ML20092C507
| ML20092C507 | |
| Person / Time | |
|---|---|
| Site: | Vogtle  |
| Issue date: | 08/24/1995 |
| From: | COOPER BESSEMER CORP. |
| To: | |
| References | |
| OLA-3-I-MOSBA-2, NUDOCS 9509130024 | |
| Download: ML20092C507 (25) | |
Text
7-tuosM - z2-9 ee ?Carpir Industrl;s Caep:r En:rgy S rvices 14490 Catalina Street 00CKETED San Leandro. CA 94577 5516 415 614 7400 USNRC Far 415 014 7409 i-
% SEP -8 P4 :14 ggGC COOPER OFFICE OF SECRETARY 00CXETING & SERVICE BRANCH ENGINEERTNG REPORT NO. HE-05-1991~
STARTING AIR VALVE INVESTIGATION NOVEMBER 25,1991 NUCLEAR REGULAT'ORY CdMMISSION Mr Docket Noh
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t ENGINEERING REPORT HE-05-1991 j
PAGE 2 l.
OBJECTIVE Failure to start of a diesel generator in nuclear standby service was attributed to a starting air valve piston seizing in its valve cap. This report documents the subsequent investigative actions performed on the suspect failure components.
II.
FAILURE BACKGROUND in July of 1990, Engineer Bob Johnston investigated a failure to start of the
.v,.
unit 28 diesel generator at Georgia Power's Plant Vogtle (S/N 76021). At that time the engine had accrued four separate failures to start; three of which while the engine was attempting to start on the left bank air system and the fourth with both systems active. In troubleshooting the system Bob " pop" tested each 4
starting air va!ve, pressurizing its pilot air inlet and confirming valve actuation.
He determined piston seizure restricted valve actuation in several of the assemblies. Subsequently, six of the eight left bank starting air caps were returned to Enterprise for further analysis.
Ill.
DESIGN HISTORY The starting air system employs a poppet valve assembly housed in each cylinder head. Upon valve actuation, starting air from a manifold at roughly 250 asi is admitted to the cylinder, translates the power piston, and rotates the cran <. The valve is normally closed by a compressive spring. Actuation is controlled by a timed pilot air signal that is admitted in the air start cap. The pressure of that pilot air overcomes the spring force and depresses the piston in the air cap to actuate the valve. Upon termination of the pilot signal the air above the piston is vented and the spring force retracts the valve and piston.
The Georgia Power air start valve assembly (P/L 02-359-03-04) was released 2/18/78 and is a revision of the original air start valve assembly for nuclear application 12/03/74 (see Figure 1: Air Start Valve Assembly). (P/L 02-359-03-01) released l
The valve housing (P/N 02-359-03-AK) and cap (P/N 02-350 AL) are cast iron, ASTM A48 Class 40, and are bolted together in the cylinder head. The starting air piston (P/N 02-359-03-AH) is stainless steel and is contained in the air start cap. Unlike previous air start piston designs, this assembly does not include piston compression seals. Instead, the piston to cap clearance is closely maintained and the piston wali is grooved to provide a labyrinth seal.
On 11/18/75 the piston material was changed from 310 to 316 stainless steel.
Cost reduction was cited as the change reason. On 2/15/77 the 31ston O.D.
was revised from 2.249"/2.248" to 2.2485"/2.2475" which in turn caanged the piston to cap diametral clearance from 1-4 mils to 1.5/4.5 mils. The clearance was again revised on 6/19/78 when the cap bore diameter was changed from 2.252"/2.250" to 2.2505"/2.2495". That revision was prompted by the desire to limit pilot air blow-by between the cap and piston which was believed to affect starting air time. The diametral clearance since that revision has been 1-3 mils.
l However, as a resuit of the reported failure to start at Georgia Power, new W
COOPER
3 ENGINEERING REPORT HE-05-1991 PAGE 3 pistons and caps are matched as a 1 A-7818 assembly to limit clearance to 2-3 mils.
Seizure of the piston could result in two sequences of events leading to a failure to start. A piston stuck in the closed position could result in a " dead" cylinder.
This type of seizure would most likely have only a slight impact on starting time since engine momentum would roll the engine past the " dead" cylinder. If, however, the engine is at rest or does not have sufficient momentum when a pilot signal is given to a valve stuck closed it is possible that a failure to start would result. The second mode of failure to start would occur when a piston seized in the open valve position. If the valve remained stuck open during the compression stroke of the cycle the entrapped starting air would oppose engine rotation and result in a very slow start or failure to start.
