W. Parry ◽  
Edward House ◽  
Matthew Stauffer ◽  
Michael Iacovelli ◽  
William J. Higgins
Keyword(s):  
Gas Turbine ◽  
Systems Engineering ◽  
Development Program ◽  
Test Site ◽  
Test Facility ◽  
Endurance Test ◽  
Test Program ◽  
The Us ◽  
Test House ◽  
Engine Testing

Development of the Northrop Grumman / Rolls-Royce WR21 Intercooled Recuperated (ICR) Gas Turbine, begun in 1992, is now well advanced and system testing has been completed on eight engine builds at the Royal Navy’s Admiralty Test House located at the Defence Evaluation and Research Agency, Pyestock in the United Kingdom. Test activity is shortly to move to the US Navy’s Test Site at the Naval Surface Warfare Center, Carderock Division – Ship Systems Engineering Station in Philadelphia, PA, where a new test facility has been built to carry out some final development testing and an endurance test. A previous paper on this subject (94-GT-186) defined a test program leading to a design review and the beginning of Qualification Testing. The development program has since evolved and it is the aim of this paper to summarize engine testing to date and set out the plan for conclusion of development testing. The paper will describe the development of the Philadelphia Test Site, as a combined site for the US Navy’s Integrated Power System (IPS) and ICR testing. This will include a description of the advanced, high-accuracy Data Acquisition System (DAS). Finally, the test program and the development and endurance test objectives will be outlined.

Conversion of the AE 1107C From the V-22 Osprey Application to Marine Service

2013 ◽  
Author(s):  
Zechariah D. Green ◽  
Sean Padfield ◽  
Andrew F. Barrett ◽  
Paul G. Jones
Keyword(s):  
Gas Turbine ◽  
System Integration ◽  
Development Program ◽  
Gas Turbine Engine ◽  
Naval Vessel ◽  
Turbine Engine ◽  
The Us ◽  
Technical Risk ◽  
Turbine Design ◽  
System Designs

This paper presents a study on the conversion of the Rolls-Royce AE 1107C V-22 Osprey gas turbine engine into the MT7 Ship-to-Shore Connector (SSC) marine gas turbine engine. The US Navy led SSC design requires a propulsion and lift gas turbine rated at 5,230 shaft horsepower, which the AE 1107C variant MT7 is capable of providing with margin on power and specific fuel consumption. The MT7 leverages the AE family of engines to provide a propulsion and lift engine solution for the SSC craft. Extensive testing and analysis completed during the AE 1107C development program aided in the robust gas turbine design required to meet the needs of the SSC program. Requirements not met by the AE 1107C configuration were achieved with designs based on the AE family of engines and marine grade sub-system designs. Despite the fact that system integration and testing remain as key activities for integrating the MT7 with the SSC craft, conversion of the AE 1107C FAA certified engine into an American Bureau of Shipping Naval Vessel Rules Type Approved MT7 engine provides a low technical risk alternative for the demanding requirements of the SSC application.

Recuperating the LM2500 Gas Turbine

1993 ◽  
Author(s):  
Bruce D. Thompson
Keyword(s):  
Low Power ◽  
Gas Turbine ◽  
Fuel Efficiency ◽  
Simple Cycle ◽  
Operational Experience ◽  
Design Point ◽  
Discharge Temperature ◽  
Operational Life ◽  
The Us ◽  
Us Navy

The LM2500 Gas Turbine is a reliable simple cycle gas turbine that has been in US Navy service for more than 15 years. For a simple cycle gas turbine its design point fuel efficiency is quite good, approximately 0.400 (lb/hp-hr) at 26,250 BHP under US Navy rating conditions. Off design it is not quite as efficient, although its efficiency does not start to degrade significantly until operation below 10,000 BHP is reached. Operational experience with the LM2500 gas turbine in the US Navy has shown that at least 90% of its operational life will be spent at horsepowers that are less than 10,000. Therefore, in an effort to increase the range and the ability to remain on station of LM2500 powered US Navy ships, methods to improve the LM2500’s low power fuel efficiency were investigated. One area that had been discounted in the past was recuperating the LM2500. On the surface recuperating the LM2500 does not appear to provide much. The primary reason for this is that the design point compressor discharge temperature is within 200 degrees F of the gas turbine exhaust temperature. But off-design the situation changes, particularly if variable area turbine nozzles (VATNs) are introduced to maintain cycle temperatures. This paper will discuss the initial concept design process that was performed by the gas turbine division in the Naval Sea Systems Command (NAVSEA), the activity that is responsible for ship design in the US Navy. This will include the initial assumptions and the gas turbine cycle modeling that was undertaken to determine the potential benefits of recuperating the LM2500. Based on the success of these preliminary efforts, General Electric Company was then tasked to help perform additional cycle analysis. GE, working together with NAVSEA, proceeded to determine the optimum configuration of a Recuperated LM2500 (or LM2500-R). The guiding philosophy behind this effort is “maximum gain with minimal change.” The direction of this effort was to provide a cost effective, retrofitable package, in a reasonable amount of time, to upgrade the LM2500 for improved low power fuel efficiency.

