ML20011D197

Part 21 Rept Re 891128 Failure of Master Connecting Rod 4 & Ejection of Rod & Broken Pieces Through Right Ctr Door Frame Opening.Caused by High Cycle Fatigue to Transverse Oil Passage.Repairs to Crankshaft & Engine Underway

ML20011D197
Person / Time
Site:	South Texas
Issue date:	12/08/1989
From:	Stolba F COOPER BESSEMER CORP.
To:	Murley T Office of Nuclear Reactor Regulation
References
REF-PT21-89 QCG-6584, QGC-6584, NUDOCS 8912220016
Download: ML20011D197 (10)

Text

e d, COOPER BESSEMER RECIPROCATING F. Eruce stoibe vue presiaent ana Genew vo . age, g ,( ,

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December 8, 1989 Our Ref: CCG-6584 Dr. Thomas E. Murley, Director Office of Nuclear Reactor Regulation U.S. Nuclear Regulatory Commission Washington, D.C. 20555

Subject:

KSV-Standby Diesel / Generator Houston Light and Power South Texas Project Unit DG22, Connecting Rod Failure

Dear Dr. Murley:

In accordance with the requirements of the Nuclear Regulatory Connission, and in particular 10 CFR Part 21, we wish to inform you of a situation involving one of our engines located at the South Texas Project (STP).

The engine in question is known as a KSV-20-T. The engine bears the serial no. 7193 and is indentified at STP as DG22.

On November 28, 1989, at 09:55 the engine was ten hours into a 24-hour surveillance run when a catastrophic failure of a connecting rod occurred shutting down the engine. Presumably the engine was shut down by the emergency system due to the severance of control lines in the area of the failure. Site records indicate that the engine was shutdown approximately ten seconds after the rod broke. A total of approximately 700 hours0.0081 days <br />0.194 hours <br />0.00116 weeks <br />2.6635e-4 months <br /> running time has been accumulated on this engine.

Details of damage to the engine are contained in a report entitled " Failure Investigation" dated December 7, 1989, a copy of which is attached. Repairs to the crankshaft and engine frame are underway and progress towards restoring these areas is progressing rapidly, go t > S2O()16 891208 Pi R ADOCK 0500, s

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l Dr. Thomas E. Murley December 8, 1989 Page A detailed metallurgical analysis of the fracture surf ace of the rod has been completed by Houston Light and Power (H,L.&P.) with support from Cooper-Bessemer (C-8). We concur with H.L.&P. that the point of origin for the f atigue f ailure was at the sharp edge created when the point of a drill partially broke through the surface forming the bore for the articulated rod pin.

Attached is a sketch ref. OCG-6571 showing the areas of the failure and a reference to the required drilling of oil-ways. A copy of the f ailure analysis report will be sent to you upon receipt from H.L.&P.

The root cause is the result of drilling an oil hole f rom the rod bearing bore beyond the 11/32" dia. transverse hole (see sketch). A research of our documentation shows that one rod, the one which failed, is the only one for which a drill point partially accessed the articulated rod pin bore and was reworked by the insertion of a screwed plug. In addition, we found documentation covering two other rods for which the hole in question was drilled completely through to the articulated rod pin bore. The disposition for these two rods was to "use as-is" because component lubrication would not be adversely affected.

We have determined that an unknown quantity of rods have been manufactured with this hole drilled beyond the transverse hole to varying depths. The depth of this hole was not considered to be critical, therefore, the inspection criteria required only a check to ensure " communication" of the various oil holes in the system. However, ten rods, which have run in excess of 2,000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> have been checked - all have holes drilled to varying depths and a magnetic particle inspection revealed no anomalies. This observation tends to support the view that a hol e drilled compl etely through, or partially beyond the transverse hole should not give rise to a fatigue type failure, but that a hole partially breaking into the articulated rod pin bore will lead to abject failure. At the moment we are carrying out a technical evaluation with respect to the effect of a partially drilled hole (that is beyond the transverse hole).

This work will take several days to accomplish and upon completion we will advise as to whether this co d;* ion has a generic impact.

l COOPER BESSEMER RECIPROCATING db

Dr. Thomas E. Murley December 8, 1989 Page In the meantime, we do not consider it necessary to limit the operation of any KSV engines. From our review of data and documentation, we have concluded that the f ailure of the rod in engine DG22 is unique to the circumstances of that particular rod.

As soon as more information becomes available, we will advise you accordingly.