IV.
TEST PROCEDURE Six of the eight left bank starting air caps were returned to Enterprise by Georgia Power for analysis. The following outline details the investigative work performed:
A.
Desian Review 1.
Review air start cap manufacturing techniques.
2.
Calculate clearance reduction as a function of thermal growth in the assembly.
3.
Calculate maximum allowable piston to cap diametral clearance as to ensure proper valve actuation.
B.
Obtain Test Components 1.
Request subject air start caps from Georgia Power. Samples should include but not be limited to caps taken from malfunctioning valves.
2.
Select one air start cap from Enterprise stock (S/N fd2735).
3.
Select one air start piston from Enterprise stock (S/N fKf 5fS).
C.
Establish Dimensional Baseline For Subject Components 1.
Define a reference point and mark air start cap bores at 30* Intervals about circumference.
2.
Using Bore gage accurate to.0001", measure bore diameters at marked intervals at four equally spaced planes along the axis of the bore depth.
3.
Map measured results.
Y COOPER
s.
ENGINEERING REPORT HE-05-1991 PAGE 4 D.
Measure Machinina Dimensions Of Cap Bores 1.
Chuck each cap at bolt hole flanges.
2.
Remeasure bores at defined intervals and depths, 3.
Map measured results.
E.
Measure Assembled Dimensions Of Cap Bores 1.
Assemble bore gage in valve housing in cylinder head.
m 2.
Calibrate gage.
3.
Torque each cap to head to 150 n ;os.
1 4.
Remeasure bores at defined intervals and depths.
5.
Map measured results.
F.
Measure Cap Flatness 1.
Mark cap flanges at eight equally spaced points about their circumference.
2.
Place caps on flat surface and determine cap sizes using feeler gages at marked points.
3.
Record gap sizes.
4 j
4.
Place inverted caps on 3-inch joe blocks.
5.
Sweep cap flange surfaces with dial indicator.
6.
Record greatest height variations.
G.
Determine Maximum Allowable Diametral Clearance 1.
Measure cap I.D.
2.
Measure piston O.D.
3.
Assemble one air start valve (F/L 02-359-03-04).
4.
Pop test valve at 100 psi.
5.
Reduce pilot pressure by 10 psi.
6.
Repeat steps 4 and 5 until valve fails to fully open.
7.
Record final pressure.
)
W COOPER
s.
ENGINEERING REPORT HE-05-1991
[
PAGE5 8.
Using lathe and fine grade sand paper turn down piston O.D.
approximately.001".
9.
Repeat steps 4 thru 8 until final pressure s 60 psi.
V.
DISCUSSION 6
The following items are pertinent results to the above detailed investigation.
1.
Manufacturina History e
A review of the cap manufacturing history shows that Enterprise has had difficulties maintaining the close bore diameter tolerance in the past. Until t
1983 a lathe was used to bore the caps. That technicue often produced out of round bores because the v-chucks that gripped 11e caps at the bolt hole flanges were hydraulically operated and tended to exert too much force in that direction of the structure.
The machining method was subsequently changed to utilize an end mill and four point chucks. The caps were gripped on the flange along the minor axis (perpendicular to the bolt hole) and clamping force was manually adjusted to better control bore out of roundness.
i Currently our Grove City manufacturers use three or four point chucks to hold cap body (away from the flanges) during milling. The bores are then honed with virtually no clamping force to best control bore integrity.
2.
Differential Thermal Growth The gray iron air start cap (ASTM A4B Class 40A) and stainless steel piston (316 SS) are known to have different coefficients of thermal expansion. Thermal growth of the dissimilar metals was calculated to determine its effect on the cap to piston clearance.
Using a coefficient of thermal expansion, a, for ASTM A48 of 6x10-6 in/in F, an a = 8.9 x 10-6 in/in *F for 316 stainless steel, and assuming a maximum temperature gradient of 100'F, the equation S=uATL shows the differential growth to reduce the clearance by.00065 inches.
This reduction of clearance alone should not jeopardize the function of the valve at standby temperature since the expected clearance is 1-3 mils.
However, the calculated differential growth is substantial if other clearance reducing factors are present.
W coopen j
i
ENGINEERING REPORT HE-05-1991 PAGE 6 i
3.
