ML20094L996
| ML20094L996 | |
| Person / Time | |
|---|---|
| Site: | Shoreham File:Long Island Lighting Company icon.png |
| Issue date: | 08/14/1984 |
| From: | Harris D, Dante Johnson, Mccarthy R, Pischinger F, Seaman C, Swanger L, Youngling E LONG ISLAND LIGHTING CO. |
| To: | |
| Shared Package | |
| ML20094L822 | List: |
| References | |
| OL, NUDOCS 8408150514 | |
| Download: ML20094L996 (450) | |
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LILCO, August 14, 1984
- DIX'KE TED-USNRC UNITED STATES OF AMERICA 14 AGO 15 A9:56 NUCLEAR REGULATORY COMMISSION
.0FFICE OF SECliETAr 3 .00CY.EitNG A SENVif::
Before the Atomic Safety and Licensing Board DRANCH d
In the Matter of )
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LONG ISLAND LIGHTING COMPANY ) Docket'No. 50-322 (OL)
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(Shoreham Nuclear Power Station, )
Unit 1) )
TESTIMONY OF DAVID O. HARRIS, DUANE P. JOHNSON, ROGER L. McCARTHY, FRANZ F. PISCHINGER, CRAIG K. SEAMAN, LEE A. SWANGER AlO EDWARD J. YOUNGLING ON BEHALF OF LONG ISLAND LIGHTING COMPANY OF SUFFOLK COUNTY CONTENTION REGARDING AE PISTON SKIRTS ON DIESEL GENERATORS AT SHOREHAM Testimony and Attachments Volume 1 of 2 8408150514 840sg4 (DRADOCK-05000322PDR . _ ,
i TABLE OF CONTENTS Page I. Introduction of Witnesses........................... 1 II. Background.......................................... 7 III. FaAA's Crack Initiation.and Gros!th Analyses Show Cracks In The AE Piston Skirts Might Initiate, But Will Not Grow......................... 13 A. General Approach And Assumptions.................................... 13 B. Experimental Procedures........................ 22 C. Numerical Procedures........................... 25
- 1. Isothermal Analysis....................... 28
- 2. Crown / Skirt Interaction Model............. 32-D. Fatigue Crack Initiation Analysis.............. 39 E. Fatigue Crack Growth Analysis.................. 44 IV. Operating Experience................................ 50 V. Side Thrust Load Is Not A Design Or Operation Problem With The AE Pistons At Shoreham................................. 58 A. Shoreham AE Piston Skirt....................... 58 B. FaAA Analysis.................................. 64 f
VI. Tin Plating On The AE Pistons At Shoreham Will Not Lead To Failure................... 66
.VII. Conclusion.......................................... 72
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O REU\TED COEEE LI LCO,' August 14, 1984 V -
UNITED STATES,OF AMERICA 00ff'ijD y
NUCLEAR REGULATORY COMMISSION
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, Before the Atomic Safety and Licensing Board 9 ?$6 tYg $ IA.~ -
In the Matter of BRakC"E UD
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LONG ISLAND LIGHTING COMPANY ) Docket No. 50-322'(OL)
(Shoreham Nuclear Power Station,
- Unit 1) )
TESTIMONY OF DAVID O. HARRIS, DUANE P.. JOHNSON, ROGER L. McCARTHY,' FRANZ F. PISCHINGER, CRAIG K. SEAMAN, LEE A. SWANGER AND EDWARD J. YOUNGLING ON BEHALF OF LONG ISLAND LIGHTING COMPANY ON SUFFOLK COUNTY CONTENTION REGARDING '
AE PISTON SKIRTS ON DIESEL GENERATORS AT SHOREHAM i
I. Introduction of Witnesses
- 1. Please state your names, employers and business ad-p dresses.
A. (Harris) My name is Dr. David O. Harris. I am em-ployed by Failure Analysis Associates (FaAA), 2225 East Bayshore Road, Palo Alto, California 94303.
(Johnson) My name is Dr. Duane P. Johnson. I am also employed by FaAA, 2225 East Bayshore Road, Palo Alto, California 94303.
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(McCarthy) My name is Dr. Roger L. McCarthy. I am President of FaAA, 2225 East Bayshore Road, Palo Alto, l California 94303. H
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, (Pischinger) My name is Dr. Franz F. Pischinger. I am President of FEV (Research1 Society for Energy, Technology
.and Internal Combustion ~ Engines) and full professor at the Uni-versity of Aachen, Institute of Applied Thermodynamics. Myfad-dress is Erkfeld 4, Aachen, West Germany.
