ML20005F983
| ML20005F983 | |
| Person / Time | |
|---|---|
| Site: | Susquehanna  |
| Issue date: | 01/05/1990 |
| From: | Czysz F, Swoyer B PENNSYLVANIA POWER & LIGHT CO. |
| To: | |
| Shared Package | |
| ML18040B268 | List: |
| References | |
| SEA-CW-037, SEA-CW-037-R00, SEA-CW-37, SEA-CW-37-R, NUDOCS 9001170459 | |
| Download: ML20005F983 (319) | |
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RfC SS ANALVSIS OF "B" '
% "C" 1989 DIESELS FAILURE SEA-CW-037 pw=;;y , ,. , , . - - , - - , , - _ , . - . . . . _ . . , _ . . . , . . , ~ , , . , _ , , . . . . _ . , , _ _,,_m.__.,_.,_.__ ._.__ _._____________ _ _ _ _ _ _ . _ _ _ _ , _ _ . _ _ . , _ , _ , . _ __ _ _ . _ _ _ _ _ _ _ _ _ _ ._
r , W &l ff Ltv,L ty gte m , ENGINEERING STUDIES, ANALYSES,. B F ' T' PP&L k 3 st. n,. cw-037 AND EVALUATIONS COVER $NEET ',
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g . .. ..o , ....,,, FILE R42-7/5024 SEA-CW-037 ROOT CAUSE FAILURE ANALYSIS OF "B" AND "C" DIESELS: 1989 l I. ABSTRACT : In September and October of 1989, SSES "B" and "C" diesels suffered crankcase overpressure events that resulted from excessive heating of- pistons from friction. This report provides a comprehensive discussion of the findings related to these failures. It reviews previous failures at SSES and in the nuclear industry, describes various . inspection findings related to visible ' damage and wear from normal operating conditions and collates all the I pertinent information into a_ comprehensive analysis and an outline of future ' actions to prevent such events from occurring.- We have done sufficient reviews to identify the precursors.to failure and have-identified appropriate corrective actions to prevent recurrence. While no single root cause could be determined from the information collected, the possible contributing factors are:
$ (1) The quality of the oil used for lubrication.
(2) The surveillance procedures required by the Technical Specifications which may strain the engines to their limit. (3) The piston pin / bushing and their interface. cc: H. W. Keiser TW-16 F. G. Butler A6-3 R. G. Byram A6-1 H. R. Clarke A6-3 E. W. Figard SSES D. J. Morgan _A6-2 J. A. Blakeslee SSES D. Gandenberger SSES G. J. Kuczynski SSES A. W. Snyder Central , H. G. Stanley SSES_ SRMS Corresp. File A6-2
- H. J. Palmer SSES CMW SEA-File A6-2 g S. H. Cantone A2-4 n
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li:: SEA-CW-037 Page 2 O. ROOT CAUSE FAILURE ANALYSIS OF "B" AND "C" DIESELS: 1989 r
.Page I. ABSTRACT 1
- 11. EXECUTIVE
SUMMARY
4 III. INTRODUCTION 7 , 1.0 Engine Description i 1.1 Engine- .! 1.2 Piston ~ 1.3 Rings 1.4 Liner
- ' 2.0 Engine Failure History at SSES 3.0 Other Utility Experiences with KSV C-B Engines-4.0 Chapter Figures and Attachments IV. METALLURGICAL ANALYSIS OF THE "B" DIESEL 7L CYLINDER FAILURE 14 '
1.0 Observations of the Failed Parts. L 1.1 Visual Condition After the Failure 2.0 . Metallurgical Investigation Findings on Specific Parts s 2.1 Piston 2.2 Piston Rings 2.3 End Caps on Pin Openings 2.4 Piston Pin , 2.5 Pin Bushing 2.6. Cylinder Liner 3.0 Discussion of Failure : 3.1 Cylinder
- 3.2 Piston
' 3.3 Compression and 011 Rings 3.4 Pin End Cap Damage Discussion "
3.5 Piston / Liner Contact 3.6 Pin Lubrication and Overheating 4.0 Conclusions 5.0 Figures
- V, METALLURGICAL ANALYSIS OF THE "C" DIESEL 5R CYLINDER FAILURE i 94 1.0 Observation of the Failed Cylinder 1.1 Failure Information 1.2 Visual Assessment After Failure 2.0 Metallurgical Investigation Findings on Specific Parts 2.1 Piston Pin End Caps 2.2 Pin Bushing 2.3 Piston Pin 2.4 Piston
( O 2 s ce Pressie#/o41 a4#9s 2.6 Cylinder Liner l 2.7 Deposits / Debris l 2.8 Lubricating Oil l
i SEA-CW-037 fj Page.3 i Page V. METALLURGICAL ANALYSIS OF THE "C" DIESEL SR CYLINDER FAILURE (Cont.) 3.0 Discussion of Failure , 3.1 Cylinder 3.2 Piston Skirt Defects 3.3- Piston Skirt Scuffing 3.4 Piston / Bushing Lubrication and Overheating-3.5 Cylinder Liner - 4.0 Conclusions 5.0 Figures . y i VI. GENERAL DISCUSSION- 128 1.0 Conditions Which Affect Engine Wear 1.1 Peak Firing Pressures 1.2 Limiting Factor for the 4700 KW Rating 1.3 Compression Ring Size and Metallurgy 1.4 Engine Oil Condition 1.4.1 Lube Oil Foaming 1.4.2 Ncrth Anna (VEPC0) Foaming Experience 1.5 Piston Pin Condition 1.6 Correlation of Running Time and Starts to Failures
,G 1.7 End Cap Migration-V 1.8 Tin / Metal Transfer to Linings 1.9 Failure of Head Gaskets 2.0 Consultants Findings / Analysis
, 2.1 SWRI 2.2 Ricardo VII. ROOT CAUSE ANALYSIS 252 VIII. INSPECTIONS / TESTING FOR RELIABILITY 255 ! IX. APPENDICES 258 1.0 Ongoing Evaluations ! 1.1 Piston Pin Bluing 1.2 Liner / Piston Inspection Techniques 2.0 Anticipated Changes In 2.1 Maintenance Procedures 2.2 Inspection Practices 2.3 Technical Specifications 2.3.1 Engine Testing 2.3.2 Remote. Emergency Shutdown Switch 3.0 QA Evaluation of C-B 4.0 Attachments 4.1 Chemical Analysis of Diesel Parts ' 4.2 011 Analysis for All SSES Diesels 4.3 Fuel Oil Test Report p 4.4 Discussion of Findings from "D" Diesel Inspection i 4.5 Discussion of Findings From the "A" Diesel Inspection 4.6 Deposit Analysis from the 8R Piston of the "D" Diesel 5.0 Acknowledgements
i SEA-CW-037
.Q Page 4 II. EXECUTIVE
SUMMARY
As a result of-the engine overpressurization events of September 16, 1989 and ' October 7, 1989, a Nuclear Department Diesel Generator Group was established. The objective of this group is to develop and implement a plan that assures all diesel generators continue to maintain a reliable status. The plan must address both the options of finding the root cause and not finding the root cause. The plan.must also address the long and short term corrective actions to mitigate recurrence.- t All available data was gathered on these machines'in terms of analyzer runs, operating times, number of demands, total numbers and types of failures. Reviews of maintenance and operating practices for Susquehanna versus the manufacturer's recommendations were conducted. Reviews of Susquehanna , maintenance practices versus the rest of the Cooper users is still to be completed. Other utility experience with Cooper KSV engines was reviewed. Information sources such as NPRDS and.the Cooper Users Group was. searched to find whatever information was available. Extensive inspections, reviews, and ; , ccmparisons of failed versus " good" components were conducted. Many detailed metallurgical analyses, including elemental analyses, were conducted on. failed and non-failed components. Extensive oil analysis, including foaming tests, were conducted. Leading experts in the field, as well as the manufacturer, were contacted and requested to provide analyses. PP&L has already- taken definitive actions (see Section VIII) to insure reliable operation which, as a minimum, consist of: (1) Based on the metallurgical findings, Diesel Generators "A," "B," "C," and "D" were inspected. New pistons and liners were installed if the existing components were conservatively judged to warrant replacement. ! , This refurbishment of the diesels placed them into an acceptable condition. i (2) We continue to test the diesels in accordance with the Technical i Specifications. During some of this testing, we administrative 1y extend- , the run time to enable bearing "self-healing" properties to occur and ' provide added assurance of load carrying capabilities. Several general conclusions drawn from the body of this document can be I stated: (1) The engines will fulfill their current design intent and are reliable. (2) Current maintenance procedures conform to manufacturer's recommendations. (3) There is no evidence of general fatigue or wear out of the engines. The l only abnormal wear identified is the compression rings, pin-to-bushing interface and the tin transfer from the non-thrust side of the piston to
- the liner. These appear to be unique to Susquehanna.
i O i i s , ,
1 j l l SEA-CW-037 l Q Page 5 J (4) Current Operating Procedures and Technical. Specifications that require / allow rapid loading of the engine after starting and that-do not permit sufficient thermal equilibrium of the engine to be reached could be contributing to failures and run counter to good reliability principles. '
.(5) We have done sufficient reviews to identify the precursors and.have identified appropriate corrective actions to prevent recurrence.
(6) Removal of the current piston pin end cap and lower oil ring will improve lubrication to the piston liner area and not introduce other failure mechanisms. (7) A significant amount of distress between.the piston pin / bushing area is- l evident in a fairly large sample. Determination of root cause is in ! progress, j (8) Gulf lube oil is currently being used by PP&L but not by other nuclear utilities with Cooper engines. However, this oil passes all required tests and meets Cooper requirements. (9) The oil sample point is not in the optimum location. , In addition to the positive actions already taken by.PP&L, the following actions have been identitled to meet the objective of enhancing diesel = generator reliability. Definitive and detailed schedules.will be' developed j and are subject to availability of spare parts, critically skilled-resources, 1 and the impact of planned refueling outages.
- For the "A" through "D" engines
- ,
(1) Replace all piston rings with correct size / type. - (2) Inspect all cylinders for tinning. l
~
(3) " Blue check" all piston-to-pin assemblie's for-proper contact. Check flatness and surface finish on pins. .; (4) Inspect all liners for correct chrome' surface porosity.- (5) Implement the following design changes:- o Lube oil sampling point change. o Removal of the lower oil ring and end cap. For the "A" through "E" engines: (1) Replace the Gulf lube oil with another Cooper recommended oil. (2) Submit Technical Specification changes.
f i SEA-CW-037 he ' Page 6 (3) Revise 0>erating Procedures to minimize stress on the engines consistent with Tec'inical Specification allowances. (4) Implement a Reliability Monitoring Program that includes routine engine analysis, routine engine oil analysis, vibration analysis and trending. (5) Schedule remaining analysis work, essessments by Cooper, perform a study to detennine the feasibility of adding a remote emergency shutdown switch, and examinations of distressed piston pins. t i O
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SEA-CW-037 O
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Page 7 - Ill. INTRODUCTION l 1.0. Engine Description 1.1 Engine p 1.1.1 The emergency diesel generators at Susquehcnna are four l' V-16 cylinder and one V-20 cylinder Cooper Bessemer KSV. engines. .They are 4-cycle, turbo-charged engines. The 16-cylinder engines have a ' continuous rating of 4,000 KW and the 20-cylinder engine is rated at 5.000: KW continuous. ; Since the 20-cylinder is basically the same design as the i 16-cylinder engine except for the additional four cylinders, turbocharger size and size of the cooling system, the ; following dircussions apply to both engines. 'j 1.1.2 The 16-cylinder engines have eight cranks on the crankshaft l and the 20-cylinder engines have ten cranks on the ! crankshaft. Hence, opposite cylinders (right/left) share a common crank. This is accomplished with a main connecting rod for the right bank rod and an articulated connecting rod , for tne left bank. Refer to Attachment 1 for a sketch of l this design. The main rod connects directly to the ' O V crankshaft while the articulated rod uses a pin connection'to the main rod. The articulated rod bolts to this pin and the-pin pivots in a bearing integral-to the main rod. -Each rod 'j is bolted to the piston pin. The piston pin then pivots in a ' bushing inserted into the piston. End. caps are placed over j the holes fer the piston pin bushing in the. piston. These j caps, neld in place by an interference fit, serve to keep the oil lubricating the piston pin confined to the inside of the ! piston and prevents blow-by gases from forcingcoil out of the pin / bushing interface. Otherwise,.this oil would fill the annular space between the piston and liner in the area from l the lower oil ring to the middle oil ring. (SeeSection1.2, , l Piston, for placement of the oil and compression rings.) i 1.1.3 Torque (power) is produced when the rapid burning of fuel above the piston generates a high pressure and forcec the piston down as it passes top dead center (TDC). Once the ; i piston is past TDC the connecting' rod is at an angle relative " to the downward movement of piston.. This angle rotates the ' crankshaft and also pushes obliquely against the piston. l This obliqueness causes the piston to thrust against the l liner. The side of the piston which reacts to this lateral ) l load during the power stroke is called the thrust side and d l the side opposite it is the non-thrust side. Note: These sides are perpendicular to the axis.of the piston pin. During the other portions of the cycle, the non-thrust side , (1 is also loaded. However, the magnitude of the force is less ! L/ than the power-stroke side thrust. L1
SEA-CW-037- l [] Page 8 ; 1.1.4 The rext section discusses the lubrication path relevant to . the crankshaft, connecting rods, piston pins and .! pistons / liners only. , lhe bottom of the engine serves as the lube oil reservoir.for , the engine. It holds approximately 1,000 gallons of. . 40-weight lube oil. The main oil pump is driven directly-from the crankshaft and takes suction from a-perforated pipe-running the length of the engine. From the main oil pump,; the oil. is , filtered and cooled and =then returns to the- . engine. For the components of interest, the oil is supplied to them by a header in the oil sump which has' hose > connections to each journal bearing. Some of the oil: supplied to each journal bearing lubricates it and the remainder of the oil flows through drilled passages. in the crankshaft to the crank bearings. Here again, some of the oil. lubricates and-the remainder goes through a drilled passage in the main connecting rod splitting:into the articulated rod and the main rod. The oil' flows through
- these rods and supplies lubrication to the piston pin with the majority of it going to cool the crown of the piston.
i The piston / liner interface is-lubricated by_ oil splash. The splash is provided by the oil escaping from the crankshaft ..C journal bearing, crank bearing-articulated rod pin bearing, t and the oil draining from the interior' head of the: piston, 1.2 Piston
- i. The pistons are made of ' cast iron. .They have a 2-3 mil thick tin i
plating on their exterior from the middle oil ring on down to the bottom of the piston. The tin plating provides a relatively soft surface which allows the piston surface to conform to the liner and allows it to absorb some small dirt. particles which may otherwise-cause abrasion. The. top of the piston (crown) is dished so that the sides are higher than the center. This construction provides a heat; dam in an effort to contain the combustion heat to the piston, thus L providing a heat shield for the liner - i The top section of the piston from the middle oil- ring up is of a-lesser diameter than the remainder of the piston. This relief is , provided to allow for thermal expansion in this section since it , will be hotter.than the lower section. See Attachment 2. L 1.3 Rings ! The piston has two types of rings: l (1) Compression rings to provide sealing of the combustion gas so l O V that they do not " blow-by" the top portion piston and overheat i the lower portions of piston / liner.
j SEA-CW-037 Page'9 (2) Oil rings to control the amount of oil on the liner (cylinder wall). The oil rings may also be called oil control. rings or scraper rings. ; There are four compression rings. The two upper rings are made of a nodular iron and their radial width is less than that of , the two lower compression- rings. The two lower compression rings are made of a flake cast iron. All four compression rings have a one to two. degree' taper onrtheir. face (see , Attachment 3) as to form a knife edge on the bottom. . There are three oil rings below the' compression rings, two are above the piston pin and one on the-lower piston skirt below the piston pin. These oil rings control the amount of oil'on the cylinder wall-so that the engine does not consume too much lube oil. There are holes drilled in through the piston wall l behind the bottom two oil rings allowing the excess oil to= drain back to the' sump. 1.4 Cylinder Liner The cylinders in our engines are replaceable and called cylinder liners. These liners fit into the block and'are cooled on their (4 exterior by jacket water.~ The liners are surfaced on the ID with a thick (approximately 6 mils) porous chrome plating;to provide a hard wear surface and to retain oil for lubrication. The chrome surface
- i. is made porous by an electropolish-etching or roughened by a diamond lapping for oil retention purposes. All piston. liners manufactured :
after 1987 are manufactured using the lapping process.- There are about 12 to 17 mils diametrical clearance between the. piston and liner. 2.0 Engine Failure History at SSES i The SSES engines have had a total of six crankcase explosions, two on "B," two on "C" and two on "D." g The crankcase explosion on the "C" engine occurred in Cooper's shop during the factory testing of the engine in 1977. The cause of this explosion was identified by the Bechtel shop inspector to be overheating of a piston pin on the 4R cylinder. The next crankcase explosion occurred on November 29. 1981 on the-
"D" engine. SSES was in the start-up testing mode and an improper oil flush caused the. main lube oil pump bearing 'to be oil starved. The bearing overheated and caused the crankcase explosion.
The "D" engine had another explosion on January 14, 1984 The crankcase; explosion was initiated by heavy scoring on the 2L piston and liner. < l \ When the failed cylinder was disassembled, a broken fuel oil drain hose i
, - . , ~ -_ _ . ._ - . .-
l g EEA-CW-037 ig Page 10, > was discovered. This hose drains the fuel oil from the injection nozzle + to the base of the fuel injection pump, thus allowing the fuel oil to-drain into the crankcase. This failure was described es being caused by fuel oil dilution of the lube oil. PP&L is now considering this failure to be similar to the "B" and "C" engine failures. On January 18, 1986, a loose piston pin bolt on the "B" engine,- SL piston, allowed lube oil to spill from-the piston pin to connecting - rod joint, starving the pin and piston of oil. This explosion was caused by an overheated pin. 1 The next crankcase explosions occurred on September 16, 1989 and October 17, 1989 on the "B" and "C" engines respectively, and these explosions are the subject of this report. 3.0 Other Utility Experience With KSV C-B Engines All the other (eight without'SSES) Cooper users were contacted concerning their experiences with crankcase explosions. Attachment 4 sumarizes the design and operating information obtained. five stations have reported crankcase explosions or crankcase overpressurizations. A summary follows: Palo Verde - The cause of their explosion was' determined to be insufficient contact area between the piston bushing and piston pin. . This contact area is to be checked (by a " blue check") during assembly ' per the Cooper IOM; however, this utility missed this step. s Braidwood - The crankcase explosion at this station was due to metal
- cuttings and chips in the piston pin oil groove. They feel- the- debris was left in the engine from the factory. Th.is explosion occurred during their preoperational tests.
Byron - Byron experienced a crankcase explosion, the cause of which was not conclusively determined. The two poss96Wcauses are high firing pressure and dirt impeding lube oil flow. l Zion - The Zion station also reported a crankcase explosion due to a l piston bushing failure. l Cooper Nuclear Station - This station had three " crankcase overpressurizations" which blew open the relief doors on the crankcase. i They are thought to be caused by water leaking .into the lube oil, rapidly expanding and causing an overpressurization in the crankcase. O l l
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f.TTAOSENT _O_ SATA FRIBE SetER C-S IINHS tFtBLITY/5TAf tes N P PD c - -tth Edtsen Permer Casper stecteer Iten Stetten h Byron tth Stettes Edteen htth Edtsen MrP M LPE assagere Im eret h eed Pole tarde 5estleTeens Projoet Soterford 3 asse felle Ptplat FULL LOAD kw 3600 4000 5500 5500 5400 5500 4400 4400 OVER LOAD kW 4400 (5000 for i tw) 4400 6050 ' 6050 8eot obtelsed 6000 4940 4040
# OF CYLINDERS 16 16 20 20 20 20 16 16 LUBE Olt USED flobtl Coord 412 Mobil Cuetd 450 flabli Delvec 1340 Slobtl De1 wee 1340 Shelt flotette T40 Chevron Oe'.o 400 feebit Dewee 1%0 feebit Oewee 1340 MONTHLY TESTS Stort, run 5-15 min., Sese as Bresdnood Start,run 5 etn.
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IV. METALLURGICAL ANALYSIS OF THE "B" DIESEL 7L CYLINDER FAILURE l 1.0 Observations of the Failed Parts ! ! 1.1 Visual Condition After the Failure 1.1.1 The piston was heavily oxidized on the surface with evidence ' of the tin plating being melted in various areas. The ; blackened areas were highly scuffed with deep scratches and ! much smeared metal. The skirt of the piston below the pin ' covers appeared to be the location of the highest temperature seen by the piston and could be described as the most heavily , damaged of any area seen. Some cracking was evident in the skirt area that went thru the wall. The top of the piston was covered with a crusty deposit that was very adherent but could be flaked off with a knife. The deposit was initially - wet with oil and appeared black in color. The compression and oil rings were heavily worn and the lower two oil rings were so heavily caked with debris that they could not be released easily from the grooves. End caps cover the piston pin holes and these were heavily scuffed and blackened by heat. O 1.1.2 When the end caps were removed, the inside surface of both caps were locally blackened by heat which oxidized the surface and decomposed the oil present there. One cap was easily removed, but the second cap required a force of two i tons to remove it. After the cap came loose the piston pin was pushed out with a relatively low force of about 200-300 lbs. Normally, the pins should be able to be removed by hand or at most with light tapping with a rubber mallet. Dark areas near both ends of the pin bearing surface indicated local heating. The bushing was blackened by oxidized oil and heat near both ends with the heaviest blackening in the region 90' from top center on both sides. 1.1.3 The cylinder liner showed a large amount of scuffing and wear in many areas where the piston rubbed against the surface. The worst areas appeared to be where the pin end caps would contact the surface of the liner. These areas showed long longitudinal scrapes and much deformed metal. Blackened surface areas occurred in various locations around the liner along with smeared metal in a tiger-striped pattern. 2.0 Metallurgical Investigation Findings on Specific Parts 2.1 Piston 2.1.1 Figure B-1 shows the lower section of the piston skirt after I p it was cut from the rest of the piston. One can see that V there is much scraping and scoring at the level of the lowest
i
)
SEA-CW-037 Os Page 15 oil ring. A cross-section of a selected area from this ' region (Figure B-2) shows that the surface is coated with some very heavily deformed metal. Higher magnification ; pictures in Figure B-2 shows that just below the layer of deformed metal the cast iron has a martensitic microstructure. Since the normal structure is perlitic surrounding graphite flakes, it is evident that temperatures in excess of 1350'F had to be generated locally. Figure B-3 shows a high magnification micrograph of the surface layer revealing that it is layered with different phases. 2.1.2 Scrapings of deposits were taken from the surface of the piston to determine what elements they contained. Figures B-4 and B-5 give the results of the analysis taken on the Energy Dispersive Spectrograph (EDS). The particle shown in Figure B-4 was non-magnetic and contained P, In, S, Ca, and a small amount of Fe. The other particle in Figure B-4 contained the elements Zri, Ba, P S Fe, and Ca. All of these elements are in the additives in the oil except iron, but the iron could have been included from oxidation of the piston head material. 2.1.3 Figures B-6 and B-7 show another area of the piston skirt O where a crack was found along with the layering phenomena. Figure B-6B is an enlarged portion of the lower left portion of Figure B-6A. Area "Q" was analyzed by the EDS technique to determine the elemental components here. Figure B-8 shows the spectrum obtained, which include high mks for both iron 1 and chromium and a smaller peak for silicon, Figure B-7 is ' an enlarged area of the surface of Figure B-6B and area "P" was analyzed as shown'in Figure B-8 to contain iron and ' chromium with a small amount of tin mixed in. Finally both light grey and dark grey areas of Figure B-7 layers were analyzed and were found to contain mostly chromium with only a small amount of iron mixed in. These curves are shown in i Figure B-9. Since the only source of chromium is from the i cylinder liner plating, some transfer of this element had to ' occur to the piston skirt from the liner during the failure process. 2.1.4 A section of the piston head material was removed in the thinnest section near a valve depression to determine if excessive overheating had occurred. Figure B-10a shows the microstructure in a thick section of the piston head, and Figure B-10b shows the structure in the thinnest section of the same piston head. Both microstructures are perlitic and do not show any overheating. It would take temperatures above 1000'F before any significant changes would be detectable visually. O
SEA-CW-037 ! O Page 16 ! 2.2 Piston Rings 2.2.1 011 Ring 2.2.1.1 The uppermost oil ring was removed inspected and photographed. It was the only one of the three oil , rings that was loose and easily removed without
- force. Figure B-11 shows some metallic debris that was caught between the wiper surfaces. Analysis of :
this debris showed that it consisted primarily of iron, tin and chromium elements with some minor elements coming from the oil additives. 2.2.1.2 A cross-section of the lower oil ring was made to show the profile of the wiper surfaces and this is' t displayed in Figures B-12 and B-13. The surface , that is in contact with the liner was defcrmed from the high friction developed when the lubrication became inadequate. Figure B-13 shows a 50 times magnified image of the cross-section which reveals
- the deformed tip more clearly. From this photo it i was possible to neeasure the length of the scraper
' C finger which according to the drawing should be between 0.065" and 0.015" from the support. In this case, we determined that the finger was only 0.0575" long so the amount of wear is 0.0075" minimum.