Sincerely, b Mbb1M F. Bruce Stolba FBS/gs Attachments cc: D. T. Bli2Zard R. J. Brager W. O. Ferguson - MV W. Haass - NRC J. M. Horne ..

T. W. Kearns KSV Users Group W. H. A. Lambert R. A. Miklos D. Musik - H.L.&P.

M. A. Schleigh <

B. R. Sedelmyer File: K5fa18 File: 4-1 File: 50-0420/P5c

• COOPER BESSEMER RECIPROCATING 12

l

• Failure Investigation Decenber 7,1989 KSV-20-T, SN-7193 Houston Lighting and Power, South Texas Project ,

At about 9:55 A.M. on November 28, 1989, this engine experienced a failure of the #4 master connecting rod. Both pistons, the articulated rod, and 7arious broken pieces were ejected through the right centerframe door opening. De overpressure relief valves were pushed off the center frame doors on both sides of the engine, and the right door was driven into the adjacent starting air ,

dryer. W e master rod, its cap, and both counterweights were in the engine base.

The writer arrived at the plant on the morning of November 29, 1989, along with Kurt Young and Richard Doubrava from Houston Aftermarket, and Wallace Johnson and Gene Harrington of Reynolds-French. The major pieces were removed fran the  ;

engine base for examination. The master rod was broken into two (2) pieces '

through the crankpin bore to art pin bcre oil drilling and through the upper end of the bails. D e left side connecting rod cap bolts were broken and the right side bolts bent. All four (4) cap nuts had been stripped ran the studs.

There was evidence of significant heating of the art pin, its bushing, end the rod on both the bail'and load sides of the art pin.

A magnetic particle inspection was done on the cylinder blocks and centerframe by HL&P Quality Control on November 30, 1989 Bis revealed there was no damage to either of the cylinder blocks. The observed damage to the centerfrane is documented in HL&P report NDE-89-1176, attached.

We #4 and #5 main bearings were removed and the crankshaft was inspected by Reynolds-French with the following findings: ,

1

1. The #4 crankpin was gouged at several locations. Removing about 0.15 inches on the diameter should clean-up the pin.

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2. W e maximum crankshaft runout was 0.003 inches T.I.R.

3 were were nurrerous superficial gouges on the crankwebs and crankpin thrust faces.

4. Magnaflux examination indicates there were no cracks in the pin fillet areas.

Examination of the pistons and cylinder liners indicated:

1. Bere were normal ring reversal marks near the top and bottom of both

.1 3rs but no indication of any wear or discoloration.

2. Both piston pins were in very good condition, except for some impact damage, and the piston pin bushings showed no signs of heat or other distress.

Page.Two 3 Bere were no rub marks on any of the piston pin end caps.

4. The inlet valves were slightly bent on at least one of the heads, and raker ams were cracked and push rods bent.

On December 1, 1989 the master rod was taken to the HL&P Research Lab in Houston for metalurgical examination. Both the macroscopic and Scanning Electron Microscope examinations indicate the failure originated at a drill point break-through at the center of the art pin bore, and proceeded by high-cycle fatigue to the transverse oil passage. Bis was followed by rapid failure of the remainder of the rod section, the two (2) bails, and two (2) of the cap studs. At some point, probably in the last few minutes of operation, the articulated pin bushing lost lubrication or ingested debris, and began to  !

overheat. The remaining damage followed the final separation of the master rod. ,

J Recommendations: 1

1. We crankshaft should be straightened to within 0.002 inches, TIR, and the crankpin turned undersize as needed to return it to an acceptable bearing surface. All gouges in the crankwebs and crankpin thrust surfaces should i be ground smooth. The counterweight landings should be restored to provide j maximum contact area without removing excess stock.

2. De two cracks on the outside of the centerframe above the #4R door opening (see sketch "E" of NDE-89-1176) should be locked and laced. Bolt holes around the #4R door opening should be restored, as needed. W e cracks at the bolts in the lower flange of the centerframe should be repaired with steel plates as shown on the attached sketch. All cracks and gouges on the interior walls of the centerframe including sketches A, B, and C of NDE 1176, should be ground smooth.

3 All other damaged esponents in the engine should be replaced.

NN / v John M. Horne, Manager Analytical and Compressor Engineering i

JMH/sas Dist: D. T. Blizzard W. H. A. Lambert R. J. Brager M. A. Schleigh M. J. Helmich K. R. Young - HN T. Fryar - IL&P

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