(Seaman) My name is Craig K. Seaman. I am employed by'Long Island Lighting Company (LILCO), North Country,R'oad,
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Wading River, New York 11792.
(Swanger) My name is Dr. Lee A. Swanger. I'am also employed by FaAA, 2225 East Bayshore Road,-Palo Alto, California 94303.
(Youngling) My name is Edward J. Youngling. I am also employed by LILCO, North Country Road, Wading River, New York 11792.
, 2. Please state your responsibilities in your current employment relevant to the AE pistons at Shoreham and your edu-cational and professional backgrounds.
A. (Harris) I am a Managing Engineer and manager of the fracture mechanics section of FaAA. I am responsible for the stress. analysis and fracture mechanics analysis of various me-chanical components. I am the principal investigator in a num-ber of. fracture mechanics contracts in which FaAA is involved, including one analysis of cracking in nuclear reactor piping that is being funded by the Nuclear Regulatory Commission.
FaAA has also recently begun work on development of a computer
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code for NASA that will predict crack growth under a very wide variety of conditions. I have been involved in fracture me-chanics analysis of crack growth for many years and, as can be seen from my resume (Attachment 1), have numerous technical publications in this area. I am the task leader for pistons
. for.the TDI Owners Group. I am responsible for the stress and fracture mechanics of TDI pistons. My educational and profes-sional backgrounds are detailed in my resume, Attachment 1 to this testimony.
(Johnson) I am nondestructive testing manager for FaAA responsible for all of its nondestructive testing. I am a qualified Level III inspector in eddy current and ultrasonic
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test methods. I supervised the eddy-current inspections of the AE pistons at TDI before shipment to LILCO and the inspections of the AE piston skirts after operation. My educational and-
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professional backgrounds are detailed in my resume, Attachment 2 to this testimony.
(McCarthy) I am a registered professional engineer
) specializing in mechanical design. I am principal design engi-neer at FaAA. I have five degrees, culminating in a Ph.D. in Mechanical Engineering from MIT. My specialization and Ph.D.
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thesis was in mechanical and thermal design. My role in the piston program was to personally inspect various piston types at FaAA. I had executive oversight responsibility for FaAA's
)- performance and performed final technical review of all'the
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~ reports. I have ultimate managementLresponsibility for_the
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quality and caliber of FaAA's technical. product. Btr. education-al.and' professional backgrounds are_ detailed in my resume- At-tachment 3 to this testimony.~ *
(Pischinger) I am familiar with the design, function and operation of pistons as.a result of 26. years of experience in diesel engine design and testing. Specifically,-FEV re-viewed the pistons, cylinder liners and piston rings in the EDGs at Shoreham as a part of. Phase II of the TDI Owners Group Design Review Quality Revalidation (DRQR) program. My_educa-tional and professional backgrounds are detailed in my resume,.
Attachment 4 to this testimony.
(Seaman) I am the Project Engineer with the Shoreham Nuclear Power Station. As Program Manager for the-TDI Cwners Group Program my responsibilities for the AE pistons included:
review and approval of the quality revalidation task descrip-tions and Phase I and Phase II reports; review of component (AE piston) reports both for Phase I and Phase II reports; chairing b the Component Selection Committee charged with the responsibil-ity for selecting the pistons for inclusion-into the DRQR Pro-gram and establishing minimum review requirements; and managing-I 'the overall program which included the design review and in-spections on the AE pistons. My educational and professional-backgrounds are detailed in my resume, Attachment 5 to this
); testimony.
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(Swanger) I am a Managing Engineer for FaAA spe-
.cializing-in materials science. My responsibilities in re-viewing the AE piston skirts included, to some' extent,.evalua-tion of metallurgical aspects, evaluation of manufacturing techniques, assessment of interaction with'other components, specifically piston rings, cylinder liners, piston pin and pis-ton pin bushing and the1 influence of_ diesel engine operation on the pistons. My educational and professional backgrounds are detailed in my resume, Attachment 6 to this testimony.
(Youngling) I am Manager of the Nuclear Engineering Department for LILCO. Since May 1984, I have held the position of Manager of the Nuclear Engineering Department reporting to
'he Vice President, Nuclear Operations. In this capacity, I am responsible for engineering support of the Shoreham station, including the three TDI Emergency Diesel Generators. From 1981
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through 1984 as Startup Manager, I was responsible for imple-mcating the preoperational test program for the Shoreham sta-tion. In particular, I was responsible for implementing ini-
! tial operation and check out and subsequent preoperational testing of the TDI diesel generators. After the failure of the.