i 2.2.1.3 Debris from the coil spring behind the lower oil l ring was sampled and analyzed for elemental l composition. The elements Fe, Cr, P, S Sn Ca Mn and Si were found in the loose debris and also on the surface of the metal itself as shown in Figure B-14. The elements P, S, and Ca are connonly found in the nonmetallic debris in these engines from oil decomposition. 2.2.2 Compression Rings l 2.2.2.1 The fourth compression ring from the top of the piston was examined to show the condition of the surface in contact with the liner. Figure B-15 shows that there was some unknown material embedded in the surface identified as spot "A." It was found. to be mostly chromium with some Fe, Sn and Si mixed in. Spot "B" in the same figure was identified to be the base material which consists mostly of iron. Figure B-16 shows the EDS analysis curves of both of
] these spots.
r, e r . - - ,- -r-- -
i ( r SEA-CW-037 Page 17 i 2.2.2.2 Figure B-17 shows another unusual spot on the surface of the fourth compression ring. This spot was identified by the EDS technique to be an - inclusion consisting mostly of copper along with , tin, lead, iron and nickel. The source of this unusual combination of materials is a mystery. One . will observe that this defect is associated with surface cracking so it could have been rubbed into the surface as a particle of debris. It is possible, however, for this defect to have been an . inclusion in the casting at the time it was > manufactured. A source of copper from any of the components in the cylinder area has not been identified at this time. Tin and lead are elements which could be on the piston either as a part of the ; plating or from repair of a casting defect in the foundry. ; 2.3 End Caps on Pin Openings 2.3.1 Piston 7L End Caps 2.3.1.1 Figure B-18 shows both sides of both end caps taken O d from the 7L piston. Both caps show heavy wear and scuffing on the outside surface that would contact the cylinder liner. The scuffing was so heavy that oxidation of the surface and deposition of deposits occurred. On the inside surface, oxidation was most noticeable on the "A" cap indicating that it may have been the first to experience overheating. The deposits on both of these caps was analyzed on the EDS and the elemental compositions found are shown l in Figures B-19 and B-20. Cap "A" deposits were i mostly iron and chromium, with minor amounts of Si, P. Sn and Ca. The minor elements were from the oil - and the Cr must have come from metal transferred from the cylinder liner. On cap "B" the deposit analysis showed only chromium and a small amount of iron. 2.3.2 Piston 7R End Caps 2.3.2.1 At the time the 7L piston failed, the 7R piston was , removed from service and inspected. The only appreciable degradation noticed was on the pin end caps. These were removed and made available for ' further inspection. The piston was then refurbished I with new rings, the liner inspected for degradation, and then reassembled. No pictures were taken nor l were any parts kept for analysis except the end caps. Figure B-21 shows the inside and the outside I
- m
I i SEA-CW-037 O- Page 18 views of the end caps. The "A" cap was the mest l severely worn on the surface with evidence of heat , i being generated sufficiently to produce blackening ; by oil decomposition and oxidation of the metal. Tha heat did not appear to progress deep enough to + l cause any darkening on the inside surface like that found on the 7L piston caps. A close-up photograph ! of this end cap shows evidence that some metal loss occurred in the rubbed areas as shown in
- Figure B-22. No analysis of this surface was performed to detemine if chromium transferred to it from the liner.
2.3.2.2 On the 7R-B cap, there was evidence of some l burnishing of the surface caused by contact with the liner, but not enough heat was generated to cause any blackening nor was there any apparent metal transfer from the rubbing surface. Figure B-23 i shows two close-up photographs of the burnished surface. It does not show even enough wear to
- remove the machining marks which are the heavier parallel lines. The very small vertical scratches are abrasion marks from where the liner rubbed Q against the surface.
2.4 Piston Pin 2.4.1 The piston pin was easily removed from the bushing once the end cap was released. It did not appear to have frozen into place against the bushing surface. We assume, therefore, that the interface still had some lubrication present. The pin did not have heavy heating marks, but there was some - slight oxidation towards both ends just beyond the circumferential oil grooves. No hardness measurements have - been taken yet on this pin to determine the extent of i overheating experienced over the bearing surface. 2.5 Pin Bushing 2.5.1 The heat pattern generated on the surface of the pin bushing can be seen in Figure B-24. Both ends of the bushing were obviously heat tinted and blackened with decomposed oil products. No metallurgical sectioning of this bushing was. undertaken. 2.6 Cylinder Liner 2.6.1 The 7L cylinder liner was heavily damaged by metal wear, transfer and heat generation in most areas. The liner was O sectioned on the thrust and non-thrust sides as well as the side which contacted the most heavily damaged end cap. The
.i
c SEA-CW-037 (d. Page 19 l following sections describe the findings of this ; investigation. , 2.6.1.1 The thrust side of the liner was labeled as "B-1" and the section obtained from this is shown in ! Figure B-25. One can describe the damage here as i being " tiger striped" in appearance with relatively r clean unscraped areas separated by heavily worn, overheated and deposited areas. Cross-sections of the liner were taken in an effort to determine the , condition of the chromium layer and identify the . elemental deposits in the pits and attached to the ( surface. Figure B-26 shows the approximate > locations of the metallurgical samples taken from ~ this piece of the liner. 2.6.1.2 Piece "A" was cut from a damaged area 22 7/8" from the bottom of the liner and the polished surface examined was perpendicular to piston travel (the transverse section to the cylinder axis). Figure B-27 shows that the chromium layer is cracked and some of the pores are filled with a metal. The metal in this case was not specifically identified. O 2.6.1.3 A second piece labeled "B" was cut from the liner about 11.5" from the bottom with the viewed surface oriented perpendicular to' piston travel (longitudinal to the liner axis). Figure B-28 shows typical areas where debris has attached itself to the chromium surface. It is very tenacious and does not exhibit typical metallurgical microstructures. It appears to be smeared metal or metal that has experienced a lot of deformation. We will later show analysis taken from some typical areas to show the elemental components present. 2.6.1.4 Section labeled "C" was also taken about 11.5" from the bottom of the liner, but the viewed surface was 1 taken parallel to the piston. travel. Figure B-29 ! shows that the chromium surface has a rough appearance and does appear to contain many small cracks. This is an unetched polished surface 'so the fine lines in the chrome layer are actually fine cracks and not etched grain boundaries. The formation of such cracks could take place with friction from the rings as they traversed over this area. 2.6.1.5 Sections D and E were taken from the lower end of C the liner 7.5" from the bottom and the viewed surface was perpendicular to piston travel in both 4
I p SEA-CW-037 Page 20 I cases. The pieces were adjacent to each other. ; Typical wear areas are shown in Figures B-30 and { B-31. These areas were heavily scraped by something : that made valleys in the chromium and in one case
- cracked the base cast iron core. The amount of wear i was so great that the original pores in the chromium ,
are not longer evident and in the case of Section E, the groove in the chromium plate was filled with another metal, i 2.6.1.6 Section B-2 was taken from the side of the piston i where the pin cover would have scraped the surface. Figure B-32 shows what the scraped surface looked : like before it was further sectioned. Figure B-33 shows the locations of the pieces taken from this ifner piece for. metallurgical examination. 2.6.1.7 Sections A, B, and C were taken from an area 5 1/8" to 61/2"'from the bottom of liner part B-2. Sections A and B were polished to show the surface parallel to piston travel while Section C was taken perpendicular to piston travel. Figure B-34 shows and area of Section A which had a defect in the Q chromium plate (possibly damage formed during the failure) which traverses the plate at an angle and goes all the way to the base metal. The light phase in the crack was determined by EDS to be mainly tin. This tin most-likely worked its way'into the defect . by capillary action when the heat generated during the failure process melted it from the piston , surface and it got spread over the liner surface by the rings. , 2.6.1.8 Section C was photographed in the Scanning Electron l Microscope (SEM) and pictures of the condition of l the chromium plate are shown in Figure B-35. EDS I analysis of the layer of deposits found are shown in Figures B-36 and B-37. The major elements found at each level analyzed are shown in the following i table: Area Elements (Greatest to Least)
"R" Base of pit Cr, Fe, and Sn "Q" Top of pit Fe, Sn, and Cr "P" Center layer Fe,Cr,andSn(Trace)
"P" Topmost layer Fe, Cr, and Si l' 2.6.1.9 Section F was taken 24.625" from the bottom of liner C' part B-2 and sectioned to produce a surface parallel to the piston travel direction. Figure B-38 shows -
t r
( O SEA-CW-037 Page 21 ; one area which did not show deposits on the surface 4 of the chromium, but did show several cracks. Another area of Section F, shown in Figure B-39, it l an enlarged portion of the surface of the chromium , coating which is coated with a layer of metal. An i EDS analysis of the lighter section of this coating > shows it to contain both chromium and iron in approximately equal proportions. Both iron and r chromium were found in the rest of the coating also. 2.6.1.10 Section H taken from liner part B-2 was oriented I such that the polished surface inspected was , perpendicular the piston travel. The surface of the L chromium plating was also coated with a layer of l' foreign metal and this layer is shown as a dark 1 layer in Figure B-40. An enlarged section of the layer is also shown and appears to be composed of several layers. The material in the pore, labeled "U" was found to be high in chromium and a lesser amount of iron. _ The outermost layer "W" was found ' to be highest in iron with a lesser amount of chromium. Location "Z" contains just iron since this is the liner casting material. Location "Y'? O was ideatified as coatai#iaa aust chromium aad location "X" was identified as being mainly chromium . with a small amount of iron mixed with it. The EDS analysis results are displayed in Figures B-41 and B-42. The following table gives the elemental contents of the various layers in each location. l Layer Elements in Descending Order l Z - Base metal casting Fe Y - Plating layer Cr U - Content of pore Cr, Fe, Sn (Trace) X - Thick dark layer Cr, Fe, Si W - Top layer Fe,Cr,Sn(Trace) 2.6.1.12 Section B-3 is the non-thrust side of the liner seen in Figure B-43, and it was sectioned in various areas as shown in Figure B-45 to determine if the metallic layers and wear patterns had any unique characteristics which could tell us the sequence 'of failure taking place in this liner. Section A was taken from the lower end of the liner between 7 5/8" and 8 3/8" from the bottom and oriented such that the observed surface was along the direction of piston travel. The various metallic layers were found on this section attached-to the chromium Q plating and these are identified in Figure B-46. The following table summarizes the findings of the _ EDS analysis from Figures B-47 and B-48.
A ' --- - - - ' " "- i s
.l SEA-CW-037 :
dc Page 22 l Layer Elements in Descending Order l A - First layer on Cr Fe, Cr, Mn, Si, S B - Light layer Fe , C - Dark layer Fe, Cr, Mn l C - Outermost dark layer Fe, S, P (Trace) : Figure B-49 shows and enlargement of area "C" which was observed to have both a dark grey and a light ; grey component C1 and C2, respectively. The compositions of these phases as shown in Figure B-50 ; were different as shown next. ; C1=Fe,Mn,S.SiandCr(Trace)) C2 = Fe, Mn (Trace) and Cr (Trace ' 2.6.1.13 In the lower right portion of Figure B-46 is a chromium pore which contains metal and this area was investigated further to show what metal was first laid down on the chromium surface. The elements : found to be present in this pore were Fe, Cr (trace), Mn (trace) and S (trace). O 2.8.1.14 Oae area of Sectioa A coataiaed a rather thick iayer of added debris to the surface and this is shown in i Figure B-51. The thickness of this deposit was measured to be 0.012" compared to the 0.004" of chromium in this area. 4 2.6.1.15 Section B was identified for investigation and it , was located 16" up from the bottom of the liner. The section was cut and polished to show the surface perpendicular to the piston travel direction. Figure B-52 shows various damage areas found on this l section. Much wear, gouging, pore filling and cracking are observed on this chromium surface. , l 2.6.1.16 Section C was taken at a distance 161/2" to 171/4" from the bottom of the liner and oriented such that - the surface observed was in the direction of piston travel. Figure B-53 shows typical light microscope pictures of the surface condition. Figures B-54, i B-55. B-56, B-57, and B-58 show various locations on the surface of this section as seen on the SEM and in some cases, the elements in the various areas are i identified. In the cracks in the chromium plating j we found particles of tin predominant. In the pores themselves, tin was occasionally present, but , usually associated with a large particle of iron. O cheo iu was so=eti es 9 reseat as e 4a91e identifiable particle or was mixed up with iron and i l l.
t SEA-CW-037 O Page 23 i other elements. In some cases, iron, chromiom, tin, manganese, sulfur, and silicon were all found together. 3.0 Discussion 3.1 This cylinder showed much physical damage, heating and generation of debris. The lower,two oil rings showed heavy wear and deformation on the sliding sur, faces. Molten and resolidified metal was found and was so heavy that the rings were difficult to remove. Debris analyzed on the surfaces of the rings showed the presence of all of the possible elements found in the materials of construction of the various parts and elements that would only come from oil decomposition products. 3.2 The lower piston skirt was heavily scuffed all the way around indicating that the piston had overheated so much that it expanded ' and completely filled the gap normally open between the piston and the liner. 'With a clearance of about 0.014 between the OD of the piston and the ID of the liner, a thermal expansion coefficient of 7.6E-06/*F, and a diameter of 13.5", a temperature difference of only 136'F is needed to close the gap. Since tin has been melted off the surface of the piston during the failure, and it melts at O aso r. it is aat uare so# hie to expect that temperature difference of this magnitude existed at the time of failure. 3.3 Compression ring damage was in the form of wear, scraping and metal pickup. The top ring showed the most wear and the least wear was on the bottom ring as evidenced by the amount of ring surface contacting liner. A normal ring should only show an estimated 5-10 percent of its outer surface polished by contact with the liner. In this case, the upper ring showed 100 percent contact. l Ring wear can be caused by a number of different mechanisms , discussed below. j ! 3.3.1 Ring wear can be initiated by debris falling down from the ! head of the piston just above the top ring. Heavy deposits of debris in this area above the top ring on the non-thrust side has been noticed on most of the pistons inspected to date. Vertical scrape markings on these deposits indicate that loose debris can be generated by rubbing against the i liner whereupon it can and will fall onto the ring. Since
- there is a small gap between the upper side of the ring and l the liner wall when the ring is new, it will enter this area and abrade or polish the wall until it is washed down by the oil.
3.3.2 Another means of initiating ring wear is to reduce the oil thickness or lubrication on the cylinder wall. Oil is smeared over the surface of tho cylinder wall via a splash O' mechanism which deposits the oil on the lower half of the i-l
SEA-CW-037 O e 9 24 liner. As the piston goes down and back up through its normal cycle, the lower oil ring spreads the oil film uniformly over the surface and removes the excess. On the up stroke, the remaining oil film is drawn upwards and spread farther up the liner surface. As the piston completes many cycles, the oil film is gradually spread over the entire length of the cylinder wall to the uppermost location of the top compression ring. The oil is retained on the liner wall by pores ir._ the liner surface deliberately put there for that reason. If there is some reason that these pores.no longer retain oil, then the upper wall of the liner will gradually become starved of oil, friction will increase, ring wear will i increase and heat will be generated that has to be ' dissipated. Lubricating oil can be diminished by the following causes. 3.3.2.1 Filling the pores with wear debris from the rings, j i i , 3.3.2.2 Filling the pores with carbonized combustion l products and oil decomposition compounds. 3.3.2.3 Filling the pores with tin transferred from the piston surface. O 3.3.2.4 Scraping of the surface of the liner by some moving part. Two parts which should not normally remove oil are the pin end caps and the top of the piston between the first and second compression rings. 3.3.2.5 Excessive pressure from the rings being forced against the liner can come from various sources. A. High firing pressures in the cylinder. B. Crud buildup behind the ring which would prevent the ring from moving freely back into the ring slot when the piston is moving towards the liner. C. Insufficient ring end gap. D. Wrong ring radial width. We have investigated the possibility of some of the ring having the wrong radial dimension and did find some in other cylinders and engines that were slightly oversize by a few mils. This reduces the gap behind the ring for debris to build up in before it becomes a problem. However, we have no evidence that indicates the gap was never so O small that the ring would be forced against the liner wall by cylinder movement (without debris buildup).
+ r.-y -----*w-
-,,..m.. < 1--w -'
t SEA-CW-037 O Page 25 i 3.3.2.6 Fuel oil dilution of lube oil was considered as a cause of the failure, but an investigation of the spray nozzle showed that it was spraying efficiently : and we concluded that lube oil dilution was i unlikely. ' 3.3.3 If the wrong material was used to make the rings, rings may be expected to wear abnormally. We have examined many sets ! of rings from different pistons and new ones from the. warehouse, and have not found any that had the wrong material ; or hardness including the ones from the 7L cylinder piston. t 3.3.4 That the rings can undergo excessive wear indepe'ndent of other degradation in the engine has recently been made evident by an inspection of pistons and liners from the "C" diesel during the week of December 10, 1989. Pistons IR, 2R, and 8L were removed from this engine. The following visual inspection results were reported. Cylinder Ring / Liner Evidence of ID Liner Damage Contact Piston Wear- Pin Bushing , 1R None 100% None OK OK O 2a 8L no#e Slight tin smear 905 100% aoae ox "Sn" burnish Scratched ox Scratched non-thrust It is evident from this data that ring wear does not have to be associated with any other obvious wear or damage process. 3.4 Pin End Cap Damage Discussion 3.4.1 Pin end cap scraping appears to be a significant_ source of damage and debris with this failure. Both of the end caps of the 7L piston did show a high degree of scuffing, scratching, metal transfer and overheating. Tin, chromium, and iron were found on the surface of the liner in the area of contact with the end cap indicating transfer of metal back and forth between the moving cap and the liner. The end cap also showed a layer of chromium indicating that metal transfer , occurred from the liner to the cap.. Once metal transfer i starts, the rubbing surfaces become rough and this increases friction between these parts and the oil rings that move over the liner in the same area. To produce this type of metal transfer, either a lot of pressure was needed to overcome the hydraulic action of the oil film, or the film was not present and metal-to-metal contact occurred. Metal transfer takes place on an atomic level where a clean, oxide-free surface contacts a similar surface and local welding occurs. On Q relative motion, the weaker surface breaks and a small amount. of metal is transferred to the stronger surface.
i i SEA-CW-037 ( i Page 26 3.4.2 In the absence of sufficient pressure, the oil film must have i been scraped away. The end cap does have sharp edges and we . know that it has moved outwards from its assembled position , to contact the liner. If the first contact was at a slight ; angle so that the~ edge could act as a scraper on either the - upward or downward stroke of the piston, the oil would be - scraped away and further contact would be between the metal parts of the piston and the liner without the benefit of the oil film. . i
\
3.4.3 pressure can be applied to the end caps in the.following manners: , 3.4.3.1 The end caps are inserted into holes that are machined to be 0.0005" to 0.0025" smaller than the cap. The cap is tapped into place with a hammer : until it seats against the bottom of the hole and the buthing. In its normal position, as designed l and installed, the cap would reside at least 1/16" i away from the liner. During operation of the engine, there should not be any movement of the end cap, but.the cap is not locked into place in a positive manner so that vibration, thermal expansion O forces #d other outwards. Onceforces pushed ca", outact to avebe it would thedifficult cap to force it back in by just contact with the liner. In the "out" position, there would be a tendency for the cap to bow because the force fit would now only be acting on part of the circumference area of the cap. In addition, any added heating on the cap due to friction with the liner would expand the cap and ' lock it firmer into place. Cooling is minimal in this area since there is no cooling oil flow to take away the heat. 3.4.3.2 Movement of the cap outwards can also take place by actions taken during installation. Before the piston is inserted into the liner, the connecting rod is connected to the piston pin in the bushing and the end caps are inserted in their place. While handling this assembly, it is possible to move the pin back and forth far enough to touch and apply pressure to the inside surface of the pin end caps. Until the lower end of the rod is connected to the crank, nothing prevents the pin from pushing the end caps out. 3.4.3.3 Another method of pushing the end cap out against the liner during operation of the engine is to heat [] up and expand the bushing. At installation, there is very little gap between the end of the bushing
Q v SEA-CW-037 Page 27 and the back of the end cap. Excessive heating has been observed in the bushing surface of this piston and temperatures up to the melting point can be rationalized. The bushing is made of a bronze material designated as C93700. One phase of this alloy melts at a temperature of 361'F (183'C). In the area of the piston pin that contacts the bushing, temperatures in excess of 1200'F have been estimated to exist as evidenced by sof.tening of the hardened surface of the pin. The expansion \ coefficient for the bronze is 10.22E-6/*F (18.4E-6/*C) so that over the length of the bushing (12") and considering a normal temperature of 180*F. the added length of the bushing at 361'F would calculate to be 0.022". This is not enough expansion to push the end cap out to the liner, but could move it part of the way. 3.4.3.4 Expansion of the piston pin can be greater than its surroundings since we said above that local heating was estimated to be upwards of 1200*F and higher. The expansion coefficient for steel is about 8E-6/*F, so that if the pin reached a uniform O temperature of 1200'F from 180*F, the total length change would be 0.098". Of course, we do not believe that the entire pin reached this i temperature, but a value of half of this would not b6 out of the question, so that 0.049" would not be ! unreasonable. 3.4.3.5 Another source of pressure to move the end cap outwards could be pressure from oil building up behind the cap and not being relieved. There are two drain holes for oil leaking out of the ends of the piston pin which are small enough so one could imagine that they could become plugged with debris. No evidence has ever been collected from all our disassembly operations over the years that any debris was found blocking any oil drain hole in any piston from any of our engines. ; 3.5 The piston itself can contact the liner between the two upper compression rings if it tips slightly on its upward stroke. We have seen evidence of this action since the pistons have a moon-shaped wear pattern in this area on the non-thrust side of the piston. The only way this wear pattern can be produced is if the piston tips. The effect of this scraping is twofold. First, it removes any oil film that may be present and abrades the surface of the liner. () v-Second, the abrasion can remove any oxide film that would prevent welding of the piston to the liner. The clean metal surface can now pick up any metal that it contacts including compression rings, , L
n SEA-CW-037 : U Page 28 ; piston iron and piston tin coating. Both iron and tin have been found embedded in pores of the non-thrust side of the liner (Figure B-44) and the moon-shaped pattern with heavy scraping and l metal removal has been observed on the piston. There is no doubt that this mechanism is operating to transfer metal back and forth between the moving parts of the piston and t.1e liner. , 3.6 Pin Lubrication and Overheating 3.6.1 We have noticed on this 7L piston that overheating has \ occurred on the pin and the bushing in which it moves. Lubricating oil is applied to the interface between these two parts by gravity and inertial forces. The oil is pressure fed up the connecting rod, through the pin and into the upper cavity of the piston above the pin. Oil that sprays up to the head falls down and fills a pool of oil that covers the exposed portion of the pin and bushing. A groove in the top of the pin allows oil to flow along the length of the pin and through circumferentially oriented grooves near the end of the pin, Rotation of the pin in the bushing is a back and forth motion which distributes the oil in the groove over the mating surfaces. How can the bushing be starved of oil in an area that is flooded with oil at all times? Some of the l O things that could affect the lubricity of the surfaces include the following: A. Oil Viscosity - 011 properties have been always within specifications. l l B. Oil Foaming Characteristics - This quality has not been a normal test for our engines. However, recent oil foaming tests, described in Section 1.4.1 of Chapter VI, did not reveal any abnormal foaming characteristics in oil taken from all of our engines. C. Clearances Between the Pin and Bushing - Fit-up or
" blue checking" of the parts has not been performed per manufacturers specifications until recently.