Bore Measurements The bores of the six subject air start caps (L1, LS, L5, L6, L7, LB designating engine bank and cylinder), and the new cap (S/N IJ2735), were measured per the above test procedure and those results are shown in. Note the al3ha variables represent the 30' intervals from bolt flange to bolt flange, t1e numeric variables show the depth of the measurements from the bottom of the bore to the lip. The measurements are in 1/10 mils.
Several corr.ments can be made regarding the results. Firstly, all of the cap bores conformed to thn design specification of 2.2495"/2.2505" with the exception of cap L5. Measurements of that bore were found to be as much 4
as 1.9 mils over nominal diameter along the bottom depth.
Diametral deviation was no greater than the other caps at that location and the c
remaining depths were measured within specification. No reasons for that nonconformance were visibly apparent but it should be noted that those measurements were taken as close as possible to the 3/32" re-entrant fillet at the bottom of the bore. A slightly oversized fillet, chamfer, or taper could have attributed to the unexpected bore measurements Additionally, the oversized bore at that location would not induce piston seizure.
Graphical representation of the bore measurements is shown in Attachment //.
The linear graphs trace the deviation from the mean diameter at each 30* interval from bolt hole flange to bolt hole flange. The four measurement depths are shown equ, ally spaced from the bottom of the bore to the bore lip. Measurements are in 1/10 mils. In general the bores appear to be slightly elongated along the axis coincident to the bolt hole i
flanges. Some exceptions to that are the measurements taken at the lip of cap bores L1, L3 and L8. Those measurements show the bores at that j
location to be slightly longer in the direction perpendicular to the bolt hole flanges.
4 l
The cap bores were remeasured while chucked in a lathe at the bolt hole flanges to simulate the forces imparted by the hydraulically chucks that were at one time used during cap manufactun, operated v-i ng.
These i
measurements and the corresponding graphs are shown in Attachments /!/
and IV. Although I was not able to chuck the caps to produce round bores, the plots show that material did deform and cause the bores to elongate in the direction perpendicular to the bolt hole flanges. A comparison of the chucked and unchucked measurements shows the Georgia Power caps to be out of round in the direction one would expect if excessive clamping force was applied to the bolt hole flanges during machining.
s 4.
Cap Flatness Each of the caps were examined to determine flatness integrity. Both the l
six Georgia Power caps and the new Enterprise cap were found to be slightly dished along the bolt hole flange axis with a high point between 1-2 mils.
The absence of any flatness disparities tends to discount the possibility of creep or plastic deformation of the cast iron caps.
Y COOPER 4
^
i ENGINEERING REPORT HE-05-1991 PAGE 7 5.
Torauino contributions To determine if the clamping force of the bolts on the air start cap flanges affects bore roundness, the caps were remeasured after being torqued in a valve housing in a cylinder head per the above outline. A special bore gage with a neck length of 20 inches was obtained for this purpose and was dismantled, reassembled, and calibrated in the cylinder head. Each cap was then torqued to the head with (2) 3/4"-10 UNF-3A capscrews (P/N GB-032-113)lubncated with 50/50 oil and graphite. The required 150 ft Ibs of torque was consistently reached in three steps. Both new and old caps deformed in the same manner, pinching at the bore lip in the direction of the bolt hole flanges. Analysis of the test results suggest the cap flanges behave as cantilever beams, bending under the transverse loading of the j
capscrews. The cap walls bow in the unconstrained region between the flange and cap top along that axis. The cap bores were found to pinch an average.71 mils with cap L7 displaying the most reduction of clearance at 1.1 mils.
(See Attachment V.)
Note, the valve housing flange was
. measured with respect to flatness and determined to be within.001 inch.
i Additional testing with the new air start cap was performed. Firstly, the cap mating surface was coated with a moly grease prior to assembly to reduce relative friction between the cap and housing and accent any bore distortions caused by torquing. No dimensional changes were apparent.
Measurements of the bore were also made after torquing the cap to 150 ft Ibs in one step. Again, no significant change in bore distortion was observed. Finally, the cap was torqued to 175 ft Ibs in four steps to predict bore deformation at the high limit (150 + 25/-0 ft /b). That test showed the bore to pinch in the bolt hole flange direction by 1.3 mils or an additional 44% for 16.7% added torque.
6.
Upper Limit of Ckerance l
Per design, the cap to piston diametral clearance can be between 1-3 mils.