From Provider to Decider: The Changing Face of Royal Navy Gas Turbine Support

2007 ◽  
Author(s):  
Ian Timbrell ◽  
Howard Startin
Keyword(s):  
Life Cycle ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Strategic Plan ◽  
Life Cycle Management ◽  
Royal Navy ◽  
Service Support ◽  
Marine Propulsion ◽  
Care Package ◽  
Total Care

Marine Propulsion Systems Integrated Project Team (MPSIPT), part of the UK’s Defence Logistics Organisation (DLO), has traditionally provided gas turbine life cycle management to a collaboration of four European navies operating the Rolls Royce Olympus, Tyne and Spey marine gas turbines. With the drive towards the need to deliver greater efficiencies, a shrinking supplier base and in keeping with DLO’s Strategic Plan to transform in-service support arrangements, MPSIPT explored ways by which they could move from a provider to intelligent decider role. This transformation was realised in the form of a Total Care Package (TCP), introduced in April 2005, whereby Rolls Royce has taken responsibility for the support of Olympus and Tyne marine gas turbines. The issues raised should be of interest to Navies and other organisations facing similar challenges in gas turbine support. This paper gives a brief history behind how gas turbine life cycle management has been provided to the Royal Navy in the past, before concentrating on the reasons behind and the practical issues raised by our move to the TCP arrangement. The paper sets out the philosophy behind the DLO’s Strategic Plan, what that means in practical terms, how it has been applied for gas turbine support and the implications for the future. It explains how TCP has been approached in partnership with Rolls Royce, describes the issues that were faced, what the benefits are, what it means for the front line and our partners and how the contract is being managed. It concludes by identifying the lessons from the first year of operation of the TCP contract.

291 A Pilot Study of Light Management in the US Navy

SLEEP ◽  
2021 ◽  
Vol 44 (Supplement_2) ◽  
pp. A116-A117
Author(s):  
Nita Shattuck ◽  
Panagiotis Matsangas
Keyword(s):  
Pilot Study ◽  
Sleep Quality ◽  
Development Program ◽  
Well Being ◽  
Operational Performance ◽  
Valuable Insight ◽  
Falling Asleep ◽  
The Us ◽  
Us Navy ◽  
Light Management

Abstract Introduction Exposure to light at appropriate times can improve alertness and mood; however, light can also interfere with sleep if exposure occurs before bedtime. Therefore, light management is important for sailor well-being and operational performance. One approach to administer light in field settings is to use personal wearable devices. This pilot study assessed the challenges in using the blue-light blocking goggles (BLBG) and light emitting goggles (LEG) for crewmembers of a US Navy ship while underway. Methods Longitudinal (~2 weeks) assessment of sailors (N=18) during deployment. Sailors completed a questionnaire asking whether they used the devices, reasons (if any) they may have had for not using the devices, what they liked/did not like about the devices, and whether wearing the devices made a difference in terms of fatigue, alertness, ability to fall asleep, and reported sleep quality. Results Sailors reported that the LEGs seemed to increase alertness (n=8) and helped wake up faster (n=5), but the devices were bulky/heavy (n=9), too bright (n=4), and made it difficult to see in dim light (n=2). The reported reasons for not using the devices include: the devices were heavy/uncomfortable (n=5), they caused eye strain (n=4), and the LEGs interfered with sailor ability to see while on watch (n=3). Also, wearing the LEGs made sailors feel less tired (71%) and more alert (59%). Sailors reported that the BLBGs kept them drowsy before bed (n=3) and reduced eye strain (n=5). Sailors complained, however, that BLBGs were bulky/inconvenient (n=3). When not wearing the BLBGs, it was because the devices were easy to forget (n=2), sailors had to work after their shift (n=2), and other reasons (n=3). Wearing the BLBGs during watch made falling asleep easier (47%) and improved sleep quality (47%). Conclusion This study provided valuable insight regarding the use of personal wearable light management devices in field settings. Even though not conclusive, our results are promising. We will continue assessing the utility of such devices with a goal of improving sailor well-being and operational performance. Support (if any) Supported by the Naval Medical Research Center’s Advanced Medical Development Program, the US Navy 21st Century Sailor Office, and the US Navy OPNAV N1.

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