D. Distortion of the Pin or Bushing - Several piston pins have shown bending up to 0.005" af ter years of operation usually with the fact that overheating had occurred. However in one case, bending of 0.005" was noticed on a pin from the "D" engine which did not show any evidence of overheating. This is being investigated further. E. Debris Causing Friction Between the Pin and Bushing Surfaces - Debris has oeen observed to be present on occasion as evidenced by scratching of the surface of the Il bushing. No relation to the overheating could be found V however.
. ^ SEA-CW-037 Page 29 l
F. Debris Filling Up the Grooves in the Pin and Not Allowing I 011 to Flow Down Them - We have never found debris or deposits of such a volume that they were clogging up any oil passages. G. Debris Plugging Up the End Cap Drain Holes - Never observed. H. Air Pockets Preventing 011 to Flow Down the Grooves in the Pin - Since the pin / bushing lubrication is only by \ gravity feed and not force fed by a pump, an air bubble
- ould conceivably block free oil flow into the bearing area. Once starved of oil, local overheating could start in high friction areas at raised parts-of the bushing.
At the boiling point of the oil, gas volume would increase dramatically and prevent any further ingress of oil into the area. At this point, nothing would stop the process of severe overheating except shutting down the engine. 4.0 Conclusions 4.1 Heavy damage was found on the cylinder liner surface, piston, O comPressio#s ria9s. oil ria9s. Pia ead c Ps. Pistoa Pia ao Pia bushing of the "B" diesel 7L cylinder. ' 4.2 Metal was found to be transferred back and forth between the rings,
. piston and chromium liner during the failure process. '
4.3 Wear products from the piston surface and rings were generated and deposited in the liner pores early in the failure process. 4.4 A subjective overview of the damage to the piston assembly after the failure showed the heaviest damage located in the area of the piston pin end covers and lower on the piston skirt. End cap cover damage leads us to the conclusion that they may have initiated the failure process. This is supported by the fact that the largest amount of damage was found on the surface of the end caps in the 7L piston and , that the only damage found in the 7R piston was end cap damage of a 4 similar nature but lesser extent. This leads us to believe that the 7R cylinder was undergoing the initial stages of failure by end cap rubbing on the liner. 4.5 The following sequence of events appears to be one of the possible failure scenarios that could logically describe the failure event: l A. For one of several reasons described in this report, the end caps move out and press against the wall of the liner generating wear products and heat. i u , 1 l l
SEA-CW-037 ( Page 30 B. The wear particles attach themselves to the wall of liner, are pressed into the chromium liner pores or find their way down to the oil rings where they can cause more friction and wear to occur on the oil rings. C. The buildup of debris on the liner surface causes accelerated wear on the compression rings and oil rings as they pass over the damaged liner surface. D. Wear products from all the parts get mixed up and continuously i pass back and forth between the wearing surfaces as the failure process proceeds. E. Eventually localized heating becomes so great in some areas that the cooling oil cannot take it away fast enough to prevent oil decomposition and oxidation of the heated parts. F. The heat continues to build up in the piston so that it expands to fill the gap between the piston and the liner. G. Once the gap is closed, frictional heat raises the. temperature of the parts to red heat at which time oil vapor and air in the region are raised to their ignition point and a crankcase (]) , overpressurization occurs. l 1 I l 1 I i l i i i
A SEA-CW-037 V Page 31 Chapter IV 5.0 Figures 5.1 Figure Captions 5.2 Figures B-1 to B-58 i k l O \ O
4 i SEA-CW-037 O ease 32 Figure B-1. Picture of the skirt of the "B" diesel 7L piston showing heavy wear and metal distortion in the lower ring area. Figure B-2. Cross-section of the "B" diesel 7L piston skirt area showing deposited metal in the upper micrograph and martensite formation in the microstructure in the lower micrograph. The latter indicates temperatures in excess of 1350"F were experienced by the material locally. Figure B-3. Enlarged section of the deposits on the skirt of the "D" diesel 7L cylinder showing the layering evident there. Figure B-4. Micrograph and EDS analysis results of non-magnetic debris taken from the head of the "B" diesel 7L piston. Figure B-5. Micrograph and EDS analysis results of non-magnetic debris taken -- from the head of the "B" diesel 7L piston on another particle from that analyzed in the Figure B-4. Figure B-6. Cross-section of a cracked area of the "B" diesel 7L piston skirt showing metal deposits on the surface. Figure B-7. Enlarged area of the bottom right portion of Figure B-6 showing where aulysis "P" was taken. Firwe &8. EDS analysis of areas "P" and "Q" in Figures B-7 and B-6. FQur: M. Spectra of the licht and dark phases in Figure B-7. Figure B-10. Microstructure of the head of the "B" diesel 7L piston showing a normal perlitic, graphite flake condition
- a. Thick section b. Thinnest section Figure B-11. Portions of the top wiper ring of the "B" diesel, 7L piston showing the pickup of metal and debris on the surfaces touching the liner.
i Figure B-12. Cross-section of the lower oil ring from the "B" diesel ! 7L piston showing the wear and deformation on the two wiper surfaces.
' Figure B-13. Picture of oil ring profile at high magnification.
Magnified image of oil ring fit.ger from "B" diesel, 7L piston lower oil ring showing structure deformation and size of the finger. Figure B-14 Debris EDS analysis from the spring behind the lower oil ring from the "B" diesel 7L piston. ! Figure B-15. Smeared metallic deposits found on the #4 compression ring of ! the "B" diesel, 7L piston are shown here as the dark gray area labeled "A." EDS analysis of area "A" shows it to contain Cr, Fe, Si (trace) and m Sn(trace). Area "B" shows only Fe with a trace of Cr. l l
SEA-CW-037 Page 33 i t Figure B-16. EDS analysis of the #4 compression ring from the "B" diesel 7L piston in areas "A" and "B" of Figure B-15. Figure B-17. An unusual spot of foreign material found embedded in the
#4 compression ring from the "B" diesel 7L piston. EDS analysis shows it to '
contain Cu, Fe, Sn, Pb, and Ni. Figure B-18. Pictures cf the end caps as found on the "B" diesel 7L piston showing the scraping end local heating experienced by these parts during the : failure sequence. Figure B-19. F'icture and EDS analysis of a piece of smeared metal removed from end cap "A" from the "B" diesel 7L piston. Figure B-20. Particle of smeared metal removed from pin end cap "B" from the s i
"B" diesel 7L piston. The EDS analysis shows that it consists primarily of Cr with some Fe and a trace of Ca and Sn.
Figure B-21. Abrasion and wear found on the "B" diesel 7R piston pin end caps. Figure B-22. Photograph of the "B" diesel 7R piston end cap which showed the g worst amount of wear, heating and metal transfer. Figure B-23. "B" diesel 7R end cap showing the least amount of wear, but does show that the cap was touching the surface of the liner as evidenced from the light scratch marks on the surface perpendicular to the machining marks. Figure B-24. Photographs'of both ends of the "B" diesel 7L piston bronze bushing showing the heat tinting and decomposed oil products near the ends 90" to the top of the bushing. Figure B-25. Full-length view of the "B" diesel 7L liner surface on the thrust side of the liner (identified as piece B-1). Figure B-26. Sketch of the thrust side of the "B" diesel 7L liner showing the location and orientation of the sections removed for metallurgical l cross-sectioning (part labeled B-1). FigureB-27. Transverse cross-sectional views of the thrust side of the "B diesel 7L liner 22 7/8" from the bottom (piece "A"). The chromium plating is cracked and some of the pores are filled with metallic particles. l Figure B-28. Longitudinal view of the "B" diesel 7L liner on the thrust side i 111/2" from the bottom showing metallic deposits, filled pores and cracking
- in the Cr plating (piece labeled "B").
l l Figure B-29. Longitudinal cross-section (labeled "C") taken 12" from the l bottom of the "B" diesel 7L cylinder liner showing a rough fractured surface l with pieces missing and some debris in the pores of the chromium plating
]- layer.
l l
i l l SEA-CW-037 l O ease 34 i Figure B-30. Transverse cross-section (labeled area "A") taken 71/2" from I the bottom of the "B" diesel 7L liner showing depressions in the Cr plating surface, cracking of the base metal casting and deposited metal. Figure B-31. Transverse cross-section (labeled area "E") of the thrust side of the "B" diesel 7L liner taken 7 1/2" from the bottom showing depressions in the Cr plating and deposited metal. Figure B-32. Views of the length of the "B" diesel 7L cylinder liner in the area of pin end cap scraping (part B-2) showing heavy longitudinal marks and overheating over 20.5" of the center section. : Figure B-33. Sketch of the end cap side of the "B" diesel 7L liner showing the locations of the metallurgical samples taken for cross-sectional examinations (part labeled B-2), s figure B-34. Longitudinal section of "B" diesel 7L liner (labeled "A" of part B-2) showing cracking in the Cr plating surface and the presence of Sn at the Cr-Fe base metal interface. Figure B-35. Transverse cross-section of the "B" diesel 7L liner (labeled "C" of part B-2) showing areas of metal buildup and filling of pores with Cr, Sn and Fe. Figure B-36. EDS analysis of areas "Q" and "R" shown in Figure B-35. Figure B-37. EDS analysis of area "P" and the dark layer above "P" in Figure B-35. . Figure B-32. Longitudinal section "F" from "B" diesel liner 7L piece B-2
~
taken 24 5/8" above the bottom. This section does not show any pores filled or otherwise, but does show several cracks through the thickness of the Cr plate.
- l Figure B-39. Longitudinal section of "B" diesel 7L liner taken from the end
! cap side 24.625" from the bottom showing the layer of deposited metal and the EDS analysis of the lighter grey area. Figure B-40. End cap side of the "B" diesel 7L liner taken from transverse > Section H showing damage to the chromium liner and deposited metal. EDS analysis of the various layers are shown in Figures B-41 and B-42. Figure B-41. EDS analysis of areas "U" and "W" shown in Figure B-40. Figure B-42. EDS analysis of areas "X" and "Y" shown in Figure B-41. FigureB-43. General surface condition of the non-thrust side of the "B diesel, 7L liner. O Figure B-44 Magnified image of the surface condition of the non-thrust side , \ of the "B" diesel 7L liner near the upper position of the top compression ! ring. Both iron and tin are seen embedded in the chromium liner pores.
I ( ( SEA-CW-037 Page 35 i Figure B-45. Sketch of the non-thrust side of the "B" diesel 7L liner (designated B-3), showing the location and orientation of the metallurgical Sections A B, C, D E, and F. Section E was for surface examinations, while the others were for cross-sections. . Figure B-46. Longitudinal section of the "B" diesel 7L liner taken from an area 7 5/B to B 3/B" from the bottom. EDS analysis results are shown in Figures B-47 and B-4B. Figure B-47. EDS analysis of areas "A" arid "E" in Figure B-46. Figure B-48. EDS analysis of areas "C" and "D" in Figure B-46. Figure B-49. Enlargement of area "C" in Figure B-46 showing light and dark phase present. EDS analysis of these areas are shown in Figure B-50. - Figure B-50. Analysis of the pore from Figure B-46 center ri it contains mainly iron with only a trace of the elements Cr,ght, showing S and Mn, that Figure B-51. Longitudinal cross-section of the "B" diesel 7L liner taken 7 5/B" from the bottom showing a very thick layer of metallic deposits covering the chromium plating. n V Figure B-52. Transverse cross-section 'of a typical area of the non-thrust side of "B" diesel 7L liner 16" from the bottom (B-3 area "B") showing the filled pores and the deposited metal from this location. FipureB-53. Longitudina'l cross-section of the non-thrust side of the "B' diesel 7L liner taken 16.5" from the bottom of the liner. Typical 1 examples of the metal deposited from the piston and rings on the Cr plating. Figure B-54 SEM micrographs of longitudinal cross-section "C" part B-3 of the "B" diesel liner at a level 16.5" from the bottom. Elements shown were identified as being present in the pores indicated. Figure B-55. Another area of pore deposits and elements found present in longitudinal cross-section "C" part B-3 of the "B" diesel liner 16.5" from the bottom. Figure B-56. Various elements and their location found in a pore from the-
"B" diesel liner 7L, part B-3, area "C."
Figure B-57. Elemental contents of two pores filled with metal in the "B" diesel 7L liner 16.5" from the bottom of part B-3, area "C." " Figure B-5B. Additional areas of filled pores found in area "C" of part B-3 of the "B" diesel 7L cylinder. O
9 SEA-CW-037 Page 36 O
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'P' Topmost layer Fe, cr, and Si Figure B-35. Transverse cross-section of the B diesel 7L liner (labeled 'C' of part B-2) showing areas of metal buildup and filling of pores with Cr,Sn and Fe.
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l l SEA-CW-037 I l Page 72 i 16000 ots 0924K Outer Area abovw P Photo 4 l
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Figure B-39. Longitudinal section of B diesel 7L liner taken from the end cap side 24.625 inches from the bottom showing the layer of deposited metal and the EDS analysis of the lighter grey area.
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SEA-CW-037 < Page 78 O l l I l l Figure B-43. General surface condition of the non-thrust side of the B diesel, 7L liner.
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~3 SEA-CW-037 -j (V
Page 94 f V. METALLURGICAL ANALYSIS OF "C" DIESEL SR CYLINDER FAILURE 1.0 Observations of the Failed Cylinder f 1.1 The "C" diesel generator (D/G) had a crankcase explosion on ! October 7,1989 during a 24-hour surveillance test. The SR cylinder suffered major damage which ultimately caused the explosion in the-crankcase. Also, the 6L cylinder had an area of " tinning" on the , liner. The "C" D/G had accumulated approximately 950 hours of operation prior to the failure. 1.2 Visual Assessment After Failure 1.2.1 The SR piston characteristics were similar to those of the 7L piston from the "B" D/G failure on September 16, 1989 - the blackened areas with scratched and smeared metal, worn - rings, rings with caked debris, piston skirt cracking. The piston damage caused by the lack of lubrication and overheating is shown in photographs in Figures C-6, C-7 and C-8. The major differences were _(1) the end caps were only slightly scratched (2) the piston skirt contained two deep holes, and (3) the major overheating bluing). (piston The wristbushing pin andhad its bushing suffered. broken free from >
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its bore in the piston due to the contact between the pin and bushing caused by the pin expansion and loss of lubrication from the heating. From the heat, the bushing flowed into the shape of the oil grooves at the pin ends. There was so much-contact between the pin and bushing that they had to be cut apart. The pin exhibited normal wear patterns at the interface between the pin and connecting rod, indicating no loose connections (Figure C-Sa). Photos in Figures C-3, C-4 l and C-5 show the damage to the pin and bushing. - l 1.2.2 The 6L cylinder liner contained an area of " tinning." Reference the photos of the 6L piston showing the area of l detinning on the non-thrust side in Figure C-1. One possible , cause of the detinning is the alignment of the compression l l ring gaps in a row allowing " blow-by" to melt the tin surface 1
- of the piston causing tin to be smeared onto the chrome !
plating of the cylinder liner. Alternatively, the absence of i lubrication in this area may allow tin transfer by cold
- welding of the piston tin on the liner surface. ;
l ' l 2.0 Metallurgical Investigation Findings on Specific Parts : 1 2.1 Piston Pin End Caps - The material of the end caps is cast iron. Analysis of the cap material is in Appendix 1. The design of the end caps was-an intermediate design of the lands in the back of the cap - recessed more than the original but less than the new design. (s) The outside surfaces showed minor scoring. See photos of this in Figure C-2. Both caps exhibited much discoloration on the outer surfaces associated with the overheating of the piston, l
p SEA-CW-037 v Page 95 2.2 Pin Bushing - The material of the bushing is a copper alloy. C93700. There was a large through-wall crack at one end of the bushing (Figure C-3a) caused by the expansion of the pin due to the overheating. There was scoring on the outside surface of the bushing from the set screws because the bushing was forced to rotate in the piston by the seizing forces between the pin and bushing (Figure C-3b). 2.3 Piston Pin - The material is an SAE 5046 low alloy steel. The pins can be manufactured from one of the following SAE specifications: 1050, 5046, 4145 or 8620. The pin is case hardened to a minimum depth of 0.060". Hardness readings in the " blued" areas were 20 Rc as opposed to the normal hardness of 50 Rc. -There was a concave bend in the pin of 0.002" between the bolt holes for the connecting rod. This could have resulted from compressiva stress overload af ter the pin reached temperatures in excess of 1200'F during the failure process. Above 1200*F, the yield stress for this material decreases dramatically. 2.4 Piston - The material of the analysis taken in Appendix I) piston is cast The piston iron skirt, (reference non-thrust sidethe toward the end cap facing the auxiliary skid end of the engine, had two holes and various cracks in it (Figure C-8). The skirt was cut
?O from the piston and a cross-section was taken from the area surrounding one hole. "A." to be metallurgically analyzed (Figure C-9 and C-10). The results indicated that the holes were inclusions from the casting process. The grain structure, shown in Figures C-11a, b, c.'d, e and f. from the hole and surrounding area hases for a cast iron material heated contained the above to temperatures typical1350'F mix of p(course martensite, fine perlite and a i
mix of both). The analysis of the area in the Scanning Electroa , Microscope (SEM), using the Energy Dispersive Spectra-(EDS), showed i that iron, (a) an inclusion manganess, in (SiO2 silicon a lap)"W" just below
, potassium, the hole aluminum, contained calcium i compounds (Figure C-12). The hole surface contained a lead-tin l eutectic(FigureC-13). The SEM/EDS analysis perfomed on the surface area around the hole showed that tin, chrome and iron l elements were on the surface in the form of smeared metal i (Figures C-16, C-17).
2.5 Compression /0il Rings - The material of the rings is cast iron (reference Appendix 1 for detailed analysis). All rings f rom the , SR piston were sent to Cooper Bessemer except the lower oil ring '
- remaining in the piston skirt. A section was taken from this ring and mounted. Figure C-21 is a microphotograph of the lower oil ring ;
- section showing the wear and deformation on the ring. There was at i least 0.010" removed - the dimension to the outer surface of the !
ring is specified as between 0.065 and 0.075". The dimensions of the compression rings were taken by PP&L and are in Appendix Ill. All the rings were within the dimensions expected.
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2.6 Cylinder Liner - The material of the' liner is a cast iron with a f 0.006" chrome plating on the ID, which has a porous surface placed i by a reverse plating process. The liner displayed a tartan appearance on the surface due to overheating / scoring. The liner was i cut, for sectioning, longitudinally along the thrust, non-thrust and . one end cap sides. Sections were then taken from these lengths (refer to Figure C-15). Only Section C-3B, taken from the top of . the non-thrust side 3 1/2" down, has been analyzed. The surface of the liner displayed the chrome pores as containing iron, tin and i some chrome particles (refer to Figures C-16 and 17). Figure 18 is. l a microphotograph of the SEM/EDS analysis of one pore in chrome liner Section C-3B. This shows the presence of iron and tin ' particles in the pore. Additional analysis is to be performed at a later date to determine how the various materials were dispersed and ., show the damage generated by the failure process. j 2.7 Deposits / Debris - Deposits from the top of the piston were analyzed ; on the SEM and EDS. The results showed that the non-magnetic - particles were elements from the fuel oil - calcium, sulfur, phosphorous and zine (refer to Figure C-19a, b, e and.d) and the magnetic particles were mostly iron with small amount of manganese and calcium and sulfur again from fuel oil- (refer to Figure C-20a andb). 2.8 Lubricating 011 - The analysis of the lubricating oil for the months of July, August and September 1989 for viscosity . flash point, acidity, moisture, carbon residue, ash, ferrography and metals. All aspects of the analyses were deemed to be acceptable. Refer to
- Appendix II for the reports.
3.0 Discussion of C-Diesel, SR Failure . l 3.1 This cylinder showed much physical damage, overheating and , i generation of debris. The lower oil ring showed heavy wear and deformation on the sliding surfaces, i 3.2 The piston skirt contained two holes in the non-thrust side. These
- holes were created as part of the casting process for the piston.
l The presence of a lead / tin eutectic indicated that this area was i repaired with solder during the manufacturing process.- Cooper's QC l records indicated that solder was used to fill the voids in the piston skirt. Also this portion of the liner extends beyond the l bottom of the skirt at the end of the downstroke and any debris from j this area would eject into the sump. Thus, these holes in the piston skirt had no impact on the failure. 3.3 The piston skirt suffered heavy scuffing all the way around indicating overheating of the piston until the the normal clearance between the piston and the liner had been filled. With a clearance O s of about 0.014" between the OD of the piston and the ID of the liner, a thermal expansion coefficient of 7.6E-06'F and a diameter
I j O SEA-CW-037 Page 97 of 13.5"; a temperature difference of only 136'F is needed to close f the gap. Since tin, which melts at 350*F, had melted off the piston surface during the failura, it is reasonable to expect a temperature l difference of this magnitude had existed at the time of failure. . 3.4 Pin / Bushing Lubrication and Overheating 3.4.1 The pin and bushing of the SR aiston suffered overheating and damage due to contact with esca other. The lubricating oil l 1s applied to the interface between the pin and bushing by gravity and inertial forces. The oil is pressure fed through : the connecting rod and pin and sprayed onto the upper. cavity of the piston above the pin. 011 that sprays up to the head : falls and forms a pool of oil that covers the exposed portion ; of the pin and bushir.g. A groove in the top of the pin ; allows oil to flow along the length of the pin and through
- circumferential1y oriented grooves near the ends of the pin. ;
Rotation of the pin in the bushing is a back and forth motion I which distributes the oil from the grooves over the mating surfaces. The items that could affect the lubrication of the ' mating surface includes: 3.4.1.1 011 Viscosity - Oil properties have met the O specifications to which they were tested. 3.4.1.2 011 Foaming Characteristics - This quality has not been a normal test for our engine oil. However, ' recent tests showed no abnormal oil foaming ; characteristic;.' 3.4.1.3 Clearances Between the Pin and Bushing - Fit-up or !
- " blue checking" of these parts has not been performed to manufacturer's specifications until recently.
3.4.1.4 Distortion of the Pin or Bushing - Several piston pins have shown bending up to 0.005" after years of - operation. All of these pins except one have displayed overheating indications. The exception is one pin from the "D" diesel. This pin shows no evidence of overheating. This is being investigated further, t 3.4.1.5 Debris Causing Friction Between the Pin and Bushing Surfaces e Scratching has been found on occasion from debris, but no relationship between the debris 4 and the overheating could be found. 3.4.1.6 Debris Filling the Grooves or Oil Hole in the Pin - O We have never found debris or deposits in the grooves or oil hole of the pin. s D
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Page 98 j 3.4.1.7 Air Pockets Preventing 011 to Flow Through the - Grooves in the Pin - Since the pin / bushing lubrication is only by gravit t_ fed by a pump, air bubble (s)could y feedblock and oil notfrom force , l flowing along the pin grooves. Once starved of oil, high friction areas at raised parts of the pin / bushing could cause local overheating. At the boiling point of oil, gas volume would increase-t dramatically and prevent any. further ingress of oil l into the area. 3.5 The cylinder liner is key to the' lubrication of the piston rings. The liner has a porous chrome plating that retains an oil film on. , its surface in the pores. Oil is smeared over the cylinder wall via a splash mechanism which deposits oil on the lower portion of the i liner. As the piston goes-up and down, the lower oil ring spreads ' the oil film uniformly over the surface and removes the excess. As the piston completes many cycles,. the oil- film is gradually spread over the entire length of the cylinder wall to the uppermost compression ring. The oi1 & etained in the pores of the liner, - which is their purpose, f- se pores no longer retain oil, then the upper wall of the lire 1 gradually be starved of oil, friction will increase anc t will be generated.. The liner pores i can be filled by debris he combustion and oil decomposition products, ring material 1 transferred from the piston surface. Evidence of this hapr' : ring operation was found during this investigation and wi) -art of our inspection program in the future, t 4.0 Conclusions 4.1 Heavy damage was found on the cylinder _ liner surface, piston, compression rings, oil rings, pin and pin bushing of the "C" diesel SR cylinder. Since the piston end caps suffered only slight scoring, it can be concluded that the damage was due to the failure, not a cause like the end caps in the "B" diesel. - 4.2 Tin and iron were the elements found in the liner pores analyzed to date. They indicate wear products were generated from the rings and piston surface and were deposited there early in the failure 1 process. 4.3 The piston pin and the bushing sustained major damage from overheating due to the pin expansion causing contact with the bushing and ultimately freezing of the pin in the bushing. This type of failure of the pin / bushing would create a malfunctioning of ; the motion of the piston initiating a failure process. O V
fq. SEA-CW-037
-V Page 99 4.4 The following sequence of events appears to provide the most logical failure scenario:
A.- Friction between the pin and bushing caused them to overheat and bind together. B. The piston motion became unstable causing contact against the e liner wall particularly on the non-thrust side of the liner. Oil would be scraped off during-the upward motion of the piston. C. This contact caused particles from the piston surface and rings . to fill the liner pores-and increase the friction and wear in. the cylinder. D. Wear products from all parts mix and pass between the wearing surfaces as the failure progresses. E. Eventually localized heating becomes so great in some areas that. the oil cannot cool fast enough to prevent oil decomposition and oxidation of the heated parts. F. The heat continues to build until the piston expands to fill the O clearance between the itself and the liner. G. Once the clearance c16568, frictional heat raises the , temperature of the parts to " red heat" raising the oil vapor and air in the region to their ignition and a crankcase , overpressurization occurs. l l l l O
O SEA-CW-037: Page 100 ; CHAPTER V
.5.0 Figures 5.1 Figure Captions 5.2 Figures C-1 to C-21 ~!