Prompted by the Georgia Power failure to start and controlled by the 1 A-7818 matched cap & piston assembly, the clearance is currently maintained at 2-3 mils. An upper limit of 9 mils has traditionally been accepted to allow wear of the mating parts but no physical tests of record confirm that such a large diametral clearance would allow proper valve actuation.
As such, the " blow by" test described in the outline was 3erformed to determined at what maximum clearance pilot air pressure will se sufficient to overcome the valve spring force and actuate the valve.
Because proper starting air admission into a cylinder is dependent upon valve actuation duration and valve travel distance, and those parameters are governed by pilot air pressure and engine speed, certain assumptions were made for the test.
Firstly, although air start tank pressure is maintained at 250 psi, head loss due to friction in the tubing and venting at the air distributor significantly reduce that pressure to some unknown value at the air start valve pilot inlet. A value of 60 psi was assumed to be the lowest pilot air pressure to the air start cap in this test.
Secondly, in performing the test, pilot air signal duration was assumed to be infinite and proper starting air flow was determined to be a function of valve travel W
COOPER
l l
ENGINEERING REPORT HE-05-1991 l
PAGE 8 distance. Minimal pilot air pressure for a particular cap to piston diametral clearance was considered to be the lowest pressure at which the valve could fully open.
At 5.5 mils diametral clearance the subject starting air valve could be fully actuated with a pilot air signal at 60 psi. At 6.2 mils diametral clearance the valve could not fully open with the subscribed pilot air pressure. At the minimal clearance tested,1.5 mils, the valve performed similarly at 35 psi.
Note, the nominal pressure required to overcome the spring force is calculated to be 33 psl.
VI.
CONCLUSIONS 1.
The stainless steel air start piston and cast iron cap have dissimilar coefficients of thermal expansion. Calculations show that initial or ambient temperature diametral clearance can be reduced by as much as
.00065 inch at operating temperature.
2.
Manufacturing techniques. employed prior to 1983 are known to have induced out of round cap bores e ongated along the bolt hole flange axis.
That out of round condition was attributed to the high clamping force imparted on the caps by the hydraulic v-chucks that were used during machining. The physical tests performed and measurements recorded show the subject Georgia Power caps to be slightly out of round in a i
manner representative of that manufacturing vintage.
i 3.
Material creep or yielding does not appear to have occurred in the bolt hole flanges of the a,ir caps. Any permanent material deformation would most likely be apparent as an improper flatness. All of the subject caps were iound to be flat within 1-2 mils as was a new cap.
4.
Torquing both old and new caps to 150 ft Ibs caused the cap bores to pinch along the bolt hole flanges and reduce diametral clearance between.5 and 1.1 mils. The unsupported cap flanges behave as transversely loaded cantilevers deflecting under the bolt loads. At 175 ft Ibs of torque, the new cap was found to pinch 1.3 mils along the bolt hole flanges.
5.
Pilot air flow between the air star 1 piston and cap limits pilot air pressure and valve actuation. A maximum diametral clearance of 5.5 mils was determined to allow the test valve to fully actuate with a pilot pressure of 60 psi.
Vll.
RECOMMENDATIONS 1.
Change piston material f om 316 to 416 stainless steel. The 416 type has a coefficient of thermal expansion very similar to the gray iron air start cap (5.5 x 10-6 in/in *F vs. 6.0 x 10-6 in/in 'F).
That material is resistant to corrosion caused by water in the starting air system.
Its annealed hardness at 155 Bnnnel is very similar to 316 type at 149 Brinnel and Y
COOPER
ENGINEERING REPORT HE-05-1991
')
i PAGE 9 1
should be sufficient to guard against galling. However, the material can be i
heat treated to obtain a hardness up to 390 Brinnel.
2 Revise piston dimensions to limit cap to aiston diametral clearance to 2-4 mils.
The tests performed determinec the caps could deform under 175 ft lbs of torque by as much as.0013 inch. A revision to the piston O.D.
would eliminate the need to supply matched piston and cap sets as 1 A-7818 assemblies.
3.
Change the current published acceptable wear limits for the assembly from
.009 inch to.005 inch. Although only an actual engine air start test can accurately determine an upper limit to cap to ?iston diametral clearance, the test performed and parameters assumed incicate the existing wear limit to be too large.