EDG 102 crankshaft, I was designated as the Recovery Manager for the. repair and requalification of the diesel generators. My_
educational and professional backgrounds are detailed in my.
j resume, Attachment 7 to this testimony.
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- 3. 'What issues have you been asked to address in your testimony?-
A. (Harris, Johnson, McCarthy, Pischinger, Seaman, Swanger, Youngling) We have been asked to address the specific contentions admitted by the Board's July 17, 1984 Memorandum and Order regarding the AE piston skirts on the emergency die-sel generators (EDGs) at Shoreham Nuclear Power Station (Shoreham):
All AF piston skirts in the EDGs were replaced with TDI model AE piston skirts. The replace-ment AE pistons are of inadequate design and manufacturing quality to satisfactorily with-stand operating conditions, because:
(a) the FaAA report conclusion that cracks may occur but will not propagate im-properly depends on a fracture mechanics anal-ysis of an ideal situation which is not valid for the actual conditions which may be experi-enced by the Shoreham diesels, (b) excessive side thrust load, which
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could lead to catastrophic failure, has not been considered adequately, and (c) the analysis does not adequately con-sider that the tin-plated design of the pis-tons could lead to scoring causing excessive gas blow-by, and thereby causing a failure of I
proper operation.
Our testimony, in summary, is that:
(1) The FaAA conclusion that cracks may or may not initiate in the AE piston
) skirts, but if initiated, will not grow, is based on crack initiation and growth analyses considering the impor-tant loads and displacements reflected in the actual operating conditions to be experienced by the Shoreham EDGs.
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- (2) Actual operating experience shows no relevant indications in AE piston skirts.
(3) The side thrust load on the AE' piston skirts is not. excessive. Side. thrust
-load is not.a design or operation-problem with the AE~ piston skirt.
(4) The tin-plated design of the AE piston skirt is intended to.act as a protec-tive covering for the piston skirt and is'not the source of any excessive scuffing that could lead to failure.
No known. failures of pistons have been caused by tin plating.
- 4. Are you familiar with the testimony filed by the County on July 31, 1984 in support of its contentions regarding the.
pistons in this proceeding?
A. (Harris, Johnson, McCarthy, Pischinger, Seaman, Swanger, Youngling) Yes.
II. Background I
- 5. Before proceeding to the specific points to be dis-cussed in your testimony, please describe the AE piston skirts.
A. (Harris, Swanger, Youngling) Exhibit P-1 is a photo -
graph of an AE piston skirt. The skirt is a cylindrical cast-
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ing manufactured of 100-70-03 grade ASTM A536 ductile iron.
The piston skirt fits within the cylinder and transmits the
-loads resulting from the combustion cycle of the EDG to the wrist pin and connecting rod, thereby exerting loads that pro-duce torque to drive the crankshaft. The mechanical link be-l tween the crankshaft and the piston are the connecting rod and
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the wrist pin (connected to the piston skirt).
.The complete piston consists of'the piston skirt and a piston crown. Exhibit'P-2 shows the top of the skirt and crown f
with studs that extend through the skirt to attach the crown to the skirt. . Exhibit P-3.shows the crown to skirt mounting. At room temperature when no pressure is applied, the crown con-tacts-the skirt only over an inner ring located just inside the stud bolt circle. To compensate partially for normal thermal distortion of'the crown due to temperature-differential,'the crown is manufactured so that there is a cold clearance or gap between 0.007 and 0.011 inch between the outer contact rings on the crown and the skirt. The gap at the outer ring will close under certain pressure and temperature conditions thereby transmitting a portion of the load from the piston crown to the piston skirt through the outer contact ring. This provides a corresponding reduction in the load on the inner contact ring.
In turn, this results in a reduction in the stresses in the stud boss region of the skirt where the stresses are the high-est.
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- 6. Were the gap sizes between the outer contact ring on the crown and skirt in the AE pistons at Shoreham measured?
A. (Seaman, Youngling) Yes. The gap size is measured
) as a standard practice pursuant to piston reassembly guidelines. For instance, gap sizes were measured when the AE piston skirts were installed in November 1983. More recently,
) the gaps in the ten pistons inspected during the DRQR program
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were measured-during reassembly and were determined to be with-in the 0.007 and 0.011 inch range. Documentation of those mea-
.surements is. included in Exhibit P-4.
- 7. Please describe the critical stresses on the. piston skirts.