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l l I O SEA-CW-037 V ' Page 101 - P Figure C-1. Photograph of the 6L piston from the "C" diesel showing the area of detinning and the alignment of the compression rings. - Figure C-2. Photographs of the SR end caps, "C" diesel, showing the discoloration and minor scoring. Figure C-3. (a) Photograph of the SR piston "C" diesel, pin bushing through wall crack; (b) OD damage caused by the bushing rotating. Figure C-4. Photograph discoloration (bluing) of the SR, "C" diesel, pin bushing. Figure C-5. (a)through(d)Photographsofthediscoloration(bluingat various positions around the pin from the SR piston, "C" diesel. . Figure C-6. Photographs of the damage on the thrust side (center of engine)- of the SR piston, "C" diesel. Figure C-7. (a) Photo of the "C" diesel; (b) graphs the oppositeof the SR endpiston end cap cap facing thefacing the end aux, skid generator of end t diesel. e Figure C-8. Photographs of the damage on the non-thrust-side of the SR piston, "C" diesel; note the two holes in the skirt at the bottom center of the photo on the right. Figure C-9. The two holes and crack in the SR piston skirt, non-thrust die.
- Hole "A" was sectioned and metallurgically examined..
Figure C-10. A microphotograph of the cross-section of the SR piston skirt Hole "A" in Figure C-9. The letters designate the areas evaluated metallurgically. Figure C-11. A microphotograph of typical areas around Hole "A" in the i SR piston skirt. See Figure C-10 for locations, (a) area "K-M" at 800C showing a course martensitic structure; (b) area "K-J" at 50X showing course martensitic and smear metal layer of iron chrome and tin on surface of Hole "A" (c) area "H-G" at 50X showing transition from a martensitic to a perlite structure; (d) area "C-B" at 800X showing course martensitic structure;(e) area"B-Q"at800Xshowingperlitestructurearoundgraphite-stringers; (f) area "A-B" at 50X showing a mixed structure of fine perlite and martensite. Figure C-12. SEM/EDS analysis of inclusion "W" below Hole "A" in SR piston , skirt (a) SEM photo at 6.5X showing inclusion "W" (b) spectrum of the elements in the inclusion "W," Figure C-13. SEM/EDS analysis of the Lead-Tin Eutectic on the surface of Hole "A" in SR piston skirts (a) SEM photo at 1300X showing the Pb-Sn Eutectic O oasurfeceofholet(b)sPectrumoftheeiementsiathe11htereeiace>ebove. 9 I
1 1 1
/ SEA-CW-037 Page 102 ;
Figure C-14. SEM/EOS analysis of smeared metal layer on surface of SR piston skirt at area "J" (see Figure C-10) photo at 4660X of sreared metal layer; (b) spectrum of LIGHTER AREA in_ photo in C-14a above; (c) spectrum of darker J area in photo ie C-14a. Figure C-15. ' Photos of SR. liner Sections C-1, C-2 and C-3; (a) liner Section C-1 longitudinal section taken from thrust side; (b) Liner Section C-2 longitudinal section taken from end cap side; (c) Liner Section C-3, longitudinal section taken from the non-thrust side. Figure C-16. Sketch of sections taken from liner pieces. Figure C-17. SEM/EDS analysis of the debris in the pores in liner Section C-3B (see Figure C-16); (a) SEM photo at 100X of Section C-3 denotes area "A," "B," and "C" for analysis on EDS; (b) spectrum of area' "A" showing the presence of mostly tin and iron;-(c) spectrum of area "B" showing mostly I tin and iron with a small peak of chrome; (d) spectrum of area "C" showing . mostly iron and tin with a small peak of chrome. Figure C-18. Microphoto from SEM 1010X showing the iron and tin particles in a pore in the chrome layer on liner Section C-3B. Figure C-19. SEM/EDS analysis of non-magnetic particles taken from the top of h, the SR piston, "C" diesel; (a) SEM photo of 43.4X of non-magnetic particles; l (b)-Spectrum of area in the SEM photo. l ! Figure C-20. SEM/EDS anal SR piston, "C" diesel, (a)ysis of photo magnetic particles takenparticles; from the top of the SEM at 366X of magnetic (b) spectrum of area in SEM photo. Figure C-21. Microphotograph at 50X of cross-section of the lower oil ring from the SR piston, "C" diesel. The deformed structure where the oil ring was l worn can be seen at area "A." 4 4 a
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l SEA-CW-037 (- Page 128 j i VI. GENERAL DISCUSSION 1.0 Conditions Which Affect Engine Wear 1.1 Peak Firing Pressures Reviews of the peak firing pressures from 1983 to the present for { engines "A" "D" have not shown any correlation between the peak pressures and piston failure. The peak firing pressure data is ; found in Attachment 1, which lists the pressure by cylinder number. ! Attachment 2 sorts the pressure data and associated cylinder and lists the pressures in descending order. A review of this sort reveals that the failed piston "C"-SR was always in the top three highest firing pressures. Yet, the "B"-7L was always, with two . exceptions, in the lowest six firing pressures. Once the "B"-7L was the highest pressure cylinder and another time it was eighth highest. A review of the sorted data for the "A" engine shows a sector of relative positions for 1R, 2R and 8R cylinders. (These cylinders were the ones which experienced tin loss.) It can be seen that-these cylindars are ir, the middle of the praissure range or at the bottom. O The sorted data for the "D" engine shows that the 2L cylinder (which L caused the crankcase explosion) was the sixth lowest pressure cylinder on the analyzer run before the explosion. Therefore, we ' have concluded that there is no correlation between the peak firing pressures and the crankcase explosions since they have been both l high and low. 1.2 Limiting Factor for the 4700 KW Rating ! The limiting factor for PPRL's 4700 KW overload rating is the size ! of our heat rejection system and muffler size. This information has j beenobtainedfromCooper-Bessemer (C-B)(seeAttachment3and
- paragraph 4.8ofAttachment4).
~
Other utilities have 16-cy11nder engines with overload rating higher '
- than ratingsours. Nine Mile Point and Waterford 3 both have overload of 4840. Cooper Nuclear Station has a one-hour overload rating of 5000 KW.
Waterford 3 has a continuous rating of 4400 KW compared to PP&L's of 4000 KW, C-B has estat11shed a limit of 250 BMEP (brake mean effective pressure) for the KSV engine as structural limit. According to C-B, the head studs prove to be the limiting factor. At 4700 KW, we are Q at 91 percent of the 250 BMEP limit.
e i f SEA-CW-037 O Page 129 : When C-B tested a KSV in their shop, they obtained 250 BMEP at a peak firing pressure of 1690 psi. 1.3 Compression Ring Size and Metallurgy 1.3.1 Ring Dimensions: During the investigation of the diesel failures, someone found that some of the rings had wrong dimensions and questioned whether or not the supplier of the rings supplied the wrong type.- This initiated an investigation that identified and characterized all the rings that had been recently removed from the SSES L4 engines. Attachment 5 at the end of this chapter shows the ring. aimensional data that was obtained. The radial width (or thickness) is the width of the. compression ring starting at the surface in contact with the cylinder liner and proceeding towards the ID of the ring. Attachment 6 shows the measured-radial thickr.ess for the first and second compression rings, specified to be 0.430 to 0.450", and the third and fourth rings. 0.445 to 0.465". The measurement data shows that of eleven measured ring sets, five piston sets had one or two wrong rings. j j 1.3.2 Metallurgical Condition of the Rings: Attachment 7 shows O aaraaes, aae micr>>tructurai data estaiaed from four sets of rings sent to the PP&L Hazleton Chemistry laboratory for study. Three of the sets of rings came from actual pistons removed for other purposes and one ring was a new set supplied from the SSES warehouse where we would nonnally get replacement sets. Attachment 8 contains materials information for the materials of construction of the four t compression rings. The first two rings, starting at the top of the piston are made of K28 iron which'is a hard, j martensitic based, nodular iron with a hardness of 40-46 Rc. The third and fourth rings are made of a perlitic based graphitic iron that is much softer than the nodular iron and l whose hardness is 72-88 Rc. Hardness and microstructures i obtained on the rings were consistent with their identified i positions in all cases. 1.3.3 Discussion , 1.3.3.1 The ring dimension in the radial direction is important to the operation of the engines because extra large rings would not completely recess into the grooves in the piston as'the piston moves back and forth in the cylinder liner. If this happens, the rings bear all the inertial and reaction forces ' on the piston and would probably wear excessively fast. Even though we found five sets of rings that O *ere oversized 'a the rad'e' direct'oa. co#'d aat determine conclusively that they were so large that j i
l ( T SEA-CW-037 Page 130 they would not have fit completely into the ring l groove when new. There is a minimum of 0.020" l available by design behind the ring in the upper l grooves before a properly fit ring would
- bottom-out" and it is unitkely that the wrong rings would have been that much oversize to use up all the-gap available. At worst, the wrong rings may have been machined to the dimensions of the third and fourthrings(perC-Bspecifieddimensions)inwhich
! case only 0.015" of the designed gap would have been used up and this would have been acceptable from a s clearance argument. 1.3.3.2 Metallurgically, the materials of construction of the rings we examined were found to be as per the design criteria. Therefore, we conclude that the extra wear found on these rings could not be attributed to the use of the wrong material. i 1.4 Engine Oil Condition i 1.4.1 Lube Oil Foaming O There is a coacern that the i<be oii is foamino and a foam oil mixture or at least entrained air is being pumped to the engine bearing. This type of defect in the oil would be expected to affect the more heavily loaded bearings, i.e., the piston pin and crankshaft bearings. An in situ oil foaming test was conducted on the "A" engine on December 1,1989. A clear plastic door was put on the engine in place of one of the lower doors and affixed with ' long studs and nuts. The regular door was placed over it and nuts placed on the studs. The metal door remained in place . during the 12-hour post-maintenance run for personnel ' l protection. It was removed after the engine was unloaded but
- before shutdown.
While the engine was running, about 2-3" of foam was present on the side of the plastic door. Normal oil level (engine at rest) would be at about the same height. After the engine was shut off, a deluge of oil was draining down from the top side of the engine. When the flow of the draining oil approached that of the prelube pump flow, a continuous mat of foam, approximately 1/2" thick, was observed. Small bubbles were also observed rising in the lube oil. The mat of foam started to break up in 15 minutes ! so that small islands of oil could be seen. The presence of O the small bubbles migrating to the surface was still observed at 15 minutes af ter shutdown; however, the amount of bubbles was reduced from that of initial engine shutdown, l l 1
n SEA-CW-037 U Page 131 PP&L, af ter consultation with Gulf, the oil supplier, Chevron, Ricardo and PP&L's in-house oil lab, could not come to a conclusive good / bad decision. We decided to take oil samples from engines "A" "D" and new oil and send them to an independent laboratory for an oil foaming test. 011 foaming test results from SGS Control Services, Inc., are shown in Attachment 9. All of the oil tests shown were performed per ASTM D-892 standards and reveal that there is no foaming problem with the oil used in any of these engines. The two deviations frora a " Nil" result in the "A" and "B" engine results are not significant since 10 minutes results show them to become " Nil." Section 8 of ASTM D-892 is shown i in Attachment 10 which explains how the test sequences are performed. 1.4.2 NorthAnna(VEPCO)FoamingExperience Colt Ind'ustries supplied the emergency diesel generators to the North Anna Station of Virginia Electric & Power Company. Colt has reported to PP&L that they were experiencing piston to liner seizures at North Anna. The cause was oil foaming. This oil foam mixture did not provide the lubricity to the Os piston pin / bushing that was required. This caused overheating of the pin and bushing, the bushing expanded and distorted the piston carrier, and the carrier distorted the ! piston which contacted the liner and produced excessive heat. This led to seizing and failure of the piston / liner. North Anna was using Gulf Super Duty 40 oil when they were experiencing the diesel problems, and once the root cause was determined they switched to Chevron. Colt remarked that they do not feel Gulf is consistent with their additive packages and one batch of oil can perform fine and another batch may cause problems. 1.5 Piston Pin Condition Our initial investigation into the cause of the crankcase explosions focused on the piston and liner; hence, the condition of the pins were not thought to be an important factor, i.e., the pin condition was secondary to the piston damage. Our opinion on the pin condition changed after three pistons which experienced tin loss were pulled from the "A" engine. These pistons with various degrees of tin 1 css all had pins with some degree of heat bluing. It was also noticed that the end caps had started to migrate out of the pistons. A matrix of observations was created to make correlations ' g among all the observations. This matrix is Attachment 11. (.)
l ( 3 SEA-CW-037 Page 132 : l l The two failed pistons from the "B" and "C" engines (B-7L & C-SR) l virtually gave no clue as to the ceuse of the failure. The only l thing to prove to be significant was the blued condition of the ! piston pins which was not recognized until later in the l investigation; see Attachment 11. Bluingofsteelisahigh temperature oxidation of the steel and occurs at about 900 F. The i i pin bluing was considered by C-B to be a secondary effect of the ; I piston seizure; see Attachment 12. It was not until three pistons ! that had lost tin were pulled from the "A" engine and blued pins ! were discovered in these pistons that the blued pins and piston tin I loss seemed to correlate. An effort was made to closely examine all i the pins that had been removed for signs of overheating. As it can be seen from Attachment 11, blued pins or heat distress was found on six of ten pins. Three of the other pins were worn or scratched. ; j The fourth needed to have its bushing scraped in order to obtain an ; acceptable fit. It can be concluded that these four pins were ' experiencing higher than normal friction but not enough to cause the pins to turn blue. At least one piston pin has been annealed (approximately 1200"F) in situ since its hardness went from a Rc of 50 to 20. The metallurgical sections of this report contain more i detail about the specific pins and their proterty changes. Note: Insufficient bearing contact area on the A-3R bushing would also cause higher than normal friction. l The high friction in the piston pin joint will inhibit the toggling of the piston relative to its connecting rod. . This condition will cause the top edge of the non-thrust side of the piston to try to scrape the oil from the liner on the upward strokes. The torque developed by the piston pin will be reacted by a couple. A couple is two equal forces producing rotation by acting in. parallel but opposite directions. One side of the couple will be made by the liner pushing on the top of-the piston on the non-thrust side. Note: This will occur just under the bottom of the middle oil ring since this is where the piston is at its largest diameter; see Attachment 13. The other half of the couple will be made up of possibly two forces. One is the normal thrust load on the piston acting at the piston pin. The second force would be produced on the
- lower skirt on the thrust side. This latter force has not produced any signs of piston wear for a couple of reasons:
- 1. This force is only going to reach a magnitude to satisfy the "
unbalanced torque. Note: The length of the moment arm here is long compared to theTst part of- the couple's moment arm.
- 2. The angle of the piston would mate with the liner due to the piston pin torque trapping the oil on the liner and the piston would " hydroplane." This is not the case for the top of the piston on the non-thrust side where the sharp corner of the O piston would remove the oil film.
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l 4 O SEA-CW-037 Page 133 , J With the protective oil film removed from the non-thrust side of the liner surface, it is possible for cold welding to take place between ' the liner surface and the piston surface. Relative motion then can transfer tin and iron to the liner and conversely chrome can be- ' transferred to the piston. This makes the mating surfaces rough and produces added friction, increasing the wear rate and eventually leading to an overheated piston. This failure scenario is supported , by the fact that an inspection in July 1987 of the "C" diesel revealed loss of tin on the SR piston; see Attachment 14. Since ' adequate inspection criteria was not in place at that time, the piston was returned to service. Cylinder SR is the cylinder which
- caused the crankcase explosion on the "C" engine. .
The previous inspection report for the "B" engine was reviewed and no tin loss was noted for the 7L cylinder. It should be noted that the type of inspection performed was an underside inspection. The inspection doors are removed and the pistons brought to top dead center; hence, only the lower half of the cylinder liner can be ; viewed in this type of inspection. 1.6 Correlation of Running Time and Starts to Explosion The data from Attachment 15 has revealed that the "B" engine t, suffered a crankcase explosion after S47 starts but if this number is corrected for the 300 start tests on "B" (actually about 320 starts),itwouldapproach870 starts. Our start log does not include start-up testing starts. The "B" engine ran-1,033 hours before the explosion, and this represents the total engine run time including shop tests. The similar data for the "A," "B," "C." and "D" engines are as follows: A B C D Hours Run vfl TO73 977 VE Starts 511 1870 555 549 l One can see that "A" engine has more run time than "C" and "D" engines but has not had a crankcase explosion at SSES. The start data (date and start number) is not currently available prior to December 1986. However, a straight line estimate using available start data of number of starts that "D" accumulated before its crankcase explosion of January 14, 1984 is 381 starts. This would have crankcase explosions at: l Engine Starts-l B 870 C 555 g D 381 V
F , 1 O SEA-CW-037 Pago 134 "B" engine has had approximately twice the starts as "D" before it j experienced an explosion and about 50 percent more starts than "C" t would if it had a crankcase explosion. Therefore, we have concluded from this scatter there is no correlation of the number of starts to I the crankcase explosions. ! 1.7 End Cap Migration The piston pin end caps are installed in the piston to prevent ring blow-by gases from entering the pin / bushing interface and interfering with proper lubrication of the pin. The end caps are held in place by an interference fit of 1/2 to 2 1/2 mils. These caps are driven into place by tapping them in with a hammer until they seat against the piston bushing hole. The outer portion of the end caps are radiused so they match the OD contour of the piston. .On the interior, they have two intersecting ribs. These ribs have been a subject of concern since some are - machined flush with the plane of the seating surface and others are cast so that the top of the rib is below the plane of the seating surface. C-B has the same part number for each style and contends that their difference is only in foundry technique. This difference is not a factor in the function of this part. It was initially l A V thought that the relief built into the end cap was for piston pin thermal growth. However, measurements of the pie length and bushing length showed that there is a 1/4" difference; the pin being shorter. It would be virtually impossible for the pin to move that j distance by thermal growth alone to push the end caps out forcibly. ! Combinations of thermal growth of the bushing and mechanical l movement may be possible to put a force on the end caps, but-this has not been pursued adequately at this point. There is one benefit of having the relief on the inside of the end cap and that is in the assembly of the piston and rod into the engine. There is enough room between the bushing cut out in the interior of the piston to allow the pin and connecting rod to slide in the piston pin bushing more than 1/8" in either direction. Hence, the relief would allow more movement than without the relief in the end cap. From a practical view point, this' stated benefit is of little use since the pistons and rods are handled slowly and carefully during their insertion into the engine. The end cap migration or unseating of the end caps from the bushing has caused some problems. The liners have been burnished by these caps and one was replaced due to burnishing and metal loss caused by end cap migration. What are some of the mechanisms of end cap movement outwards to the liner? The following list sums up our thinking on this subject and O a brief explanation as to why the mechanism is acting. i
l j SEA-CW-037 !
\ Page 135 i I
- 1. Too much or too little force fit clearance between the OD of the cap and the hole into which it fits. The cap is manufactured to j specifications that require it to be 0.0005 to 0.0025" bigger ;
than the hole. The cap has to be tapped into place with a soft ' hammer. If the clearance is not tight enough, the cap would be- , loose and vibration may cause it to " walk" out of the hole as the engine is running. A cap too much oversized would be difficult to install and would ! be easily discovered by the mechanic performing the installation. If he could force fit a large cap in the hole, it ' may be possible that it would not go all the way in to bottom out as it should. This would be easily noticed. We have not made a systematic investigation of cap sizes and hole sizes to determine if a QC problem exists here. It has been noticed. . however, that all caps removed manually required a significant amount of force to remove and in some cases, a hydraulic press . had to be used to remove them. Hence, we do not believe that size is a problem.
- 2. Thermal and or mechanical ratcheting. The idea here is that the easy direction.of movement of the cap is outwards. Any force acting outwards on the cap will more likely move it out, whereas l
O inward forces would be less likely to move it in. This is because the outer surface of the piston and cap is more elastic (i.e., can expand more easily) than material below the surface. - That is, the piston is stiffer in areas where there is more material surrounding it. The outer surface of the cap is , l stiffer because it is solid metal. Whereas-the inner surface is ribbed and hence more elastic. Thus, after the cap is inserted l into the perfectly cylindrical hole, the cap and the hole will become slightly conical. If the cap is moved outwards for any reason, the hole and cap will be even more conical. Therefore, ', if the cap is in an intermediate position more force would be required to move the cap inwards than outwards. The conclusion one can come to, after realizing the above, is that any thermal or mechanical vibrational forces acting on the cap will gradually move the cap outwards over a period of many cycles, if the forces are sufficiently large. l 3. Thermal expansion of the bushing. The bushing is shrink fit into the machined hole in the piston and is held there by an interference fit. The bushing material, being bronze. .has a higher thermal expansion coefficient than the cast iron material of the piston. We know from the bluing by oxidation on the piston pin (which is in intimate contact with the bushing) that temperatures of 1200'F or more are present. This would certainly raise the temperature of the bushing up to its initial melting point of 360*F. At this temperature, the bushing would O have expanded some 0.022" over its entire length. Since the end cap is in contact with the end of the bushing, one of the caps 4 .+ , , , .,,7_- e-, -- -r= - , =, -
*-e m-w--w--
]N SEA-CW-037 Page 136 :
could be rationalized to be moved outwards this distance at one time. This is not enough distance to cause contact between the end cap and the liner since the caps are recessed from the liner some 0.063" or more. Furthermore, we have not noticed the ends of the bushings sticking out beyond the edge of the bottom of : the cap recess. More inspections are needed to make a definite . statement that this is nct actually happening. We do know that , severe blackening (oxidation, oil decomposition) of the bushing material takes place and therefore high temperatures have been experienced by the bushings.
- 4. Physical movement of the engine crank shaft. By design, the connectiotis of the crank to the rod to the piston pins should ;
hold the pin rough,1y centered in the pin bushing length leaving a gap of about 1/8' on either end of the pin before.the end cap i is reached. On a crank that is some 20' long, it is possible that machining tolerances, thermal expansion and material instability could make this 1/8" tolerance vary considerably < from one end of the engine.to the other. It is therefore possible that one or more piston pins may contact and push against an end cap forcing it against a liner, C-B has. told us that this is physically not possible by design, but we feel that ! this is an open item to be proven one way or another. 1.8 Tin / Metal Transfer.to Linings In the chapters of this report discussing the B-7L and.C-5R cylinder , failures, there was considerable discussion of metal transfer between the piston surface and liner surface. During the final stages of degradation leading up to the crankcase explosions, a lot l of tin, iron, and chrome is transferred back and forth between the piston and the liner. The beginning of metal transfer, however, appears to occur far ahead of the final failure in time. We have noticed in our recent inspections that tin transfer is found in all of our engines, but not necessarily in all cylinders of a.given i engine. Attachment 11 shows a table of observations made on various ( cylinders of engines "A," "B." "C," and "D" and reveals-that tin i smear is comon.- The importance of tin or metal transfer to the cylinder liners is that the normal lubrication process is degraded by this process. As ! tin or iron from the piston collects in the pores of the chrome ' plating on the liner, it displaces the oil that should be retained there for lubricating the interface between the liner and compression ring mating surfaces. If no oil is present in some areas, the rings will run dry and friction will increase. This raises the temperature of the rings- and causes additional wear. In addition, the tin can pick up wear particles produced by the ( friction and retain them. This makes the tin surface even more abrasive, accelerating the wear of the rings, t
- . . . _ - , . - .. ~-- - . . - -- +- - - ~ ~ ~ - ~
' SEA-CW-037 Page 137 Discussions with C-B representatives informed us that the transfer of tin to the liner is a normal, expected process during the break-in cycle of the engine early in life. Any tin transferred to the liner usually sloughs off during running and eventually disappears entirely. The reason the tin is put on the piston OD surface in the first place is to provide a soft bearing type surface which will slip easily over the surface of the liner and pick up any abrasive particles trapped between the liner and the piston. This t
essentially is supposed to prevent these particles from further abrading either surface. This, in theory, is what happens in any sliding bearing, such as a Babbitt or bronze bearing running against a steel surface. We have observed (after many inspections of our engines) that this tin layer transferred to the linings can be found in various stages of appearance from some very localized thinly smeared layer. to heavier deposits covering larger areas, but which are still very thin with no evident roughness. Heavier areas have been observed on other linings which are thick enough to catch a fingernail rubbed over it and which mey contain scoring marks of some depth. In all cases, the tin nas been transferred only from the non-thrust side of the piston (the side not in contact with the liner during the power strokeofthecylinder). In cases where tin wear and transfer has been high, it was found that the tin had been completely removed from'the surface and the underlying iron had been exposed and worn down. At- this point in the life cycle, iron is being transferred to the -liner and is probably causing more than acceptable wear on all-the parts. If ( inspections can determine when this stage is occurring,~the pistons should be removed and refurbished or replaced along with th,e liners to prevent subsequent damage. 1.9 Failure of Head Gaskets During the removal of the heads from the engines after the B-7L cylinder failure, it was noticed that the head gaskets had disintegrated. This has never been observed in the past so'an investigation followed which quickly determined the reason. The , original engine gaskets supplied by C-B were manufactured with asbestos filler material and it was discovered that recent shipments of replacement gaskets were actually composed of a graphite based filler material. It was the graphite material that was found to have disintegrated. It is not known if the disintegration particles actually made it down to the piston head or if they were in any way involved in the failure of the "B" engine. Contact was made with C-B after this was discovered and it was agreed that all future purchases of gaskets will be of asbestos composition until this issue can be resolved.