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AIR START VALVE ASSEMBLY
i I
i ATTACHMENTI 1
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4
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STARTING AIR VALVE CAP BORES DIAMETERS L-1 IN 1/10 MILS L-3 IN 1/10 MILS 1
2 3
4 1
2 3
4 A
1
-1
-3
-3 A
5
-1 4
-4 B
0
-2
-3
-1 B
1
-2 4
-2 i
C 0
-3
-3 2
C 0
-5 1
0 D
1
-2
-2 3
D
-2
-4
-1 0
)
E 4
0
-2 1
E O
-4 1
0 F
2
-1 0
-1 F
3
-2 4
-2 G
2 0
-1
-3 G
S O
4
-4 L-5 IN 1/10 MILS L-6 IN 1/10 MILS 1
2 3
4 1
2 3
4 A
16 6
1
-5 A
1
-2 1
-6 B
14 4
1
-3 B
-1
-2 0
-6 C
14 4
1
-1 C
-2
-5
-3
-5 l'
D 14 6
2 1
D
-4
-6
-3
-6 E
19 11 5
1 E
-3
-6
-2
-5 F
16 9
3
-2 F
-2
-3 0
-5 G
16 6
3
-3 G
0
-2 0
-6
)
L-7 IN 1/10 MILS L-8 IN 1/10 MILS 1
2 3
4 1
2 3
4 A
-2 2
2 1
A 3
2 3
-4 B
-1 1
1 1
B 4
3 4
-1 C
-2
-2 1
3 C
5 4
6 3
D
-1
-1 1
3 D
5 4
5 3
E
-2
-2 0
3 E
3 2
3 1
F
-2 0
2 2
F 3
2 3
-2 G
-1 3
3 2
G 4
3 2
-2 NOTE: CAPS DESIGNATED BY BANK AND CYLINDER NUMBER I
NEW CAP IJ2735 IN 1/10 MILS 1
2 3
4 A
-1
-1 0
-2 B
-1 0
1
-2 C
-1
-1 1
-2 D
-3
-2
-1
-3 E
-2
-1
-1
-3 F
-1 0
0
-2 G
-1 0
1
-1
a a
4 i
ATTACHMENT 11 l
1 1
l 1
_.m
- N I
e AlRCAP L1 MEAN DIA. = 2.24994
[
34 32 -
30 -
28 g m
26 -
k 24 -
b 22 -
h 20 -
18 --
16 -
14 -
12 -
y 10 -
1 L
B-6-
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m 2 %
O 7
7 O
30 60 90 120 150 180 12:00 TO 6:00 e 30 DEGREE STEPS AIRCAP L3 MEAN DIA. = 2.24997 32 30 -
4
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26 s m
24 -:
22 -
b 20 -
h 1B-
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16 -
14 -
12 -
I y-10 -
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3 4-2-
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-2 O
30 60 90 120 150 180 12:00 TO 6:00 e 30 OEGREE STEPS
_. = _.. _ - -- _ _ _ _
l l
4 i
I ll r
1 AIRCAP L5 l
MEAN DIA. = 2.25057 60 55 -
i l
1 50 -
1 I
m 45 -
g g
35 :
m y
30 -
sa 25 -
~
i 20 -
g 15 -
I i
10 4 l
l 5
i i
i j
O 30 60 90 120 150 180 12:00 TO 6:00 0 30 DEGREE STEPS j
i AIR CAP L6 MEAN DIA. = 2.24972 2B 1
26 -
24 -<
l 1B-16 -
14 -
m 12 -
g 10 -
W g.
6-L 44 3
2-
[
O Z
-2 i
i e
i i
O 30 60 90 120 150 IBO 12:00 TO 6:00 e 30 DEGREE ETEPS
i AIRCAP L7 MEAN DIA. = 2.25005 35 i
i 30 -.