A. (Harris, McCarthy, Swanger) The pistons experience 1.35 million cycles of stress every 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> of engine op-eration. Therefore, cyclic stress levels that may produce crack initiation under high cycle fatigue conditions are of primary concern in evaluating a piston's ability to withstand operating stresses. The fatigue failure of metals, which in-volves the initiation of cracks, has been experimentally ob-served to occur as the result of repeated cycling between dif-ferent stress levels. Therefore, the maximum and minimum stresses during a stress cycle are of primary interest in a fa-4 tigue analysis.
- 8. Please describe the factors that determine the minimum and maximum stresses in the Shoreham piston skirts.
A. (Harris, McCarthy, Swanger) Stresses in pistons are produced by various loads. The loading on the piston consists l
l of pressure in the combustion chamber, friction and inertia.
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The largest loads that the piston sees occur at the top and bottom dead center. At top dead center and bottom dead center there is no relative motion between the piston and cylinder p
m liner. Frictional forces are very small at these positions, and frictional loads are, therefore, not considered in analyz-ing minimum and maximum stresses. The minimum stress (largest negative or compressive stress) in the skirt is caused by the firing pressure, which occurs close to top dead center of the power stroke. The maximum stress (largest positive or tensile stress) occurs due to inertia'at' top dead center of the exhaust stroke. The stresses due to inertia at top dead center of the exhaust stroke are insignificant in the analysis of crack
-initiation, but do serve to define the opposite end of the stress cycle, i.e., the maximum stresses. Other factors such as thermal distortion, gap size and inertia loading also influ-ence the minimum stress. The most influential factor, however, is the peak firing pressure. Gap size, thermal distortion, stud pre-load and the influence of these parameters on the pos-sibility of momentary lift-off of the crown from the skirt are also other factors influencing the maximum stress, but the most influential factor is the inertia loading.
- 9. How did FaAA determine that peak firing pressure oc-curred at top dead center of the power stroke?
A. (Harris, Swanger) FaAA developed a pressure / crank angle diagram that shows the firing pressare for various crank angles. The largest firing pressure occurs close to top dead center of the power stroke, which corresponds to zero degree of crank angle. Exhibit P-5 is a copy of the pressure / crank angle diagram.
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- 10. How was it determined that the maximum-inertia load-ing on the piston occurs at the top dead center position?
A. (Harris) ~ A kinematic analysis of the piston, con-
.necting rod, and crankshaft assembly revealed that the maximum piston acceleration occurs at the top dead center position.
The top dead center position at exhaust is of primary interest only because this is one of the loadings that influences the cyclic stresses.
- 11. Why did LILCO replace the AF design piston skirts with AE design piston skirts?
A. (Seaman, Youngling) In November 1983, LILCO replaced the AF skirts with the AE skirts. At that time, the Owners Group analysis of the AF piston skirt to determine the possible extent of crack propagation which could result frora continued operation had not been performed. Although cracking had been observed in the AF skirts, no. failures had been experienced in the Shoreham type AF skirts in nuclear operation. LILCO, how-ever, in consideration of its engine rebuild schedule and the
, time required to complete the AF analysis, decided to replace the AF skirts with the improved AE design. The analysis (which was completed later) verified through optical metallography, scanning electron microscopy and fracture mechanics analysis that the cracks in the AF skirt had arrested.
- 12. What are the major differences in the design between
, the AE piston skirt now in the EDGs at Shoreham and the AF de-sign originally in place at Shoreham?
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A. (Harris,-Seaman, Swanger) The major differences be-tween the AF and AE designs are in the boss regions through which' studs extend to attach the crown to the skirt. The stud attachment bosses are considerably enlarged.in the AE design.
The thickness of the material around the stud hole for the AE design was increased by 82% over the AF design. The extent of the thickened area around the stud hole was also increased. In addition to the modifications to enlarge the stud attachment bosses, the following changes were made:
(1) Thickening of the walls of a cavity that extends from the top of the wrist pin boss to the top of the skirt.
(2) Thickening and filling in the material around the wrist pin hole.
(3) Thickening and tapering of the circumfer-ential rib that runs between the wrist pin bosses.
The major differences between the AF and AE designs are shown on Exhibit P-6.
- 13. Did the Owners Group review both the AE and AF piston skirts?
A. (Harris, McCarthy, Seaman) Yes. Even though the AE l skirts had not demonstrated design or operational problems, the l
! Owners Group decided to verify that the AE skirt design was, in
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fact, an improvement over the AF skirt design. The analyses l
! showed that cracks in the AE skirt might not even initiate, but if they did, they would not propagate.