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SEA-CW-037 Page 138 l l 1 2.0 Consultants t PP&L hired two consultants, Ricardo (U.K.) and Southwest Research Institute, to assess the damaged parts, o)eration and maintenance of the diesels and to make a recommendation on w1at needs to be pursued to determine the root cause of the failures. Both consultants' reports are ' attached as Attachments 16 and 17. The salient points from each report are as follows: 2.1 Southwest Research Institute (SRI) o SRI believed the problem to be the way in which we operated the engines, full load in 90 seconds after starting. They feel that the rapid load application causes the top of the piston to expand 1 at a rate higher than that of the liner. This expansion causes ' an interference between the piston and liner; hence, the scoring and crankcase explosions, o SRI did not have the benefit of seeing a piston which had lost its tin plating on the non-thrust side. This information was i communicated to them by telephone, but it did not change their O initial impression, o SRI sub'mitted a quotation in their letter report to install RTDs to the inside of a piston. Their signal would be transmitted by ' a device attached to the interior of the piston, With this arrangement, SRI would be able to measure the temperature of piston. This data would then be inputted to a computer model t which would predict the size and shape of the piston during transient. It should be emphasized that these extreme temperature excursions will only occur in the top section of the piston, the area of the crown and down to the compression rings. The pistons that have been pulled due to tin loss have not shown any initial signs of the top contacting the liner. It has been observed in some pistons that the deposit layer on the vertical area above the top compression ring scraped the liner, but we believe this is secondary to the tin removal and wear of the piston. PP&L has discounted SRI's theory of piston swell causing the crankcase explosions for the reason cited above because this scenario should affect all pistons equally and all KSV engines in other utilities equally. This has not been the case. 2.2 Ricardo O Ricareo coasuit4ns en9 1 neers, tid., from en9 1end were also hired to assist in the investigation. They reviewed the failed parts from
SEA-CW-037 Page 139 the "B" and "C" crankcase explosion and also saw a piston which had lost its tin on the non-thrust side. Ricardo's initial impression of the blued piston pin from the "C" engine failure was that it was secondary to the piston skirt seizure. Af ter the discovery of the blued pins and piston tin loss on the "A" engine, they agreed with PP&L that higher than normal friction in the piston pin / bushing area could cause the tin loss and ultimately the crankcase explosions. Ricardo proposed to construct a model of the piston and rods to determine the sensitivity of the piston side loads from high pin friction. PP&L plans to investigate the need for this model. Ricardo noted that the relief on the piston top (smaller diameter than the skirt) seems generous and they would not expect the rapid loading of the engine to cause the crankcase e.tplosions. Ricardo suggested that more investigation should be conducted into the piston pin bushing area, i.e., manufacturing lot, dimensions and oil quality. These areas are being pursued by PP&L. O l l I O l I l
SEA-CW-037 i Chapter VI Page 140-A D/0 Peak Firing Pressures Att4Ciment 1 l i g) (_ Hours ? 573.00 671.30 ? 734.80 ? Load (Kw) 4,000.00 4.250.00 4,000.00 4,100.00 4,100.00 4,100.00 . Cylinder PEAK FIRING PRESSURES (PSI) l 1r 1,630.00 1,684.00 1,598.00 1,891.00 1,370.00 1,457.00 2r 1,538.00 1,668.00 1,570.00 1,824.00 1,342.00 1,436.00 i 3r 1,606.00 1.783.00 1,715.00 1,966.00 1,459.00 1,560.00 i 4r 1,580.00 1,731.00 1,637.00 1,916.00 1,419.00 1,521.00 5r 1,616.00 1,731.00 1,586.00 1,912.00 1,380.00 1,513.00 ' 6r 1,612.00 1,796.00 1,638.00 1,866.00 1,390.00 .1,506.00 , 7r 1,548.00 1,739.00 1,571.00 1,880.00 1,357.00 1,475.00 8r 1,584.00 1,836.00 1,586.00 1,909.00 1,436.00 1,536.00 " 11 1,594.00 1,663.00 1,575.00 1,681.00 1,473.00 1,504.00 ; 21 1,572.00 1,680.00 1.743.00 1,814.00 1,535.00 1,542.00 : 31 1,622.00 '1,676.00 1,777.00 1,795.00 1,545.00- 1,521.00 41 1,648.00 1.691.00 1,730.00 1,736.00 1,518.00 1,486.00 51 1.592.00 1,678.00 1,625.00 1,769.00 '1,462.00 1,461.00 ' 61 1,688.00 1,723.00 1,721.00 1,828.00 1,540.00 1,548.00 71 1,662.00 1,815.00 1,712.00 1,853.00 1,521.00 1,549.00 t 81 1,624.00 1,650.00 1,665.00 1,729.00 1,488.00 1,526.00 333233352E333333333333333333333333333333333333333333333333333333333333 5 Average 1,607.25 1,721.50 1,653.06 1,835.56 1,452.19 1,508.81 : O . i L I l i l r n b ' 1. F. J. Czysz I
SEA-CW-037 B D/G Peak Firing Pressures I' I I ,a () B" Diesel Generator Peak Firing Presures (#7158) 12/20/84 10/3/85 12/11/85 5/3/86 11/16/87 Date 5/17/83 Hours 460.00 604.00 706.90 731.00 751.20 ? Load (Kw) 4,000.00 3,800.00 3,800.00 4,000.00 4,000.00 ? Cylinder Peak Firing Presures (psi) 1r 1,546.00 1,621.00 1.654.00 1,667.00 1,505.00 1,547.00 2r 1,578.00 1,725.00 1,718.00 1,645.00 1,624.00 1,606.00 3r 1,580.00 1,672,00 1,700.00 1,641.00 1,558.00 1,552.00 4r 1,604.00 1,682.00 1,768.00 1,692.00 1,652.00 1,656.00 Sr 1,638.00 1,704.00 1,761.00 1,669.00 1,635.00 1,654.00 6r 1,648.00 1,725.00 1,757.00 1,714.00 1,683.00 1,651.00 7r 1,690.00 1,757.00 1,766.00 1,717.00 1,671.00 1,771.00 8r 1,466.00 1,473.00 1,481.00 1,494.00 1,487.00 1,450.00 11 1,540.00 1,754.00- 1,688.00 1,635.00 1,519.00 1,547.00 21 1,542.00 1,805.00 1,712.00 1,642.00 1,554.00 1,552.00 31 1,520.00 1,914.00 1,772.00 1,672.00 1,618.00 1,709.00 41 1,604.00 1,711.00 1,797.00 1,578.00 1,630.00 1,615.00 51 1,626.00 1,727.00 1,743.00 1,694.00 1,628.00 1,658.00 61 1,586.00 1,706.00 1,774.00 1,713.00 1,631.00 1,616.00 71 1,458.00 1,617.00 1,712.00 1,457.00 1,725.00 1,580.00 81 1,652.00 1,769.00 1,774.00 1,707.00 1,640.00 1,673.00 33333333E333333333333333333333333328223E333333333333333333333333333333 Average 1,579.88 1,710.13 1,723.56 1,646.06 1,610.00 1,614.81 (O v D D/G Peak Firing Pressures i B" Diesel Date 1/1/88* 1/23/89 Hours -
?
Load (Kw) ? ? Cylinder 1r 1.441.00 1r 1,508.00 2r 1,612.00 2r 1,612.00 3r 1,522.00 3r 1,516.00 4r 1,665.00 4r 1,652.00 Sr 1,635.00 Sr 1,606.00 6r 1,647.00 6r 1,589.00 7r 1,663.00 7r 1,684.00 8r 1,464.00 8r 1,439.00 . 11 1,557.00 11 1,603.00 ! 21 1,406.00 21 1,470.00 31 1,671.00 31 1,688.00 41 1,655.00 41 1,727.00 51 1,682.00 51 1,774.00 61 1,651.00 61 1,676.00 71 1,577.00 71 1,623.00 81 1,674.00 81 1,643.00
================ ==========
(~} \/
==3 Average 1,595.13 1,613.13 F. J. Czysz 2 .
SEACW-037l Page 142 : C Diesel Peak Firing Pressures C" Diesel Generator Peak Firing Presures (#7159) Date 5/19/83 12/18/84 10/2/85 12/12/85 5/10/86 7/8/87 ! Hours 312.00 482.00 566.40 586.00 613.70 705.00 - Load (Kw) 4,000.00 3,900.00 2,900.00 4.085.00 4,150.00 4,200.00 Cylinder PEAK FIRING PRESSURES (PSI) 1r 1,738.00 1,723.00 1,829.00 1.760.00 1,678.00 1,661.00 , 2r 1,770.00 1,837.00 1,860.00 1,839.00 1,747.00 1,629.00 3r 1,714.00 1,785.00 1,765.00 1,696.00 1,636.00 1,654.00 4r 1,736.00 1,822.00 1,834.00 1,762.00 1,694.00 1,685.00 Sr 1,778.00 1,860.00 1,856.00 1,776.00- 1,734.00 1,673.00 6r 1.750.00 1,848.00 1,857.00 1,805.00 1,591.00 1,675.00 7r 1,670.00 1.848.00 1,756.00 1,696.00 1,610.00 1,632.00 , 8r 1,630.00 1,754.00 1,749.00 1,709.00 1,052.00 1,657.00 11 1,478.00 1.566.00 1,506.00 1,492.00 1.443.00 1,360.00 21 1,620.00 1,718.00 1,627.00 1,637.00 1,592.00 1,526.00 31 1,596.00 1,591.00 1,721.00 1,606.00 1,604.00 1,513.00 41 1,658.00 1,757.00 1,785.00 1,738.00 1,667.00 1,628.00 , 51 1,684.00 1,826.00 1,822.00 1,755.00 1,702.00 1,643.00 61 1,624.00 1,724.00 1,788.00 1,749.00- 1,681.00 1.590.00 71 1,602.00 1,724.00 1,660.00 1,559.00 1,502.00 1,501.00 81 1,648.00 1,728.00 1,757.00 1,658.00 1,597.00 1,536.00 E333333333333333333333333333333333333333333333333333333333333335333333 Average 1,668.50 1,756.94 1,760.75 1,702.31 1,633.13 1,597.69 1 Cl) l l b V F. J. Czysz 3
SEA-CW.037 Page 143 . D D/0 Sorted By Peak Firing Pressures ; D" Diesel Generator Peak Firing Presures (#7160) Date 5/18/83 2/6/84 12/21/84 10/4/85 . Hours 413.00 536.00 627.00 712.30 Load (Kw) 4,000.00 4,000.00 4,100.00 4,000.00 l' Cylinder Peak Firing Pressures (psi)
$r 1,656.00 5r 1,810.00 2r 1,855.00 5r 1,784.00 2r 1,636.00 3r 1,784.00 Sr 1,766.00 21 1,772,00 '
3r 1,622.00 Gr 1,778.00 Ir 1.762.00 11 1,739.30 > 7r 1,616.00 2r 1,772.00 6r 1,746.00 3r 1,738.00 6r 1.600.00 7r 1,760.00 7r 1,731.00 6r 1,738.00 4r 1,598.00 4r 1,728.00 s8r 1,730.00 81 1,733.00 71 1,596.00 71 1,726.00 81 1,701.00 2r 1,726.00 88r 1,590.00 88r 1,724.00 3r 1,696.00 7r 1,723.00 81 1,566.00 -ir 1,708.00 4r 1,686.00 $1 1,709.00 51 1,558.00 11 1,704.00 71 1,680.00 1r 1,707.00
*21 1.556.00 51 1,692.00 61 1,653.00 71 1,707.00 1r 1,546.00 61 1,692.00 51 1,640.00 61 1,706.00 -
11 1,542.00 81 1,680.00 21 1,635.00 #8r 1,695.00 61 1,540.00 41 1,650.00 11 1,632.00 31 1,687.00 41 1,530.00 31 1,632.00 41 1,579.00 4r 1,678.00 31 1,518.00 21 1,618.00 31 1,560.00 41 1,678.00 CR2333333W E333333333 3333333333 5333E33333 3333333333 Average 1,579.38 1,716.13 1,690.75 1,720.00
- Piston with tin loss
!
- Piston involved crankcase explosion 1/14/84 D D/G Sorted By Peak Firing Pressures D" Diesel Date 12/12/85 5/17/86 8/3/87 1/23/89 "
Hours 737.80 761.40 847.00 ? Load (Kw) 4,085.00 4,000.00 4,000.00 ? Cylinder 5r 1,740.00 Sr 1,614.00 3r 1,631.00 71 1,776.00 71 1,717.00 6r 1,575.00 Sr 1.568.00 3r 1,728.00 , 6r 1,707.00 81 1.573.00 Sr 1,565.00 2r 1,726.00 2r 1,706.00 7r 1,552.00 2r 1,564.00 6r 1,714.00 s8r 1,701.00 3r 1,549.00 41 1,529.00 81 1,706.00 3r 1,699.00 2r 1,545.00 s8r 1,525.00 Sr 1,694.00 7r 1,694.00 61 1,537.00 71 1,523.00 51 1,684.00 81 1,691.00 51 1,534.00 7r 1,521.00 4r 1,675.00 - 21 1,671.00 71 1,530.00 11 1,520.00 61 1,673.00 11 1,665.00 1r 1,523.00 81 1,517.00 88r 1,669.00 4r 1,661.00 21 1,517.00 61 1,510.00 7r 1,655.00 1r 1,652.00 11 1,516.00 1r 1,509.00 31 1,625.00 61 1,652.00 4r 1,513.00 51 1,507.00 41'1,609.00 31 1,647.00 31 1,506.00 4r 1,505.00 11 1,587.00 > 51 1,647.00 s8r ' 31 1,482.00 1r 1,469.00 41 1,607.00 41 ? 21 1,477.00 21 1,432.00 ,
/"% sata =satsa zzaszzsszz as== razz == n==szzazas 23:33333st
(_) Average 1,678.56 1,541.71 1,528.31 1,651.38 J. Czysz ' F. 4
Chapter VI SEA-CW-037 A D/0 Sorted By Firing Pressures Attachm!nt 2 Page 144 . p " Diesel Generator Peak Firing Presures (#7157) (; Date 5/20/83 12/17/84 10/1/85 12/10/85 . Hours ? 573.00 671.30 ? Lord (Kw) 4,000.00 4,250.00 4,000.00 4,100.00 Cylinder PEAK FIRING PRESSURES (PSI) 61 1,688.00 Br 1,836.00 31 1,777.00 3r 1,966.00 71 1,662.00 71 1,815.00 21 1,743.00 4r 1,916.00 41 1,648.00 6r 1,796.00 41 1,730.00 Sr 1,912.00
#1r 1,630.00 3r 1,783.00 61 1,721.00 8r 1,909.00 81 1,624.00 #7r 1,739.00 3r 1,715.00 #1r 1,891.00 31 1,622.00 4r 1,731.00 71 1,712.00 #7r 1,880.00
$r 1,616.00 Sr 1,731.00 81 1,665.00 6r 1.866.00 6r 1,612.00 61 1,723.00 6r 1,638.00 71 1,853.00 3r 1,606.00 41 1,691.00 4 r 1,637.00 61 1,828.00 11 1,594.00 #1r 1,684.00 51 1,625.00 82r 1,824.00 ,
51 1,592.00 21 1,680.00 #1r 1,598.00 21 1,814.00 8r 1,584.00 51 1,678.00 Sr 1,586.00 31 1,795.00 4r 1,580.00 31 1,676.00 8r 1,586.00 51 1,769.00 21 1,572,00 #2r 1,668.00 11 1,575.00 41 1,736.00
#7r 1,548.00 11 1,663.00 #7r 1,571.00 81 1,729.00
#2r 1,538.00 81 1,650.00 #2r 1,570.00 11 1,681.00 caossessas :::::::::: ========== ========== ==========
Avorage 1,607.25 1,721.50 1,653.06 1,835.56
- Piston with tin loss
[-q) Piston involved in crankcase explosion v
- A D/G Sorted By Firing Pressures
! A" Diesel l Dste 6/26/86 7/31/86 l Hours 734.80 ? l Locd (Kwl 4,100.00 4,100.00 , Cylinder 31 1,545.00 3r 1.560.00 61 1,540.00 71 1,549.00 21 1,535.00 61 1,548.00 71 1,521.00 21 1,542.00 41 1.518.00 Br 1,536.00 81 1,488.00 81 1,526.00 11 1,473.00 4r 1,521.00 1 51 1.462.00 31 1,521.00 3r 1,459.00 Sr 1,513.00 8r 1,436.00 6r 1,506.00 4r 1,419.00 11 1,504.00 6r 1,390.00 41 1,486.00 Sr 1,380.00 #7r 1,475.00
#1r 1,370.00 51 1,461.00
#7r 1,357.00 #1r 1,457.00
#2r 1,342.00 #2r 1,436.00
,r"pDG====== ========== ==========
!,_ brage 1,452.19 1,508.81 F. J. Czys: 1
SEA CW-037 B D/G Sorted By Firing Pressure Page 145 ( ,) B" Diesel Generator Peak Firing Presures (# SORTED BY FIRING PRESSURE Date 5/17/83 12/20/84 10/3/85 12/11/85 Hours 460.00 604.00 706.90 731.00 , Load (Kw) 4,000.00 3,800.00 3,800.00 4,000.00 Cylinder 7r 1,690.00 31 1,914.00 41 1,797.00 7r 1,717.00 81 1,652.00 21 1,805.00 61 1,774.00 6r 1,714.00 . 6r 1,648.00 81 1,769.00 81 1,774.00 61 1,713.00 Sr 1,638.00 7r 1,757.00 31 1,772.00 81 1,707.00 51 1,626.00 11 1,754.00 4 r 1,768.00 51 1,694.00 4r 1,604.00 51 1.727.00 7r 1,766.00 4r 1,692.00 41 1,604.00 2r 1,725.00 Sr 1,761.00 31 1,672.00 - 61 1,586.00 6r 1,725.00 6r 1,757.00 Sr 1,669.00 3r 1,580.00 41 1,711.00 51 1,743.00 #1r 1,667.00
- 2r 1,578.00 61 1,706.00 2r 1,718.00 2r 1,645.00
#1r 1,546.00 Sr 1,704.00 21 1,712.00 21 1,642.00 21 1,542.00 4 r 1,682.00 *71 1,712.00 3r 1,641.00 11 1,540.00 3r 1,672.00 3r 1,700.00 11 1,635.00 31 1,520.00 #1r 1,621.00 11 1,688.00 41 1.578.00 8r 1,466.00 *71 1,617.00 #1r 1,654.00 8r 1,494.00
*71 1,458.00 Br 1,473.00 Br 1,481.00 *71 1,457.00 EEEEEEEEEE BEEEEEEEEE 333E333333 33333333E3 EEEEEEEEEE Average 1,579.88 1,710.13 1,723.56 1,646.06
# Piston with tin loss
- Piston involved in crankcase explosion
)
B" Diesel , Date 5/3/86 11/16/87 1/1/88 1/23/89 l Hours 751.20 ? ? ? , Load (Kw) 4,000.00 ? ? ? l Cylinder
*71 1,725.00 7r 1,771.00 51 1,682.00 51 1,774.00 6r 1,683.00 31 1,709.00 81 1,674.00 41 1,727.00 1 7r 1,671.00 81 1,673.00 31 1,671.00 31 1,688.00 l 4 r 1,652.00 51 1,658.00 4 r 1,665.00 7r 1,684.00 81 1,640.00 4r 1,656.00 7r 1,663.00 61 1,676.00 Sr 1,635.00 Sr 1,654.00 41 1,655.00 4r 1,652.00 i 61 1,631.00 6r 1,651.00 61 1,651.00 81 1.643.00 41 1,630.00 61 1,616.00 6r 1,647.00 *71 1,623.00 ,
51 1,628.00 41 1,615.00 Sr 1,635.00 2r 1,612.00 2r 1,624.00 2r 1,606.00 2r 1,612.00 Sr 1,606.00 31 1,618.00 *71 1,580.00 *71 1,577.00 11 1,603.00 3r 1.558.00 3r 1,552.00 11 1,557.00 6r 1.589.00 , 21 1,554.00 21 1,552.00 3r 1,522.00 3r 1,516.00 l 11 1,519.00 #1r 1,547.00 8r 1,464,00 #1r 1,508.00
#1r 1,505.00 11 1,547.00 #1r 1,441.00 21 1,470.00 8r 1,487.00 8r 1,450.00 21 1,406.00 8r 1,439.00 EEEEEEEEEE 2E33333333 3333333333 EEE=EMEEEE EEEEEEEEEE l
Average 1,610.00 1,614.81 1,595.13 1,613.13 r~'N (-) F. J. Czysz 2
SEA-CW-037 C D/G Sorted By Peak Firing Pressure Page 146 () C" Diesel Generator-Sorted By Peak Firing Presures (47159) Date 5/19/83 12/18/84 10/2/85 12/12/85 Hours 312.00 482.00 566.40 586.00 Load (Kw) 4,000.00 3,900.00 2,900.00 4,085.00 Cylinder 4
*Sr 1,778.00 *5r 1,860.00 2r 1,860.00 2r 1,839.00 2r 1,770.00 6r 1,848.00 6r 1,857.00 6r 1,805.00 6r 1,750.00 7r 1,848.00 85r 1,856.00 *Sr 1,776.00 1r 1,738.00 2r 1,837.00 4r 1,834.00 4r 1,762.00 4r 1,736.00 51 1,826.00 1r 1,829.00 1r 1,760.00 3r 1,714.00 4r 1,822.00 51 1,822.00 51 1,755.00 51 1,684.00 3r 1,785.00 #61 1,788.00 #61 1,749.00 Tr 1,670.00 41 1,757.00 41 1,785.00 41 1,738.00 41 1,658.00 8r 1,754.00 3r 1,765.00 8r 1,709.00 81 1,648.00 81 1,728.00 81 1,757.00 3r 1,696.00 8r 1,630.00 s61 1,724.00 7r 1,756.00 7r 1,696.00
#61 1,624.00 71 1,724.00 8r 1,749.00 81 1,658.00 21 1,620.00 1r 1,723.00 31 1,721.00 21 1,637.00 il 1,602.00 21 1,718.00 71 1,660.00 31 1,606.00 31 1,596.00 31 1.591.00 21 1,627.00 71 1,559.00 11 1,478.00 11 1.566.00 11 1,506.00 11 1,492.00 22E23333E3 3333333332 3EE3333333 3333333333 E333333333 Average 1,668.50 1,756.94 1,760.75 1,702.31
# Piston with tin low-
- Piston involved in crankcase explosion O C" Diesel Date 5/10/86 7/8/87 i Hours 613.70 705.00 Load (Kw) 4,150.00 4,200.00 Cylinder 2r 1,747.00 4r 1,685.00
*Sr 1,734.00 6r 1,675.00 51 1,702.00 *5r 1,673.00 4r 1,694.00 1r 1,661.00
#61 1,681.00 8r 1,657.00 1r 1,678.00 3r 1,654.00 41 1,667.00 51 1,643.00 Br 1,652.00 7r 1,632.00 l 3r 1,636.00 2r 1,629.00 7r 1,610.00 41 1,628.00 31 1,604.00 #61 1,590.00 81 1,597.00 81 1,536.00 21 1,592.00 21 1,526.00 6r 1,591.00 31 1,513.00 71 1,502.00 71 1,501.00 11 1,443.00 11 1,360.00 !