l 25 -
0 0
20 a
--- ~
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2 m
15 -
b l'
10 -
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t O-t i
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C 1
-5 O
30 60 90 120 150 180 4
/
12:00 TO 6:00 e 30 DEGREE STEPS 1
I AIRCAP L8 MEAN OIA. = 2.25026 4
32 30 -
j 2B -
26 -
l g
24 -
22 -
l l
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16 -
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14 -
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12 -
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30 60 90 120 150 180 l
12:00 TO 6:00 O 30 OEGREE STEPS 4
f i
L i
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i ATTACHMENT lli j
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i i
j STARTING AIR VALVE. CAP BORES DIAMETERS i
4
)
L-l' IN 1/10 MILS L-3' IN 1/10 MILS 1
2 3
4 1
2 3
4 A
-3
-6
-12
-15 A
3
-4
-2
-11 i
B
-1
-4
-3
-4 B
0
-5
-1
-6 C
3 3
6 9
C 2
-3 0
2 D
4 3
4 9
D 2
1 4
6 I
l E
2
-3
-3
-3 E
1
-1 4
0 1
F
-2
-10
-12
-14 F
1
-2
-1
-6 G
-3
-10
-13
-15 G
6
-4 0
-10 d
,1 t
L-5' IN 1/10 MILS L-6' IN 1/10 MILS 1
2 3
4 1
2 3
4 l
A 10 2
-7
-16 A
-2
-8
-9
-16 B
10 2
-3
-7 B
-1
-6
-5
-11 1
C 15 9
6 3
C 2
0 4
2 l
D 16 11 8
9 D
0 0
4 3
E 18 11 6
-1 E
-2
-5
-3
-5 I
F 13 3
-5
-11 F
-3
-10
-9
-11
]
G 15 2
-6
-14 G
-2
-7
-7
-15 i
i i
IN 1/10 MILS l
L-7' IN 1/10 MILS L-8' 1
2 3
4 1
2 3
4 i
=
)
A
-4
-4
-5
-12 A
-1
-4
-9
-23 B
-3
-2
-2
-4 B
0
-4
-7
-15 t
C 0
2 6
7 C
4 5
7 4
l D
2 4
7 11 D
9 12 15 15 E
0' O
3 4
E 5
7 9
5 j
F
-4
-4
-3
-8 F
1 0
-2
-12 G
-3
-3
-4
-11 G
1
-2
-9
-22 NOTE: CAPS DESIGNATED BY BANK AND CYLINDER NUMBER i
9 i
4
^
4 J
l l
i
<l i
AIRCAP L1 MEAN DIA. = 2.24994 40 J5 -
30 -
g 25 -
a 4
20 -
E i
h 15 J 10 -
m, h
~
-5 j
O 30 60 90 120 150 180 j
12:00 TO S:00 @ 30 DEGREE STEPS
(
i AIRCAP L3 MEAN DIA. = 2.24997 40 j
35 -
i 30 -
s 25 -
20 -
t a
so 15 -
w 5
10 -
5-2
~
i i
i e
i j
O 30 60 90 120 150 150 12:00 TO 6:00 e 30 DEGREE STEPS
AIRCAP L5 MEAN DIA. = 2.25057 70 60 -
50 -
40 -
g
{
30 -
b
~
]
o O
30 60 90 120 150 180 12:00 TO 6:00 e 30 DEGREE STEPS AIRCAP L6 MEAN DIA. = 2.24972 40 35 -
30 -
,5 25 -
20 -
g m
h 15 -
- f k
10 -
5-a.)
0-
-5 8
i i
j O
30 60 90 120 150 130 12:00 TO 6:00 O 30 DEGREE STEPS
AIRCAP L7 MEAN DIA. = 2.25005 45 40 -
i 35 -
i 30 -
25 -
l Q
20 -
t 5
15,
ErW 10 -
k.
+-
5a A
13 i
-5 7
i i
0 30 60 90 120 150 180 12:00 TO 6:00 0 30 OEGREE STEPS i
AlRCAP L8 MEAN DIA. = 2.25026 45 l?
40 -
35 -
i vi 30 -
8 25 -
20 -
15 -
W 10 --
4 m
5 5 O
l-N
- )
-5 O
30 60 90 120 150 180 12:00 TO 6:00 e 30 DEGREE STEPS i
i 1
0*
9 e
e I
l i
o ATTACHMENT V i
e COOPER t-m.