3333333333 3333333333 E233333332 Average 1,633.13 1,597.69 9 i
)
F. J. Czysz
SEA-CW-037 D D/G Sorted By Peak Firing Pressures age M7 q k/ D" Diesel Generator Peak Firing Presures (#7160) Date 5/18/83 2/6/84 12/21/84 10/4/85 Hours 413.00 536.00 627.00 712.30 , Load (Kwl 4,000.00 4,000.00 4,100.00 4,000.00 , Cylinder Peak Firing Pressures (psi) Sr 1.656.00 Sr 1,810.00 2r 1,855.00 $r 1,784.00 2r 1,636.00 3r 1,784.00 Sr 1,766.00 21 1,772.00 3r 1.622.00 6r 1,778.00 1r 1,762.00 11 1,739.00 7r 1,616.00 2r 1,772.00 6r 1,746.00 3r 1,738.00 6r 1.600.00 7r 1,760.00 7r 1,731.00 6r 1,738.00 ' 4r 1.598.00 4r 1,728.00 #8r 1,730.00 81 1,733.00 71 1,596.00 71 1,726.00 81 1,701.00 2r 1,726.00 s8r 1,590.00 #8r 1,724.00 3r 1,696.00 7r 1,723.00 81 1.566.00 1r 1,708.00 4 r 1,686.00 51 1,709.00 51 1,558.00 11 1,704.00 71 1,680.00 1r 1,707.00
*21 1.556.00 51 1,692.00 61 1,653.00 71 1,707.00 1r 1,546.00 61 1,692.00 51 1,640.00 61 1,706.00 11 1,542.00 81 1,680.00 21 1,635.00 s8r 1,695.00 61 1,540.00 41 1,650.00 11 1,632.00 31 1,687.00 41 1,530.00 31 1,632.00 41 1,579.00 4r 1,678.00 31 1,518.00 21 1,618.00 31 1,560.00 41 1,678.00 SESSEEEEEE 3333E23E33 3333333333 #333333833 23:3388333 Average 1,579.38 1,716.13 1,690.75 1,720.00
- Piston with tin loss
/~T
- Piston involved crankcase explosion 1/14/84 V
D D/G Sorted By Peak Firing Pressures D" Diesel Date 12/12/85 5/17/86 8/3/87 1/23/89 Hours 737.80 761.40 847.00 ? Load (Kw) 4,085.00 4,000.00 4,000.00 ? Cylinder 5r 1,740.00 Sr 1,614.00 3r 1,631.00 71 1,776.00 71 1,717.00 6r 1,575.00 6r 1.568.00 3r 1,728.00 6r 1,707.00 81 1,573.00 Sr 1,565.00 2r 1,726.00 2r 1,706.00 7r 1,552.00 2r 1,564.00 6r 1,714.00 s8r 1,701.00 3r 1,549.00 41 1,529.00 81 1,706.00 3r 1,699'00
. 2r 1,545.00 s8r 1,525.00 5r 1,694.00 7r 1,694.00 61 1,537.00 71 1,523.00 51 1,684.00 81 1,691.00 51 1,534.00 Tr 1,521.00 4r 1,675.00 21 1,671.00 71 1,530.00 11 1,520.00 61 1,673.00 11 1,665.00 1r 1,523.00 81 1,517.00 #8r 1,669.00 4r 1,661.00 21 1,517.00 61 1,510.00 7r 1,655.00 1r 1,652.00 11 1,516.00 1r 1,509.00 31 1,625.00 61 1,652.00 4r 1,513.00 51 1,507.00 41 1,609.00 31 1,647.00 31 1,506.00 4r 1,505.00 11 1,587.00 51 1,647.00 #8r ? 31 1,482.00 1r 1,469.00 41 1,607.00 41 ? 21 1,477.00 21 1,432.00
(^}/ **z=s====z = ====sz== ==== ===== ===zz=z=s= zzz=ss= sz 1,651.38 4 Average 1,678.56 1,541.71 1,528.31 F. 'J . Czysz q i
Chapter VI SEA-W-037 Attachment 3 *E' cooPEf40EseINER RECMioCATNG l mm - October 9, 1989 Our Ref: OCG 6392 i I Mr. Frank Czysz i Pennsylvania Power and Light i 2 North Ninth Street Mailstop Bldg. A6-3 ( Allentown. PA 18101
Dear Mr. Czysz:
I This is further to our telephone discussion regarding a possible relationship : between the recent problems and the engine rating. Although many aspects. of f the engine are load . sensitive, it is our . considered opinion, based upon experience with diesel engines, that there is no direct relationship between load and piston problems as it relates to the root cause. The following is provided for your information:
- 1. For continuous operation (24 hours per day) the engine would ,
be rated at 200 BMEP or 4130 KW, O 2. Tne easic engine rating es soid to e. e. i t. is 210 8MEe at 4300 KW, however: ,
- 3. The actual rating as sold allows the engine to run two hours i every twenty-four at 227 BMEP or 4700 KW, and we consider this to be well within the design limits of the engines. t l' Please note that we have successfully run a similar engine, but of older design, continuously for 500 hours at 250 BMEP ;
or 5176 KW. Very truly yours, h/ :$
/ W. H. A. Lambert Manager 0.C.
cc: M. J. Helmich T. W. Kearns R. A. Miklos M. A. Schleigh ' File: S0-0188/P2 WHAL/kil
- Lincoln Aeue 1[4 88 Te ex. 49 257 A/B CBCoRPGRCT INTEGRAL ENGINE COMPRESSORS
- motor oRIVEN COMPRESSORS . POWER ENGINES O
c
,. 1r, * ~, .I \ Chapter VI SEA-CW-037 .
Page 149 Attachment 4 FORM 133 COOPER-BESSDER RECIPROCATI!C ; INTER - OFFICE MDC IWIE 11/7/89
'IO A. E. Bice T. W. Fearns D. T. Blizzard T. Iaishman - MV W. O. Ferguson R. A. Miklos .
B. C. Guntrun - C-E M. A. Schleigh ! B. K. Hall B. R. Sedelmyer , M. J. Helmich F. B. Stolba . J. M. }brne FRCN W. H. A. Lambert SUlUECT Pennsylvania Power and Light Caqpany > Standby Diesel Generators Carmants on Recent Crankcase Explosions Our Ref: QCG-6487 l Interim "catments" regarding events at the Susequehana Stean Electric Statim (SSES) have been requested and they are being transmitted herewith in report l form (ref. QCG-6420) . It should be clearly understood these carments reflect observations pertinent at the time of writing and do not represent cmclusions l with respect to the root causes of recent crankcase explosions. 'No axartples . I will serve to illustrate the point: i o Event No.1 (see para. 3.1 of QCG-6420) - Probable cause was dirt in the piston pin. Icoseness of the piston pin bolts most likely occurred when the piston assertbly seized and the bolts subsequently stretched. o Event No. 3 (see para. 3.1 of Q33-6420) - At the time of writing a casting defect was considered to be the initiatim of the piston / liner l seizure. Subsequent observation revealed -excessive waar of the - carpressor rings. 'Ihis unusual wear is now the focus of the root cause investigation. Never-the-less, the dicussion regarding engine loading is appropriate and requires serious consideration by all parties involved. ' - O v l 1 - ..
t l
. SEA-CW-037 p, % Page 150 QCG-6487 .] 11/7/89 A neeting was held in Grove City on Ncrmber 3, 1989 with P. P. & L. -
representatives to discuss the evaluation of problems at SSES and their resolution. W. H. A. Lambert Manager, Quality Assurance and Nuclear Operations WHAL/bjb t Enclosure cc: F. J. Czyzs - PP&L - W. Haass - NRC E. Tcalinson - NRC File: 5-1 ' S0-0188/P2 K5fa17 O 1 l 1 l J O l l l
SEA CW-037 - ,
' Page 151 M 6420 10/20/89 Updated and Issued:
10/30/89 nm . Pennsylvania Power and Light Ccrapany , Standby Diesel / Generator , Ccrments on Pecent Crankcase Explosions -i 1.0 Introduction t 1.1 'No recent crankcase explosions, cria Septarrber 16, 1989 and the other ! cn October 7,1989, have been regarded by the Operator as a eczmon mode failure. Consequently, serious questions have arisen concerning the engines load carrying capability with an adequate margin of safety, 1.2 These recent, and earlier events as well as various aspects of KSV engine operation and maintenance were discussed both with P. P. & L. and NRC personnel cri October 12 and 13,1989 in particular, and on previous occasions. Therefore, ' to the extent that is appropriate ' these "cczmients" may be regarded as a trip report. The "ccaments" contained herein represent an overview of specific happenings at P. P.& L. and the operation of the KSV engine in general. 1.3 The ccrapliment of emergency standby diesel / generators installed at
-O the su aoea #, ste = c1ectric st tica (sses) r to11c :
Initial Up to October 17, 1989 Encine Unit S,N Start 7btal !!ggg Ng gi Starts KSV-16-T A 7158 1981 981.6 542 KSV-16-T B 7159 Jan/82 1033.1 537 KSV-16-T C 7160 1981 796.9 526 KSV-16-T D 7161 July /81 965.5 531 KSV-20-T E 7218 May/87 86.7 76 1.4 Attached as Amendix "A" is a copy of a har&ritten ccamentary ' regarding the October 7,1989 event and left at SSES on October 13, 1989. 1.5 It should be clearly understood that this docurent is by no means a - < final sumary or conclusion as to the cause or causes of recent events at SSES. The reviewing and analysis of various facets is an en-going process. A final report will be prepared at the appropriate tine. 2.0 Philosophical Ccrments 2.1 Any engine applied to the emergency standby requirernents of a nuclear power plant is subject to unique operaticri parameters. Industry O 1 experience is based upon base load operational (approx. 8000 hours l v operation per year) or peak lopping (daily or frequent starting and ! stopping during Which an engine will be required to run for several hours). 1
i SEA-CW.037 !
. Page 152 ,
QCG-6420 10/20/89 i 2.2 Whereas the KSV engine has been aw+1ately applied to the tw1-O i=aot v ta to#e t r tr et <= sor c- c= t r =1ti== tr== fregaent starts, fast loading and short runs are not known. Ccnsequently, there has to be a very close relationship between operator and manufacturer (industry wide) in order to keep abreast' of lessons learned. 2.3 It is well understood that in order to meet the specified requirements of ICCA or LOOP events, an emergency diesel / generator must be capable of a rapid start and rapid acceptance of load. 'the KSV has demcnstrated such cerability. 'Ihere are, however, technical specification requirements (see para. 9.0) which, in the interest of dertrostrated reliability, take an unknown element of longevity out of the engine. 2.4 Of concern to Cooper-Bessemer (C-B) is not the fast start, but the rapid loading, again with respect to longevity. Of paratount consideration are the thermal stresses induced in the carbustion zone capponents during a transient engine load ccrxiiticn. Consequently, C-B recmmends an evaluation of surveillance procedures with respect to rapid loading, sequence of loading, duration of tests, and in particular, the " Break-In" of an engine fallMng replacelant of running gear catponents.- 2.5 With respect to operational experience in general and recent events at P. P. and L., it is clearly understood that positive measures must be taken to increase the reliability of the diesel / generator system - Q a centinuous process. 3.0 Crankcase Explosions at P.P & L. 3.1 'Ihe folicwing five events have occurred: Event , 32 Unit Event Dptg t l 1 B Icose piston pin bolt SL. Jan. 18, 1986 Due to looseness of pin on rod oil " spilled" through pin to l rod clearance thereby precluding adequate pisten cooling. 2 B Piston skirt distress 7L. Sept. 16, 1989 i Unknown source of material l " rolled" between piston and liner. 3 C Pisten skirt distress 5R. Oct. 7, 1989 Defect in pisten skirt - unique. 1 4 D Lube oil pump bearing failure Nov. 29, 1981 on initial start-up, i l O v 5 D Fuel oil dilution of lube oil in cylinder 2L caused high fricticn Jan. 14, 1984 ' between piste.n and liner. l l
- - .- - ~ - +--a -a. .~~a-m. n ~--ns- - -. - -
i SEA-CWO37 Page 153 l QCG-6420 10/20/89 O 3.2 'Ihe only similarity between events 2, 3, and 5 (pisten/ liner ! failures) is in fact that the pisten in each case ultimately " seized" : in its liner. 'Ihe primary, or root cause, in each event was ! different. ; 3.3 Lubricatico, particularly during a load transient, is very inportant to successful engine operation. If lubricaticn, for any 23ason is "remcNed", then heat will be generated, and if the conditicn causing loss of lubrication is not corrected (self waa d ), then heat generated will loud to a point of incandescence. 'Ihis, of course, ; becanes the source of ignition for a crankcase explosion. l 3.4 As a consequence of the observations made we currently see no comen thread between the root causes of these events. Camanality r f is cnly present in the manifestation of the effects of these events, 3.5 It should be clearly understood that for. each of the circumstances Mitch led to the five crankcase explosicms, engine load per se and, therefore, the engine load bearing cayahmty was not a factor. In , the case of the three pistcn/ liner failures, therefore, motion aggravated by load was the significant element. 4.0 Engine Ratino - Nominal O 41 ror ta v">>o or ai c"==1aa ac-ta 1 asia raciaa *=" (dr x effective pressure) as a measure of engine power output only will be a < ccnsidered. The actual rating will be discussed in paragraph 5.0. 4.2 As sold to P. P. and L. the ecntinuous rating is 194.9 DEP 10% CNerload 214.4 DEP 18% CNerload (4700lM) 227.0 DEP Maximum safe load 250.0 DEP - Ccntinuous rating is 77.96% of max. safe load. 10% CNerload is 85.76% of max, safe load. 118% CNerload is 90 80% of max safe load. 4.3 'Ihe maximum safe load is based upon not exceeding a peak firing l pressure of 1600 PSI. 4.4 'Ihe maximum safe load has been confirmed by actual engine testing up l to the limit of 250 DEP. Approximately 500 hours of mostly continuous running was performed on one of the Cannenwealth Ediscn, Zicn engines. Subsequent to this testing and actual field experience it was determined that the original " gas / diesel" cylinder head was not suitable for a straight ' diesel application (heads cracked on the fire dcrne side). Consequently, a new " diesel" head , was designed. l 4.5 Five engines with the gas / diesel head were supplied to CECO, Zicm and
- I ~ two to Nebraska Public Power District, Cooper Nuclear Staticn. 'Ihese l
may be regarded as the "first" generatica nuclear service diesel j engines. 9 --.wom e- ,--e-m -wm-- mw l-- - w.e
hg e f SEA-CW-037 .
. Page 154 -
003-6420- 10/20/89 L I 4.6 A "second" generation was developed. Whereas the first germration were built prior to the inposition of 10 CFR 50 App. "B", the second generatim emplied fully with it. In additim to the new design of , head, the camshatt was redesigned increasing its diameter to 3-1/2" .
'fr m 3".- Other -than chenges made to accomodate the new camshaft d and changes internal to the cylinder head, no other structural ;
changes were made between the first and second generation engines. ;
't
. No changes were made in the running gear and no changes made in significant clearances such as pisten to liner, ' pistm and i l
-articulated pin to bushing and crankshaft ~ bearings.. ;
4.7 The P. P.= and L. "A" engine was the first of the seccrid generaticri. l engina to be built and was extensively tested prior to shipnent, t
'ntis wwN was tested up to 250 WEP in ' order to confirm structural' ,
integnty, to obtain heat rejection data, air flows, and to detazmine fuel system characteristics to establish canpatibility between fuel-consumption and peak firing pressires. In addition, caparibility of data obtained was cross-checked with a. test engine (KSV) in the C-B R and D laboratory. 4.8 It should be noted .: hat the limiting factor to load carrying ability of the engines installed at P. P. and L. is heat rejection of the jacket water cooling systen. As designed, this syntam has more than adequate capacity for the P. P. and L. rated condition. p ,- V 5.0 Encine Rat $no - P.P. & L. KSV-16-T Encines -
~
5.1 In relation to otner installations,' the. 4700W load, 'which is 18% over the continuous rating, appears to be an anmaly. Usually the ' specitied and designed overload is 10%. The effect of the 4700lW was evaluated and the engine and its supporting systems were; designed to i accamodate it. 5.2 Paragraph 5.3 -lists various documents attached as AWix "B".
'Ibey are sumarized as follows:
9 5.2.1 The original specificaticn called 'for 4000W ccntinuous - rating load and left the overload "open". 5.2.2 System characteristics. would create a peak 1.oad - requirement of 4700 W. 5.2.3 Initially, it appeared that an increase of WR 2of' the f.tywheel wxild prohibit start in 10 seconds - ultimately not a problem. 5.2.4 The generator design acccmnodates the 4700W load. 5.2.5 Exhaust and cooling systems resized for the 4700 W load. ,
]
'\
5.2.6 Revision requirment. 5 of specification issued to cover 4700W '
. .i
SEA-CW-037 Page 155 QCG-6420 10/20/ 89 ~
- l. .
5.2.7 Diesel / generator supplied. in ecmpliance with the L.( rpecification. U. 5.3 Amendix "B" ccmprises: 5.3.1 Pages 1 and 11 of Specification 8855-M-30 Rev. O. 5.3.3 Letter dated Octe er 15, 1973 frun C-B to Bechtel. I 5.3.3 letter dated OctWer 19, 1973 fzun E.P. Portec, Inc.,-to C-B.
.s 5.3.4 letter dated February 5,1974 frun C-B to Bechtel. !
5.3.5 Meeting notes of 7/12/74. 5.3.6 latter dated July 30, 1974 frczn Bechtel to C-B with Pages' 1 and 10 of at w hmant. See "Ccmnents - General" on Page 10. 5.3.7 Pages 1 and 11 of Specification 8856-M-30 Rev. 1, 5.3.9 Pages 1,10, and 11 of specificaticri 8856-M-30 Rev. 5. - l 5.4 'Ihe diesel / generator rating is, therefore, confirmed to be _4000DT - l continuous at 105 F ambient-temperature .with a 2000-hour overload' j rating of 4700W also at 105 F 0 ambient teraperature, l i i O 6.0 _Encine 5tunnina - Post Maintenance i l i I 6.1 Whenever items in the tunning. gear such as pisten rings,. bushings, ! bearing, etc. are replaced it is .necessary to gradually expose them j l to the operational env:Let in order to ensure optinun conformity j i of mating ccuponents. ... i l l 6.' 2 'Ihe practice at SSES, follcwing such maintenance, has been to start i the engine, and shortly thereatter load ' to 100% or higher. Suc.h operaticri is not conducive ~ to establishing conformity (break-in)-- to i
'i ensure long term reliable operation and consequently availability. ?!
'Ihis matter was the subject of a great deal of discussion W11ch was t concluded by issuance of an intemal P . P . - & - L'. memorandum i dated October 13, 1989, a copy of W11ch is attached as Appendix "C".
6.3 It should be noted that the 4-hour run at 600 RPM unhNhas been : shortened due' to the heat generated in-the H.P. fuel puttps because of ! bf-passing (internally) a large quantity of fuel oil at no load j operation.' It was agreed that the balance of the 4 hour no load run i would be added to the 25% load run. l 7.0 Encine ,Eunnina and Inspection -- Unit "B" f] 7.1 Follcwing the rebuild of Unit "C" it was agreed to run the engine in accordance with the " break-in" schedule per Paragraph 5.2 and 6.3 s above. 'Ihis break-in would preceed a 24-hour surveillance run as required by SSES teclnical specification. !
]
.I. l SEA-CW-03T Page 156 QCG-6420 10/20/89:
O 7.2 Upon ecstpletion of this 36-hour (plus) run, it was agreed ' that a visual inspectim within the crankcase' would be nede in order to primarily assess the cmditions of pistcn - skirts, liners and pins -i insofar as t. hey could be seen without disassably. 1 7.3 Acceptance criteria was devalW and is outlined in P.P. & : L. ; internal namo dated Qctober 15, 1909, a copy of W11ch is attached as - 1 Appendix "D"", 'Ihis criteria is understood to be a gt%1% subject to change based upcn subsequent experience. l- 7.4 'Ihe inspection of Unit "C" dndicated acceptable engine ccridition. i 8.0 Inspection - Unit "B" 1 i 8.1 'Ihe inspection of Unit "B" cmmenced on October 23, 1989 and four piston / liners did not meet the Appendix "D" criteria. 'Ihe _ , piston / liner which was,the furthest outside the referenced criteria ! was. removed from the f4 right location and has been received at the l Cooper-Bessemer, Grove City facility for further evaluation. In addition,. it was determined that a visual observation' of pistcn pin. -!'
" color" was misleading due to the reflectivity of the polished pin surface. .,
i
- 8.2 During the inspection it was observed that in 12 cylinders the piston O
aia caa a a c "t ctea the 11=er =urt ce- twe ad a== = n=a previously been witnessed, but not to . the . extent seen in the ' "B" unit; and also has not been known to be destructive, although it may have been a contributory factor with respect to events at SSES. (See' also Paragraph 11.2). i i 9.0 Encine Runnina - Surveillance Testinc ! 9.1 IEEE Std. 387-1977 defines continuous and short term' ratings and C-B ! has provided equirnent capatible with these ratings. Specif.ical.ly, i it is required that the Diesel / Generator demonstrate full load canahility for an interval of not less than 24 hours of which 22 j - hours should be at a-load equivalent to the cont $nuous rating and 2 .
-l hours at the specified overload.
J 9.2 As interpretted at SSES (per Reg. Guide 1.108) the 24-hour i surveillance run requires the engine to be started, loaded innediately for the first two hours at 4700KW and the last 22 hours dy at 4000lW. ' 'Ih3 purpose behind this test is to denonstrate: the raliability of the engine to perform in the event of an emergency. The reality is that such a test procedure reduces _ the ' diesel / generator reliability. 'Ihis is because starting and loading to the overload candition without first st ahi11 virig engine O temperatures (structural and running gear members) accelerates wear-D" rates and, therefore, reduces the engine capability to accept and recover fram distress. b
y __ _ _ _- SEA-CWiO37 I Page 157- j QCG-6420 10/20/89 j ' 1 i 9.3 We presume that the number of 24-hour surveillance tests at marer different utilities using different engine manufacturers equipment has daronstrated a basic cehility of this equipment to respmd to an emergency. 'Iherefore, C-B rW that the 24= hour l surveillance test be run as follows: t Start engine ' l 15 min, at no load I hour at 25% load ( 1/2 hour at 50% load I .1/2 hour at 75% load 22 hour at 100% load 2 hour at overload (4700KW for SSES) . 9.4 Reg. Guide 1.108 also requires a diesel / generator to demonstrate full-
-load carrying cehility at continuous rating for an interval of not less than one hour with no nere than 31 days between test periods.
At SSES this test run is empleted within the one hour time period which in fact is not enhancing engine reliability. For 1mg - term life / reliability, C-B reemmends that a loaded engine run should not be less than four hours. Such a duration will permit' thermal stability within the engine ccraponents prior to shutdown. 10.0 Lube 011 - 10.1 Gulf Superduty 40 H.D. is the lube oil being used in the KSV engines at SSES. Provided that the oil supplied cmplies with tlhe data sheets for this CD-SF type oil it meets C-B requirements. It should i be noted the B-P has acquired the Gulf Oil Mirms- and should be issuing their own data sheets equivalent to the Gulf product. 11.0 Further Evaluation 11.1 An enigma surrounds the application of the lower oil control ring. The purpose for this ring is, as its description irnplies, oil control. - Although this ring has been applied since the original' design of over
~
thirty years ago, there is sme question as to, its effectiveness in an engine which does not run continously. Consequently an . evaluation is being carried out to determine the advisebility of - ' the permanent removal of the lower oil control ring, i O i
44, u i SEA-CW-037L Page 158 , QCG-6420 10/20/89 O 11.2 'Ihe pistm pin end caps are assenbled with an interference fit, and once assabled should blend with the pistan contour and therefore' should not exhibt noticeably unique liner contact. Yet such centact ; has been observed (see para. 8.2) at SSES ~and insofar as unit "B" is concerned, is extensive. 'Ihis has given rise-to speculation that
" debris" frm the rubbing of the piston pin cap may be trapped by the lower oil control ring and thereby adversly affect the pisten to ' '!
ge metry during a load change. It should be noted that the thermal , transients drich occur during a load change, " upset" the pistm shape which relaxes when load / thermal stability is achieved.- a situation Which is aggravated by extrenely rapid load changes such as those described in paragraph's 6.0 and 9.0. 'Iherefore, and in conjuncticn . 3 with evaluating the effectiv9 ness of the' lower o11' control ring, the ; application of the pisten pin etxi cap.is being reviewed. ! 11.3 Transference of tin plate from the piston skirt to the liner surface, ! most noticeably on the non-thrust side, has been observed on both the !
"C" and "B" units at SSES, (see paragraph 7.0'and 8.0) The No.1 !
right cylinder and liner frun Unit "B", vhich is currently at the Grove City facility of C-B, will be thoroughly examined to determin: J the root cause of this phenmena, and will be considered in relation 1 to the anmalies observed with respect to the piston pin cap and . lower oil control ring. Plans- for such an evaluation are currently being formulated. 9 P t] 11.4 In sunmary, it is necessary to complete the evaluation' outlined above, c.i and in conjuction with all Utilities maintain adequate connunication to ensure enhancement of diesel / generator reliability. 1 , W. H. A. Imbert . Manager, Quality Assurance and Nuclear Operations , i cc: R. J. Brager A. E. Bice .il D. T. Blizzard - F. J. Czyzs - PP&L W. O. Ferguscn ' i B. C. Guntrum - C-E , B. K. Hall ! W. Haass - NRC M. J. Helmich J. M. Horne T. W. Yearns W. I41shman - MV R. A. Miklos M. A. Schleigh B. R. Sedelnyer F. B. Stolba Ed T mlinson - NRC File: 5-1 O- S0-0188/P2 K5fa17 WHAL/kil 4
_. , j SEA-CW-037 Page 159 APPEKDIX A 4 I] W 5 v-a- T
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. SEA-CW-037 APPENDIX S Page 160 i
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@l MATERIAL REQUISITION l MATERIAL: DIESEL GENERATORS i
SHOP INSPECTION @ IS O IS NOT REQUIR! COST CODE: 4.095 JOB SITE DELIVERY DATE: Auo. 1, 1975 ! l Units 1, 2 l M/R STATUS l "g oatr arveio~s *t",^lo" apenovaa t=l Q 11,' 4/"- Issued for client Approval E. unim i s
'k / i f 0 6g/73 Issued for Bids g, y ,,3,3 w $
'I; I 8l%4l13 WhrI re edI ,A dd&, n' s re n: I t.) .
E.H~ c r u ik b A , A l A A A l A t 24 a ... .. w.. 8856-M-30 ,,, . I m e . , e. ,
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- APPENDIX 8?
specificctica S456-N-30 SEA-CW-037 L Revision 0 Pa9e16
.I I@
O c .. .. , .er.iee com m e . 5.2.1 The standby diesel generetors shall be 1 designed for the following conditione ' Mumber of units required: 4 ; starting time to rated .: speed and voltage __10 seconds max. ! Rating per unita Continuous 4006 RN enIsn. 5 7ar o overload (2000 hours) Overload (200 hours) == Nfg.EtoNfg. to State State.(I-l overload (30 mins.) = Nig.: to State J - ! overload- (10 seconds) = Nfg. to State-) i i l Power factor, lagging 0.4 l Frequen_cy 60.0 Earts Voltage 4160 V l' Phase- 3-phase, wye Q Neutral connection Ran:ernal:
. overload capacity (2 . '
. hours _in any 24 hours)- 10.0' percent ; Service Standby Emergency speed, not more than 1200' rpm Largest motor HP to be
- started 2000 EP F Ele.ation at' site 676 ft 4
5.2.2 Desion ==hient Te=mrature at Diesel Egntggtor_Enom: a) Engine off-(Min / Max) 728/104*F ' b) Engine Running: , ! Max. At Generator. 1298F l At Engine - 160*F l c) Outside Air Temperature Dry-bulb air temperature,-19 "F/105 F -
- ~
O minimum / maximum-
- wet-sutb air tem,erature, minimum / maximum -13 "F/82 F _
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... R.'L' 'p:tka .gyy.. APPENDIX 8.'
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pers 7s ue; f o -- j t
' October 15,-1973 [H g UCi.1 ? 1973 - .
l . Bechtel Corporatica W. . . . Cli.!i V2 Q M r. vennog, og,, , . t F. o. Bou 3965 San Francisco, California 94119 , Attentica Mr. R. C. Higgins, senior Buyer
Subject:
Pennsylvania Power & Light /Susquehanna . , Your Bid Request No. 8856-N-30 Dur VHF-4-W-MJ-73-3-024 1 Cention.au s twfarring to i y September 28, 1973 letter. page 2, I submitted higher rat-inta for the Model KSV-16 engine, it was sentioned that three (3) Coolers . cod the Enhaust Silencer must be re-siaod and re-priced to get these ratings. Listed below are the sacreases in prica. These prices are for the four (4) Diesel Canatater Unite , and to be addad to the contract price given August 31, 1973. . A- 0760 ur. 4000 EW ' 2000 Hr. 4700 EW 200 U2 5050 KW 120 Ur. or less 5100 KW PRIC8: SI2TREN TROUSAND, EICUT 00hLARS ---------~~~ $16,008.00 2- 0740 Ur. 4000 KW l i 2000 Hr. 4700 EW l t 200 Hr. S050 KW ' f6 ; PRICE: FOURTEEN THOUSAND. SIX UUNDRED TEN DOLLARS '------ $14,610.00(.,pGA . i f A untioned in my letter, dated October 11, 1973, next to the last / ']5
#gg?
6 p.trarreph, the Lube Oil and Fuel Oil Filters are not manufactured . y to ASHE Section III, Class 3. They are manufactyred to ASME 8.. C- 11760 Hr. 4000 XV 2000 Ur. 4700 EW P/.ICC: EIC1tf THOUSAND, WINETY-FIVE DOLLARS
-----------($ 8,095.00_
O' - Paga One
. - . _ . . . - . - . - __ - . -~ . - _ .
'. : APPENDIX B' SEA-CW-037 Page 163 Databer 15, 1973 Bechtal Corporaties :j OC . ;
l 1 Addendum 1, as toquested by Boehte} Corporation; l
. 1 Pive (j) Ralsys per Diesel . Generator Unit, including tastal-lation in the panel and testing of panel -- -
PRICE, per Units TWEWIT-TERE 5 BlalDRED DOLLARS .42,300.00 x+ PRICE, per Four (4) Unitse unstT-TWO BUNDR2 DOLLARS - 49,200.00 AddaaJun 2, please refer to my letter dated October 10, 1973, page 6, under PRICDC, 2-A, 2-5. These prices were for a Woodward Synchronimias System, 8M Synchroniser. Descriptive Smilatina vill. be attached to this letter. Electric Products Company have given their prica for a Synchronisins System. These iteras are listed and priced on SASLER Nodel-310 as follows:
, A- Osa (1) Synshronising System to synchronise and monitor four (4) ,'
engine unita by Blastric Producta company --- ( FIVE THOUS 3 D D0LLARS --
-~
- - -- ------------- --------- $ 5 ,000 . 0 0 D- Four (4) Synchronisers, independant system, to monitor each individual engine - - ~ ~ - - - - -
Eteves Tu0usAuD,- rzvs uvanaan DOLLARS - - ------------ $ 11,500. 00 i
- Cooper-nassemer ESV-16 engines are prosently installed in the following ,
! fronic Plants se esorgency dimmel generatore. Please refer-to-Section d, p, paso 1. of original proposal, dated August 31, 1973, i
! Five (5) ESV-16 Commonwealth Edisor, rovany Eton. stations 1 & 2 L
l Two (2) ESV-16 Webraska Publio Power , i l The generators were manufactured by Ideal Electrie Company. ticceric Products Company have givaa a listing of their Atonio Plant 4 II.cta11ations. I E Yours vary truly,
!!. A. Johnson
( San Fr.sacisco Hanager
** * ' P aclument y E. , ,
cet Mr. E. Hanne Page Two
-._ _ _____________________________.__.__________a
SEA-CW-037 APPENDIX 8 - Page 164 Phone. (210) 441 1600
. T. W. X. 410 4214224 W
h }b C. s inc. Electric Products Division 1725 CLARKSTONE ROAD e CLEVELAND,0H10 44112 October 19, 1973 ,,,,,,,,,,,y,,,,,,, l SAN RA8AEL. CAUSORNIA 94903 Tsiophone 4t8/479 9310 Cooper Bessemer Company Division of Cooper Industries Incorporated 111 Pine Street, Room 709 ' San Francisco, California i l Attention: Mr. Harris Johnson , i
Subject:
Pennsylvania Power & Light Company
.Susquehanna Units No.1 & 2 Emergency Generator Technical Data Supplement No. -3 Our Reference Negotiation 73-283 Gentlemen:
We are pleased to submit the following response to questions which you and
} Mr. Bhudeb Lodh, Bechtel Corporation, raised during our telephone conversa-tions earlier this week, supplementing our previous submittals dated September 27 and October 2,1973:
No.1 - Reference specification 8856-M-30, data sheet 11-15, paragraph 3.4 (q) . The air temperature into the generator should be change.d.from 1300 F to 1200 F,'and the air-temperature out of the generator should be changed from-160 to 150. This will correspond to paragraph 5.2.2 of the subject specifications defining design ambient temperature at the diesel generator room. No. 2 - The computer runouts for the short circuit decrement curves are based on generator winding temperatures of 75 0 C as covered under item 8 of our October 2,1973 supplement. I If we assume minimum room ambient temperature, with a the generator at room temperature, we would expect the
- sustained short circuit value to increase by approximately
' 8 to 10% over that shown on the computer runouts. If we l assume maximum hot temperature conditions, where the room and generator are at their maximum operating m temperatures, we would expect the sustained short circuit- ' ' current to be approximately 88% of the. values shown on those computer runouts. i I (' . ...,e n / e . . , / o,,.7,, 4, . . .. , F ,, ;,, ,,,,,,, /
- . - . . .. - . ~ _ . _ _ -_ _ _ _ _ - _ _ _ _ _ _
a . APPENDIX 8 Coopgr 83ssem r Company SEA-CW-037 Division of Cooper Industries Incorporated .Page 165 October 19, 1973
.O ra e 2 l
. l No. 3 - ~ The generator we have proposed will be 'sultable, without l
l price addition, for operation at 4,000 KW continuously, ; i 4700 KW for 2,000 hours, 5050 KW for 200 hours, and . , 5100 KW for 120 hours, without exceeding the temperature , limitations stated in the NEMA Standards for Class F 7 insulation systems, such as we would provide for these l particular units.
- No. 4 - ' There will be no increase in price for changidg the current transformers from 800/5 ratio, to 1000/5 ratio for the, increased-4 generator output current when operating at 5100 KW for 120 hours. .
l- No. 5 - The size of the static excitation system would be increased i i slightly to accommodate the excitation requirements for the .j , 5100 KW operation, for 120 hours, and your factory has been - ! notified of this nominal price adjustment. l No. 6 - Reference addendum No.1, page 40,Lparagraph 7.14.1-(m)'.
- O As explained to Mr. Lodh, during our meeting last week, it l 1s not possible to provide a manual voltage control which-will track the automatic control such that an ebrupt change l in excitation will not occur on transfer. The change in excitation will depend upon the manual voltage rheostat setting at the time the transfer takes place from automatic . *
, to manual operation. It is possible for example to set the-j manual voltage adjusting theostat for rated voltage at rated , design load, which will reduce any change in excitation to a minimum on transfer from automatic operation to manual l with design load on the equipment. This we believe would
- be a satisfactory operation procedure.
l There is another method that might be: considered to protect the excitation system in the event of a potential transformer failure, and that would be to use redundant or dual voltage regulators as part of the static exciter voltage regulator ' system. This would require two sets of potential transformers,. one for each voltage regulator, with an automatic transfer from one voltage regulator to the other taking place'upon failure of the potential transformer, initiated either by the unbalance - relay called forin the specifications, or using an overvoltage I p relay such as we have discussed with Mr. Lodh. The voltage
- U adjusting theostats on the two voltage regulators will be a
v v -
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, APPENDIX 5 Corp;r 83ssemer Company SEA-CW-037 i Division of Cooper Industries. Incorporated Page-166
{
, October 19, 1973 '
Page 3
'es' i connected together in tandem so that the standby voltago ,
. regulator will'always be tracking the voltage regulator in .
operation, and in this manner prevent an abrupt change in
- excitation as stated in the specifications. This method was employed on the static excitation system for the '
F Arkansas Power & Light nuclear power plant. The price addition for this feature is relatively nominal, and your
, factory has been given the proposal.
No. 7 - The relays itemized under paragraph 7.14.2.C-8, of addendum No.1, are included in our proposal. No. 8 - We have been asked to comment on the thermal limit of these generators when operating under short circuit conditions. Since the customer Will be furnishing a neutral grounding device to limit line to ground fault ; i Q conditions, we are only concerned with line to line and three phase symetrical short circuit possibilities. Assuming . that all the heat in watt-seconds is absorbed in the generator .; windings, and assuming that there is no heat conduction in ' the core, or cooling of the windings, the negative sequence _ per unit current squared times time in seconds will have a ! i limit of ~approximately 180 to 200. The corresponding value for the per unit positive current in a three phase symetrical short circuit condition could go as high as twice this value. No. 9 - Our factory has given your people in Mount Vernon a price for a Basler model 210 synchronizer. Mr. Lodh has asked why we have not quoted the Basler model 170 instead, since t that is a single phase sensing synchronizer, compared to the three phase sensing for model 210. We offered the mode) 210 because our control personnel have experienced problems in the past with systems employing only single phased sensing synchronizers, however we are not adamant about this. recommendation should Bechtel prefer the single phase sensing model. The Basler model 170 is more expensive than the 210 since it is front panel mounted, whereas the model 210 is mounted within the cabinet and not accessible without opening the cabinet door.
' APPENDIX B-Cooper Bessem:r Csmpany SEA-CW-037-Division of Cooper Industries Incorporated Pa9e 167 October 19, 1973 '
' Page 4 1
The price addition for model 170 over model 210 previously. i quoted,Meach. For either model we would include a vari-sync package, which provides a safety backup to pre vent synchronization in the event.there is a circuit failure or malfunction within either of these two synchronizer models. We trust that we have covered all of the remaining questions which you and Bechtej Corporation have brought to our attention and we hope that the response is satis-factory. If you need any additional information or clarification'please contact the: writer. , Sincerely, j h = :4 =_ L. C. Madison Regional Manager t] - i LCM:dd i I h I i: i
SEA-CW-037
. Pa9e 169 ' '
,. APPDI0lX 8 ,
Bechtel Power Corporation Q' Engmoers-Constuctors Fmy Seeie Sweet Sen Franceco, Californie test Asew P o Boa 3966. San Franceco, CA 94 819 Cooper-Bessemer Company July 30, 1974 111 Pine Street, Room 1011 San Francisco, California 94111 , At.tention: Mr. H.A. Johnson San Francisco Manager subject: Susquehanna Steam Electric Station Units 1 and 2 Job 8856 File M-30PO Your S0-0188 P.O. 8856-M-30 Diessi Generator-Meeting Minutes Gentlemen: Attached for your information is a copy of the minutes of the. meeting between' Cooper-Bessemer and Bechtel held on July 9 and
- 10, 1974, to discuss engineering aspects of the M-30, " Diesel Ganerator" purchase order.
The action items are being pursued. If you require additional information or have comments on any of - the indicated-items, do not hesitate to contact us. very turly yours, 4-
.h. ,:12 : M
. G. L. Parkinson Project Engineer
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, MbET1H'G MINUl u. APPEWIX B o SEA-CW-037 (k 0856-N-30 DIESEL GENERATORS 49e 170 COOPER BESSEMER /BECilTEL .
DATES OF MEETING:
- July 9 & 10, 1974 h ' h /g,A PLACE OF MEETING:
Mt. Vernon, Ohio %, . 1 1 LIST OF~ SUBJECTS DISCUSSED: - l The purpose of this meeting was to resolve outstanding engineer-ing problems in the mechanical, electrical / control' and layout , areas. , ATTENDEES: , Bechtel Cooper Bessemer Portec (Electric Products: 9 E. Ilohn K. Beightol' R.. Evans
- J. Palmer 11. Johnson L. Madison *
- j. ~C. Piette T. Kearns J. Weyandt J. Rentz J. Taucher CB En-Tronics J. Lahr*
H. Lens * *Part Time i () Documents Exchanged: From To Identification No. -- Title i Bechtel Cooper 8856-M-260, rev-0 " Equipment' Location Units 1&; Bessemer Diesel Generator Building Pla I ;of Elevs. 667'-0" & 660'-0"" Bechtel Cooper 8856-M-261, rev 9 " Equipment Location Units 16: 1 Bessemer Diesel Generator. Building Plc l of Els . 723 ' & 711',-6", Sects
-A-A'& B-B"'
Cooper Bochtel KSV-47-14 " Cooling Water Schematic" Bessemer (dated 7-2-74) Cooper Bechtel KSV-47-15 " Jacket Water Schematic" Bessomer (dated 7-2-74) Cooper Bochtel KSV-51-12 " Fuel Oil Piping Schematic"
- Bossemer (dated 7-2-7*)
i Cooper Bechtel Diagrnm SK-5 " Starting Air System" Bessemer (dated 3-11-74) i e !- ) Page 1 of 12 d
1 SEA-CW-037 Page 171 !
~
' ' APPENDIX 8
- 15. G11-6.11 Panel heater will be manually controlled in 4 1
accordanco with spec. M30 sections 7.14.3a(2) and b (7) .-
- 16. Gil-7.4 C-B proposes to use a metal stamped impression in an adjacent bulkhead for tubing terminal-identification.
- 17. Gil-7.6 C-D advisou tubing runs to panels will have l bottom entry.
- 18. Gil-8.1.8 C-D usos permanont wiring (instood of plug-in !
bus) for 120V a-c' power supply to instruments. .
- 19. G11-U.l.9 C-D usos'PVC racowny for internal panel wiring.
- 20. G11-8.4.1 C-D will'uso CR 2940 control switches on their panels.
- 21. Gil-8.4.5 Panol sizes used by C-D are based on a vertical arrangemont of indicating lights above-control switch stations.
- 22. Gil-9.1 C-D proposou to use engraved lamicold or photo process aluminum nameplatos.
- 23. Gil-fig 43 C-D questioned the nood for states 11T sliding link terminal blocks in cortain locations. Bochtel explained that they were to be used whero ex-tornal wiring.is connected to panels to facil-itate testing. :C-B indicated that it would bc
. impractical to use theio for panol-to panel wiring of tho fuel control system. C-D draw-
'ings will bo reviewed by Dechtel to-determine the extent of required usage.
- 24. Gil-8.1.1 C-B suggestod teflon insulated wire or THW wire as a substitute for the panel wire specified.
Comments - General
- 1. The output rating of each diosol generator (see spec.
'soctions 5.2) will bo 4700 KW at 0.8 power factor. This As a continuous rating for up to 2000 hours at which
- timo the unit is to bo inspected and such maintenance work as may be requirod, is to be dono. The 2000 hours is 'not n routino maintenanco interval be-cause it is en't'lroly possibic that no maintenance work may bo required until more than one of these intervals has elapsed.
Pago 10 of 12 O
l l SEA-CW-037 i Page 172 ,
,, APPEN0lX B )
O Page I of ipoges l MATERIAL REQUISITION MATERIAL: DIESEL GENEPATORS j i l I 1 SHOP INSPECTION @ IS O 15 NOT REQU! COST CODE: 4.095 JOB SITE 0EttVERY DATE- Jo" l i Units 1, 2 ! M/R STATUS l "y care navisens 0" *0,'0" asemaa ll,'4[' ; Issued for Client Approval f.Nonna s 0 6 4 /73 Issued for Bids N g , w ,,,,, . S 8lt4l23 fe h'St l ?o 0d4 s adhnd.nas I sad 2 [.He ne k '!' N ;
'/iN r/ar/y I sr.,el & P e s are c Pe.fb
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l L SEA-CW-037 Page 173
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APPENDIX B ; O specification SS56-N-30 ' r Revision 1 5.1.2 The diesel generators will oe located on the plant site and will be independent of of f site power sources. - ,
- 5. 2 service cEnditions 5.2.1 The standby diesel generators shall be designed for the following conditions: l Number of units required: 4 starting time to rated
- speed and voltage: 10. seconds max.
( Rating per unit: Continuous 4000 KW i overload (2000 hours) = 4700 MW
- I overload (200 hours) . =~4700 KW overload (30 mins.) = -4700 MW -
overload (10 seconds) = 4700 KW Power factor, lagging ~0.8 Frequency 60.0-Hert Voltage 4160 V Phase 3 phase, wye Neutral connection External overload capacity - (2-hours in any 24 hours) 4700 MW service St andby Emergency Speed 600 rpm Largest motor HP to be started- 2000 HP l Elevation at site 676 ft
)
i I
l.
--___---------,\
l \ l SEA-CW-037' i
. Revision 5 Page 174 !
- j. \
g , APPENDIX B
' J , . .,
t ,A '. I DESIGN SPECIFICATION
- h e
FoR p > , g DIESEL GE.NERATORS . L g FOR.TNEg.q \ . . . , , . .. I( SUSQUERANNA STEAM ELECTRIC STATION, UNITS 1 D2 , AI' ,') p 9.. il11 '
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PENNSYLVANIA POWER di t. GHT COMPANY. t a ' IINgN$,b . f'
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specification 8856-M-30 Revision s SEA-CW-037 Page 175 supplies For Nuclekr Power Generating = Stations". IEEE - 8td. 387-1972,
- 4. 3 The selection of rating and performance characteristics is in accordance with ABC Saf ety Guide No. 9, March 10, 1971 ageleg. ion of Dies si -
Generator Set Capacity f or Standby Power Supplies". 4.4 In addition, the air receivers, heat exchangers, other pressure vessels and the diesel fuel cil-system shall comply in all respects with the latest. revision including a$ddenda of Section III' Class 3,
- of the ASME Boiler and Pressure Vessel Code with applicable code stamp and the Commonwealth of i ,, Pennsylvania ,Re ers .andcDafired.. . , .
;..f.999"....s
' * ' ' rN VH ^.fr'eTsure ye'sielquirements s.7
- bis ,(or,4ei.}lta'r Iube oil f'i vessel shall - f..
" be -design'e d and fabricated 'in acccedance with section VIII of the ASME Code. l 4.5 The seller shall state which see. ions of .he codes .
i I and standards listed herein apply.. u.6 In the event of any conflics-in the above, the - ! f ellowing priority sequence - shall be iollowed, t remembering that the .mcre restrictive code or standard Buyer.shall apply unless directed _ otherwise by the . O 4.6.1 U.S. Depart *ent of Labor-Occupational safety and Realth: standards
-4.6.2 Commonwealth of Pennsylvania Regulatiens u.6.3 Local Agencies !
4.6.8 Bechtel Specifications t) i n 5.0 f stavicE CONDITIONS AND PERFoDMANCE
. 5.1 ganagil 5.1.1 The equipment. specified herein will serve a nuclear generating statier.
consisting of two nominal 1100 MWe turbine-generator. units. The-diesel generators shall be designed to grovide a reliable source of electrical power during an incident and for safe shutdown of the reactors.
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Specification . 8856-M-30 - avvision 5 Q SEA-CW-037 Page 176 s 5.1.2 The diesel generators will be located o. the plant site.and will be independant of offsite power sources.
$.2 Service Conditions 5.2.1 Tne. standby diesel ' generators shall 'be-designed f or the f ellowing conditions:
Number of units required: # starting time to rated speed and voltage: 10 seconds r.ax.