STARTING AIR VALVE CAP BORES DIAMETERS ASSEMBLED, UNTORQUED L-1 IN 1/10 MILS L-3 IN 1/10 MILS 1
2 3
4 1
2 3
4 A
2 1
-3
-1 A
3
-1 2
2 B
2 0
-2 0
B
-1
-3
-3 1
C 2
0
-2 0
C
-2
-4
-2 0
D 3
1
-1 0
D 0
-3
-3
-1 E
2 2
-2 0
E 4
0 2
2 L-5 IN 1/10 MILS L-6 IN 1/10 MILS 1
2 3
4 1
2 3
4 A
11 5
2
-2 A
0
-2
-2
-1 B
9 4
2 0
B
-2
-2
-5
-3 C
12 7
4 2
C
-5
-6
-6
-4 D
15 8
6 2
D
-4
-5
-3
-2 E
11 4
2
-2 E
O
-2
-1
-1 L-7 IN 1/10 MILS L-8 IN 1/10 MILS 1
2 3
4 1
2 3
4 A
-1 1
4 3
A 2
2 3
-1 B
-2
-1 0
1 B
3 4
6 4
C
-2
-2 0
2 C
4 4
3 4
D
-2
-2 2
2 D
2 0
2
-1 E
O 2
4 4
E 1
2 3
0 NOTE: CAPS DESIGNATED BY BANK AND CYLINDER NUMBER NEW CAP IJ2735 IN 1/10 MILS 1
2 3
4 A
8 8
3 1
B 4
5 3
0 C
3 0
-2
-3 D
2 0
2
-2 E
8 8
4 2
i l
t e
t STARTING AIR VALVE CAP BORES DIAMETERS
[
ASSEMBLED, TORQUED TO 150ftlbs.
L-l' IN 1/10 MILS L-3' IN 1/10 MILS 1
2 3
4 1
2 3
4 A
11.
16 16
-6 A
11 12 15
-5 B
1 1
1 1
B
-1
-2 1
3 C
-2
-2
-1 5
C
-5
-5
-1 5
D' 7
7 6
2 D
2 1
3 2
E 12 18 15
-5 E
11 15 17
-6 L-5' IN 1/10 MILS L-6' IN 1/10 MILS 1
2 3
4 1
2 3
4 A
19 20 17
-7 A
12 16 16
-6 B
10 6
5 5
B
-1 0
-1 0
C 10 6
7 8
C
-7
-7
-4 2
D 19 15 13 4
D 0
2 4
0 E
22.
23 18
-6 E
11 16 17
-7 1
L-7' IN 1/10 MILS L-8' IN 1/10 MILS 1
2 3
4 1
2 3
4 A
12 20 22
-7 A
12 20 18
-8 B
-1 4
6 4
B 4
4 6
9 C
-5
-3 4
9 C
1 5
8 10 l
D
-2 5
7 6
D 4
7 10 5
l E
12 20 23
-7 E
12 21 18
-8 NOTE: CAPS DESIGNATED BY BANK AND CYLINDER NUMBER NEW CAP IJ2735 IN 1/10 MILS 1
2 3
4 A
20 24 18
-6 B-2 3
6 7
C 0
0 2
5 D
8 10 8
-4 E
19 26 17
-7
r w
,.2 s,
i i
STARTING AIR VALVE CAP BORES DEVIATIONS f
ASSEMBLED, TORQUED TO 150ftlbs.
[
L-l' IN 1/10 MILS L-3' IN 1/10 MILS
~1 2
3 4
1 2
3 4
A 9
15 19
-5 A
8 13 13
-7 B
-1 1
3 1
B 0
1 4
2 i
C
-4
-2 1
5 C
-3
-1 1
5 D
4 6
7 2
D 2
4 6
3 E
10 16 17
-5 E
7 15 15
-8 L-5' IN 1/10 MILS L-6' IN 1/10 MILS 1
2 3
4 1
2 3
4 l
A 8
15 15
-5 A
12 18 18
-5 f
B 1
2 3
5 B
1 2
4 3
C
-2
-1 3
6 C
-2
-1 2
6 D
4 7
7 2
D 4
7 7
2 E
11 19 16
-4 E
11 18 18
-6 i
L-7' IN 1/10 MILS L-8' IN 1/10 MILS 1
2 3
4 1
2 3
4 l
A 13 19 18
-10 A
10 18 15
-7 B
1 5
6 3
B 1
0 0
5 C
-3
-1 4
7 C
-3 1
5 6
D 4
7 5
4 D
2 7
8 6
E 12 18 19
-11 E
11 19 15
-8
?
NOTE: CAPS DESIGNATED BY BANK AND CYLINDER NUMBER l
NEW CAP IJ2735 IN 1/10 MILS f
1 2
3 4
A 12 16 15
-7 B
-2
-2 3
7 C
-3 0
4 8
)
D 6
10 6
-2 E
11 18 13
-9 A
__