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W*'- t - ! Overload (200C hours) = _4 7 00 KK overaced (200 hours) = #700 KW overload (30 mins.) = 4700 KW , Overload ' (10 seconds); = a700 KW Power facter, lagging . 0. 8 Fr equency 60.0 Herts l l Voltage . 4.160 V Phase .- 3 phase, wyt. Neutral. connection External-l service standby =
, Emer(ency speed 600 rpm Largest motor RP to be started 2000 EP l
Elevation at site 676 ft 5.2.2 Desien amb.nent Temeerature at Diesel
, , -Generater toom:
a) - Engine off (Min / Max) 72*/10 e*F : b) Engine Running: ' Max. At Generator 120*F - At Engine 16 0* F t _ . , . . . _ _ . . . ..-...--.-...------v-----~~~-~~! _ _ . . . . . . _ _ _ _ _ ...._ _ _. _-. _ _. 2 __-.___ _ _._
t . is ppd APPENDIX C- 1 SEA-CW-037- 1 Page 177 l ocs E. W. Figard ! S. B. Ruhn O T. C. Dalpias i D. F. Roth F._J. Crysz l October 13, 1989 a l L MDORANDCM l ! 'IO: D. J. Gandenberger
- i l
SUBJ: Diesel Piston Ring Break-In My original asses m ent for the time required to seat newly installed piston- ' rings was based on my previous experience with Fairbanks-Morse diesel engines;.' l however, after lengthy discussions with Cooper-Bessemer senior management,- I l feel that our approach to seating piston rings must be changed.
', Cooper-Bessemer states that the time to seat piston . rings may'take upwards of- ,
100 hours of engine operation. Cooper strongly reocumends that the minimtun acceptable break-in for piston rings should consist of the following:- 4 Hours - 600 rpn unlW 2 Hours - loaded to 25% ' 2 Hours - loaded to 50% . 2 Hours - loaded to 75% i 2 Hours "- loaded to 100%
, Following the 12 hour break-in the diesel engine should be in.Fumd to determine cylinder liner and piston condition. ,
My personal position is that we at least follow the minisman requirements set by Cooper-Bessemer since it is logical and because they should be considered as the experts on this engine design.
#+ w J. a. u.s JRA/ pag [
O > ! PENNSYLVANI A POWE R & LIGHT COMPANY l , . e
. -..- _ .- _-..-..~. - -. 1 APPENDIX D SEA-CW-037- 1 Page 178 i oct F. J. Cayes- l' O *
- r. c. = lei -
O. J. Gendenberger J. J. Graham
- 8. B. Ruhn R. R. Mants T. J. Nork R. L. Tutorow October 15, 1989 ;
MDCRAIERM
'IO: E. w. rigard/G. J. Euczynski 8U57: Acomptance criteria for Diesel Visual Inspectione Acomptance criteria has been non-ecistant for visual inspections on the dia==1 i n generator. Acomptance criteria is necessary to establias a assum dialogue and
, U a standard set of ground rules. This est of acomptance criteria was developed i in conjunction with Allen tambert, Cooper-Bessemer Daality Assurance Manager, and will be invoked during and following the embaadad post maintanence and; l, 24 hour surveillanos test on the "C" diesel generator. The acceptance criteria within this sonorandum will' be included in a future l maintenance procedure so all future diesel inspections-een benefit from lessons learned in the "C' diesel generator. i The following definitions are included to establish a casson di=Wm among munbors of the inspection team.
- o Burnishing (*) - Smoothing surfaoss through frictional contact between L two parts. This contact produces a polished effect.
o scuffing (*) - A fonn of adhesive wear that prevue sqmrficial i- scratches or a high polish on the rubbing surfaces. It - j is observed most often on inadequately lubricated parts. j o Scoring (*) - Marring or scratching of a smooth surfaces most often
; caused by sliding contact with a mating mauber having a hard projection or particle on its surface.
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{ PENN5YLVANIA POWE R a LIGHT COMPANY
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APPENDIX D.- SEA-CW-037 Page 179 2.. O o Tin Snearing - Tin that is wiped trun one location and redeposited < onto another location. . o Inspection '
Dearn - Consists of the following aanbers:
hintenance Assistant Foreman :
- Maintenance Mechanic trained in diesel engine inspection.
- Maintenance engineer responsible for diesel engine.
- Saality control personnel as required.
Diesel engine internal acceptance criteria is delineated below and based p the definitions stated above. o cylinder Liner
- scoring is not penaissible.. .
l -- Souffing is penaissible, pewided there is no l raiand metal between cylinder wall and scuff.
- Burnishing is pennissible, pewided there is no discoloration evident. - Diaoolored surfsos taquires a borocoops irtWi= of the upper cylinder liner, through the fuel injection nomsle port in'the cylinder head, and an
-O engineering evaluation, o Piston Outside diameter o Casting defects are not penaissible.
o Evidence of tin smearing requires an engineering evaluation. - o . Scoring is not pew a. m ..
- Inside diameter o Normaifona carbon bui% is not penniasible.
o Evidonom of cracking is not permissible, o Evidence of lapact denege is not permissible. o Piston pin / articulated rod pin . Discoloration of pin is not permissible. scoring of pin is not pennissible; i
- Scuffing of pin is not pennissible.
connecting rod l - o Nicks or other forns of surface d e sgo , are not permissible. l l O n 4 %, , , - - - , - . _ . . - 2.,.. .-._,..a.,-,..,-.__._.___________-_. _.:__-_:-w-.
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. APPENDIX 0 I SEA-CW-037:. 1 Page 180 I 1
O *
\
l the following itano listed below are required to determine if the diesel engine is operating within existing guidelines, o 011 Sag las suples met be taken fmn the following points and submitted to the Hazleton lab for analysis: i
- Obtain an unfiltered saeple fmn the engine l
sug prior to engine aperation. 3 - @tain a sample of oil getream of oil filter ! prior to shutting down diesel following post maintenanon tasting.- o Diesel generator logs shall be tahan in accordance with 01-024-004 and evaluated by maintenance at the conclusion of post maintenance testing. , j o During diesel operation a thmagh walkdown of the diesel, its auxiliary -'
- akid, and observation of crankcase ventilation exhaust vent in the CST i buan area is required as a minisian whenever logs azu taken. Special emphasis shall be plaosd on engine noise, leaks or any sioks amanating fmn engine. Additionally any vapor issuing fmn the crankonee
- ventilation exhaust piping.that is grey to black in color should result
- O a - - te m ~ -*e -
i Any itan found to be not permissible during the internal inspoetion excluding the e. cting rod will require the piston to be removed frt:m its cylinder liner to determine cause. NptEs (*) in definitions indicates that the ASM Metals haference Book, second edition,- -T was used to determine the wrrect definition. A::= h< h
$M. M. Beidorn :
J. R. Adams JRA/ Pag O
, ,1 4
1 SEA-CW-037 ; O Page 181 I l THIS PAGE INTENTIONALLY LEFT BLANK. O l' l. ~ O
s Chapter VI SEA-CW-037 ! Attachmsnt 5 Page 182- ! REVIEW OF RING SET S0-94-KSV-9
- COOPER KAYDON ,
TOP COMPRESSION RING : 2ND COMPRESSION RING c #ber hhxe*./f 00 (' i N l TYPE: TAPER FACE / TWISTED / g[ dah . . PART NO:- 2-20R-005-001 A5701-WIDTH:- .2465/.2480 .2475/.2490 , RADIAL THICKNESS: 0.430/0.450 0.455/0.470 i END GAP: 0.080/0.105 0.054 MIN. . . DIA. TENSION: 50-60 LBS [7s c4f '50-60 LBS MATERIAL: .K-28,.PARCO /Y .K-28, PARCO ! l BACK CL. IN l GROOVE: 0.020/0.050 0.054~ MIN. MIN. GROOVE DEPTH: 0.470 0.524 MIN. SIDE ~ CLEARANCE: 0.007- 0.008-l . 3RD COMPRESSION RING { 4TH COMPRESSION RING TYPE: TAPER FACE / TWISTED l- PART NO: 2-20R-354-001 80731- g' ("T
\/
WIDTH: -.2465/.2480 .2475/.2490 RADIAL THICKNESS: LO.445/0.465 0.455/0.470- -j END GAP: 0.080/0.105 0.054 MIN. j i DIA. TENSION: 34-44 LBS. 34-44 LBS..
- ' MATERIAL
- K-IRON, PARCO' K-IRON,HPARCO
- BACK CL. IN
, GROOVE: 0.005/0.035 0.054 MIN. ; MIN. GROOVE DEPTH: 0.470 0.524 l MIN. SIDE , ! CLEARANCE: 0.004 0.008. 5TH OIL RING 6TH OIL RING 7TH OIL RING CONFORMABLE DOUBLE HOOK SCRAPER, VENTILATED PART-NO: 2-20R-652-001 86188 RING l 86139 SPRING WIDTH: 0.372/0.3735 0.3715/0.373 RADIAL THICKNESS:. 0.290/0.310 NO~ INFO END GAP: 0.040/0.065 0.03375 MIN. UNIT. PRESSURE: 188 PSI 188 PSI MATERIAL: K6E PARCO K6E PARCO 1BACK CL. IN () GROOVE: MIN. GROOVE NA NA DEPTH: 0.544 NA MIN. SIDE CLEARANCE 0.0035/0.0065 0.0025 MIN. 1
,. J . )
SEA-CW-037 Chapter VI Page 183 ; Attachment 6 O P1510 nun m=510m Dm RADIAL WIDTH 5 0LG
, PISTON RING # (INCHE5) COMMENT B 7L 1 -
Missing 2 .450 Wrong R'ng 3 .454 .460 OK 4 - Missing C $R 1 - 2 Missing
.437 OK 3 .448 OK -
4 .449 450 OK D 8R 1 .429 OK 2 .429 OK 3 .445 !' OK 4' .454 OK
? A Exact Piston 1 .455. 460 Wrong Ring 2 .453 .455 Location Daknown Wrong Ring 3 .450 .456 OK 4 .458 .463 OK h ? 8 Exact Piston 1
2
.428 .432 OK
.455 .460 Wrong Ring Location Unknown 3 4
(.4357).458 ' OK
.451 .459 OK A 1R 1
' .425 .428 0K R .428 .432 OK 3 i
.448 .454 OK 4 .450 .450 OK A 2R 1 .424 .430 OK 2 .422 .430 OK 3 442 .450 4
OK
.450 .455 OK A 7R 1 .440 .446 May Be Wrong Ring 2 .443 .452 Wrong Ring 3 .458 460 OK 4 .458 .461 OK B 1R 1 .449 .456 Wrong Ring 2 .462 .464 3
Wrong Ring
.451 .456 OK 4 .455 .458 OK O
i 1 9 - s s
M SEA-CW-037 Page 184
^ " " " "
O PISTON RING O!MENSIONAL DATA RADIAL WIOTHS P1STON RING f (INCHE$) COMMENT DLG 8 $L 1 436 .437 OK 2 .437 .438 OK 3 456 .459 OK 4 459. 460 OK 3R 1 429.454 OK A 2 .432 .433 OK 3 464 .466 OK 4 457. 460 OK New(fromstock) 1 436 .437 OK 2 437 .438 OK 3' ;457 .462 OK 4 .459 .460 OK O fjc/msk1141(32) O 4
SEA-CW-037 Chapter VI Page 185 -
, Attachment 7 -
I ( Files DIESELS Page ! TABLE SHOWING THE VERIFICATION OF THE MATERIAL PROPERTIES OF THF VARICUS - RINOS EXAMINED FROM SSES PISTON SETS. ___ HARDNESS READINGS RING NUM. 'B' SL 'B' '7L 'C' SR 'D' $R NEW SET
. . . . . . . . . . . . . . . . . . . . .-_ .- =c.
1 40,40,42 Re 2 41,40.5,42,41 41,41,40 Rc *- 3 77,76,79,79 Rg 4 85,78,81,80 78,79 Rg 5 , 6 7 HICR0 STRUCTURE 1 NODULAR FE NODULAR FE 2 NODULAR FE NODULAR FE 3 FLAKE GRAPHI FLAKE GRAPHI 4 FLAKE GRAPH! FLAKE GRAPHI FLAKE GRAPHI 5 FLAKE GRAPHI 7
........................s.,n=- .es. .
DIMENSIONS 1 2 0.429' O.437-0.436' 0.450' O.437' O.429' O.438-0.437' 3 0.454-0.460' O.446' O.445' O.457-0.462* 4 0.450' O.454' O.459-0.460' 5 6 7 NOTE I. RINGS 1,2,3,AND 4 ARE THE COMPRESSION RINGS NOTE !!. R!NGS 4,5,AND 4 ARE THE OIL R!NGS NOTE !!!. " GRAPH!" IS GRAPHITE NOTE IV. RANGE OF DIMENSION FOR RINGS 1 AND 2 IS 0.430 TO 0.450' NOTE V. RANGE OF DIMENSION FOR RINGS 3 AND 4 IS 0.445 TO 0.465' NOTE VI. RANGE OF HARDNESS FOR RINGS 1 AND 2 IS 40-46 Pc NOTE VII. RANGE OF HARDNESS FOR RINGS 3 AND 4 IS 72-88 Rg
. i . i k
Chapter VI ]' Attachment 8 . 4 11/14/89 14:37 C.B. RECfP. SEA-CW-037
- Page 186 a
'111"JCCPt 0:DPER-EESSEPER Rl!CIPROCATDD (412) 458-8000 EC. 4184 (RWE CITti PINW/LVANIA 16127 IME: l SEC BY _ Ri' i 4 * % EC: 3395 :
_14u-+ * *tt. 1999 L. Wi11=rtz ! FIOtt W. M A. "*=t 20: ; j I10.UF PMEs: (5) , CCMPAlft: P.P. & L. j FM 20. 215-770 *1830 .__ l OLR REF. NO._ cur Refi em-6516
- 1 sue:scr: m w s Lira r w i=rt m i, MESSAGE .
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i . We are sendits you herewith omise of various pages frta tre tactbcok ! " Engineers Handbocit of Pisten Rings...." by Mcepers. A seccrid , set is in the Ina11 in case che FM nuperduction of the pht*=4mv. dis is not adequate. ; i
' mis information covers T 12tm used in the third and fourth u :-- ~ --im rings and "K28" used in the first and secord. We do not have any pelished data en l
O W.H'. A ALu s76
- w. x. A. r-*-rt neoubjb cci Film: 5-1 1 S0-0168/F2 K-Sar17 1
0 I l f I O . l HO" l8 '?9 13:?5 .FAGE 001
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- l. 11 14 89 14:37 . .. . . . . ..., ... . . . . . .. ... c.. a,. R. ..E. .e l.p. 4.~.,.. SEA.CW-037 !
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1 CHAPTER VII l l I 4 MATERIAIA $ This chapter provides detausd intersantion ter use in senesting e i sustenal for a spesine pisten rtar applasmusa. For the snest part, the j sessenale have been grouped late famihes whspo their sharestertaties are 1 elanger. First, eneh material, er demuy of susternels le denmed as to the ?
- == shad of seemutesture , oned east, sentatfugeEy emet, pet east er ;
I sintered. Neat, further insight late the meterial is gained under the i l ' headias of "Charactenstles " Here, la descripuve language the { i eherester6 sties of the metenal from a estaburgieel point er view ese es as th1r afleet weer and snechseleal . Thie l use le augmented by a set of phama-a=egraphs of motorial et i 100X and 000X and e est of =aahanlaal property date lashedtag euenstk. . enestic moduhee, herdasse. Imaminnen eBoweblo suces and inspeet i epongth. General hohle of omhable uence ter each sentarial ese given i under the heading "Typse W Servies." Maay metertale, laeluques some highly =pamaah==d types, are requimd to cover the enthe breadth of plates stag arplW. The more popular l types are deserdhed here, l j K.lsease K 1soas ese a isemity of statieelly east per trees which ese used seen + l widely than any other sneterial ter pisten rings and sent rings. Cmse.costiene very asently with steg diameters maging up to a -
===i=en of ten seat. sessun the ===ha-i=> paperuse of seey iron geasseur desmese with lassessing spees.esetism, the ehemistry of the '
tree is medilled as erees eastlemal ama inessenes, to help to sempemente f' j for this change. Onesentestaties ! K. trees are closely esmaeued, unauered, grey east Isees. These > materiale passess flehe type geophlte eves.:y distriheted thsoughout a l amerie of peseta, e estesue of ires and leen.serbida. This e==hamaaaaa j of pearlite and Sehe. type graphies psevides as asseuses wesetag i matenal. The graphite este as en laternal luhrtesat ter the ring as k "
*ipse against a moting surface, keepag eeufnag and wart to a '
unalenum. N.! en rings peesses tending to preenste esadonnabuky, penaitting the rings to aught out.af.voundeses er taper is a cyhador, thus pseenettag a good seal. For eloondoes plated ou sostrel stner. K.1ree le medined enighdy to pseduse e tighter type strootum. This =adina=*iaa le na mid in psedustag , seeeeth shromium pieted tells assesloted with ou rings. Types of Servlee K trees em used for esempressies rings and ce rings in mesy typse of interas! ==ha=*3a= eagues, steam , pumps, esapressere and
=a-a.na-a -- appisaansa==. The self.le of K.lsene i rings a thsee materials to he used = , even when tina is borderums. However, these antanale else term good bees +
metals Ier plated rings. Diensier: Up to 190" [J000 num) SI . 3
11/14/89 14:39 SEA-CW-037 C. E ECIP. Page 188 R.th0NS est.CM Ahtt AL AND PMYSIC AL Ph0PERTIt0 Pon comPALat!ON. CMhout CoadPhteston AND UhPLATSD 0lL CONTh04 DIN 04 teswaaIUM INtISN000N OF PINISEED hl880 WitPF91(IR #412. Ph0Pl.RTY Uht? t 1 i 45 09 IN.
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OBSERVATIONS PISTONS O l Tin Smear on Non- , D/G Cylinder Thrust Side of Liner Sleed Pin End Caps CWWENTS C SR Piston involved in Yes. Not seated. crankcase explosion. Non-thrust side tin smearing noted in previous inspection. B 7L Piston involved in Slight bluing. Not seated. crankcase explosion. D 8R Yes. Not blued, but pin has a 5 mil ' bend. A 1R Yes. Yes. Pin needed Not seated. to be haasnered out. g eo A 2R Yes. Yes. Not seated. 5s *" A 7R Yes. Yes. Not seated. # B IR Yes. No bluing, but 7 pin is worn.* C 6L Yes. Scratched Not seated. parallel to pin axis. B 7R No tin smear. Burnishing Showed signs Not seated. Liner replaced. Piston due to end-cap rubbing. of wear. Pin . replaced (non-thrust tin was replaced. removed). C BR Yes. 7 7 A 3R Good piston pulled for Mo, bushing 7 2M inspection. Some bur- needed to be ~S P
.61shing of tin on non- scraped to Q thrust side. obtain proper $6 bluing. 23
- Per Mike Schleigh of C-B.
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10/16/89 10:M Chapter VI Attachment 12 SEA-CW-037 l Page 194 l l TELECOPY ! COOPER 8ESSEMER RECIPROCATING (412) 458 8000 EXT, 4184 l COOPER BESSEMER RECIPROCATING (412) 458 8000 EXT, 4184 GROVE CITY, PENNSYLVANIA 16127 ! DATE: October 16, 1989 lSENTBY: Kathy EXT: 3395 TO: Frank Crys 2 ! FROM: W. H. A. Laeert COMPANY:_P. P. and L. ! NO. OF PAGES;. 4 (One) FAX NO. 215 770-7830 l OUR REF. NO. 00G 6405
SUBJECT:
P. P. L L. ReDort Draft -, M
...................................E S S A.G
...... E The following three pages are regarding the P.P. and L. crankcase explosion Oct. 7, 19S9.
l 1 W. H. A. La@ert Os Manager Quality Assurance P l O e
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QCG 6405 2 3 6 L I 10/14/39 l REPORT Pennsylvania Power and Light Company Standby Diesel / Generator , XSV 16 T S/N 7160 (Unit "C") ! Crankcase Explosion October 7, 1989 1.0 Introduction 1.1 On October 7,1989 the "C" ! twenty-four hour run. At 23:03 diesel was started at 22:28 hours on a a fire alarm signal was transmitted , to the Control Room and an operator observed smoke around crankcase duors following a crankcase explosion. The engine was shutdown. It was noted that this crankcase explosion was more severe than previcusly experienced with a large Quantity of lube oil having been displaced and the liquid completely blown out of the l crankcase manometer. I 1.2 This engine inspection " had run 26 hours since the last " eighteen month which took place November 1988 and was restarted ' November 22, 1988. Total running hours of 796.9 have accumulated. O 1.3 An internai inspect 4on of tne crankcase revenied masor eistress to the number 5 right piston and liner. During a site visit on October 12, 1989, the following observations were made by A. Lambert l 2.0 Observations 2.1' The liner was very heavily damaged (burned and heat checked) in the l lower half and for most of its circumference. 2.2 The piston skirt was extensively damaged with displaced skirt material tending to close over- the lower oil ring which itself had suffered heavy wear on the " scraper" faces. Two " blow holes" towards the bottom of the skirt and located radially closer to one end of thepiston pin than the other end were in evidence. One hole was fairly round and about 5/16" in diameter and somewhat larger and irregular in shape. From the bottom of the larger hole a crack ran straight down to the bottom of the skirt (a distance of approx. 3/4"). About 2-1/2" from the larger hole and further around the skirt towards the piston :in bore there was a large vertical crack. - The readily visible portion of this crack ran up from the skirt bottom for about 3". Towards the top end of the crack and for a distance of approximately 1-1/4",the piston skirt material was gouged (burned) out leaving a " canyon" with the crack in evidence at the bottom. The piston has been cut on the horizontal centerline of the piston bore, and sectioned vertically as well so it was not possible O to see the comaiete aistoa. The rins were not inspecteo. 1 i
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f C B- RECI P' 10/16/89 10:35 - SEA-CW-037 , Page 196 l Q OCG 6405 2- 10/14/89 2.3 The piston pin had seized in its bushing and the bushing had rotated I in the piston. The pin and bushing were forcibly removed from the piston and the bushing removed by cutting (slotting) through the bale ; at one end. At the other end the bale was cracked through indicating an area of greater distress than the opposite end. This cracked bale was in line with the " blow" holes and cracks in the piston skirt described in paragraph 2.2 above. Approximately 60E of the total bushing surface was destroyed by excessive heat. The remaining 405 was an irregular but connected area between the two bales and in the loaded part of the bushing. This area was indeed
" clear" and had sustained absolutely no damage.
2.4 The lower liner seal was distorted when trapped water boiled off and turned to steam. , 2.5 The piston pin end caps had no contact with the liner surface. 3.0 Discussion . P 3.1 The damage to the lower liner seal indicated that excessive heat was generated in the lower end of the liner. 3.2 Quality Control procedures at the C-B manufacturing facility would ( have required a piston skirt with
- blow" holes as described in paragraph 2.1, to be scrapped. Therefore, it is concluded that a casting defect was present below the machined outer surface of the piston skirt. Some of the material subsequently displaced from this area of the skirt would have " fallen" into the crankcase and some, no doubt, " rolled" between the liner and piston skirt. This is the most likely explanation for the " canyon" (or gouge) observed in the vertical crack adjacent to the large " blow" hole.
3.3 The majority of the liner distress was observed to be in the lower portion indicating that contact with the piston was greatest at its skirt area. 3.4 Observations of the piston pin and bushing indicate very heavy loading in the upwards direction of the bales. This, together with the large undamaged portion of the normally loaded (down) area, is consistent with the rod pushing the piston upwards against a very heavy friction load - a load generated by heavy contact of the piston and liner. O 9 0
10/16/89 10:36 C.B. RECIP. . Page 197 j
] QCG-6405 10/14/89 4.0 Conclusion 4.1 The primary area of failure was that of the piston skirt. The root cause appears to stem from a sub-surface casting defect from which i
' material loosened during engine operation and was trapped between the piston skirt and liner. This material was of sufficient dimension to roll up and down, destroy the lubrication and then generate i sufficient heat to cause the piston skirt to expand and take up all available piston to liner clearance. With heavy rubbing of the . piston skirt on the liner induced a further breakdown of the oil film occurred leading to more heat being generated to the point of incandescence which was the source of 'gnition for the crankcase explosion. (The lube oil vapor in the crankcase was the fuel which was ignited). 4.2 The damage to the piston pin and bushing is considered to be e - secondary failure due to the abnormal loading described in paragraph 3.4. - b$ $'.0. W. H. A Lambert W lM ~ Manager. Quality Assurance and Nuclear Operations j cc: R. J. Brager ; A. E. Bice D. T. Blizzard W. O. Ferguson B. C. Guntrum - C E B. K. Hall M. J. Helmich J. M. Horne W. Leishman - MV I R. A. Miklos M. A. Schleigh B. R. Sedelmyer File: 5-1 50-01BB/P2 K5fal6 WHAL/kil O
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