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III. FaAA's Crack Initiation And Growth Analyses Show Cracks In The AE Piston Skirts Might Initiate,-But Will Not Grow.
A. General Approach And Assumptions
- 14. Please describe the FaAA analyses of crack initiation and growth in the AE piston skirt.
A. (Harris, McCarthy) The analyses included basically three steps. First, the minimum and maximum stresses in the stud boss region of the AE piston skirts were evaluated by both experimental procedures (strain gage measurements) and numeri-cal procedures (finite element analysis). The stresses were determined for peak firing pressure and inertia at top dead center of the power stroke and for inertia loading at top dead center of the exhaust stroke. These .wo loading conditions provide the maximum and minimum stresses in the stud boss re-gion and, therefore, serve fully to define the cyclic stress levels. The second step was to input these two sets of stresses into the fatigue analysis using a " modified Goodman uiagram." The use of the experimental stresses, in combination with the modified Goodman diagram, predicted that cracks would not initiate in the pistcn skirt. Similar procedures using the numerical stresses, however, predicted that cracks could possibly initiate in the stud boss region. Therefore, a third step was necessary, i.e., a fracture mechanics analysis, to de-termine the growth behavior of the hypothesized initiated
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cracks. Fracture mechanics analysis would also determine growth behavior from any possible initial imperfections in the skirt. The growth behavior of the hypothesized cracks was evaluated from information on stresses in the uncracked piston skirt in combination with fracture mechanics procedures. The analysis showed that any cracks that could possibly initiate in the stud boss region would not grow.
- 15. Why were both experimental and numerical procedures used to evaluate the stresses in the stud boss region?
A. (Harris, McCarthy) The experimental observations provided checks on the accuracy of the idealizations of the fi-nite element analyses and verified that they provided conserva-tive results. The use of the two approaches provided cross-checks and, therefore, provided results in which we have more confidence. Furthermore, a combination of experimental and numerical procedures was believed to be necessary to pro- j vide a complete understanding of the stresses in the critical regions of the skirt and to provide information on the combined I
behavior of the crown / skirt assembly.
- 16. Please describe why stresses in the stud boss region were considered as opposed to other areas of the piston skirt.
) A. (Harris, McCarthy, Swanger) The numerical analysis did consider stresses in the entire piston skirt, but the anal- ;
ysis was concentrated in the stud boss region. The stresses
) dcrived from the experimental procedures also considered
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several regions of the skirt, but also concentrated on the' stud boss region. The' stud boss region was emph'asized for two rea-sons. First,. inspection of all of the AF piston skirts origi-nally installed in the Shoreham EDGs disclosed linear indica-tions in one or more of the skirt-to-crown stud-attachment bosses in each of these skirts. Second, a stress coat test performed on the AE skirt identified precisely this region as the-most highly stressed area of the AE skirt.
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- 17. Please describe the stress coat test.
A. (Harris, Swanger) The stress coat test consisted of applying a brittle lacquer on the inside of the piston skirt, stressing the skirt with hydraulic pressure and looking for cracks in the lacquer. The lacquer used is commercially avail-3 able and is specifically intended for experimental determina-tion of the location of maximum stresses. The regions where the lacquer first cracks as pressure is applied are the regions of highest stress. The piston was subjected to hydraulic pres-sures as high as 2,000 psig, well above any reported for the Shoreham EDGs. Only the lacquer in the stud boss region cracked, thereby indicating this region to be the most highly stressed.
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- 18. What is wrong with the County's five criticisms of the assumptions it alleged FaAA made in its fracture mechanics analysis?
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A. (Harris, McCarthy, Swanger) The county. criticized RFaAA's fracture mechanics analysis because it assumed (1) "com-plete adherence to TD1 drawing dimensions;" (2)'AE piston mate-rial free from. imperfections; (3) "a non-corrosive operating environment free of gasses, water or vapor;" (4' ~aximum peak firing pressure of 1,670 psi; and (5) a uniform skirt tempera -
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ture. First, Fa/V4 did not make the assumptions alleged by the County in (1) and (2). Second, the assumptions in (3) through (5) are reasonable.
- 19. Why is.the County's allegation wrong that the FaAA analysis assumed " complete adherence to TDI drawing dimen-sions?"
A. (Harris, McCarthy, Swanger) FaAA made measurements from an actual AE piston skirt in addition to reviewing dimen-sions on TDI drawings. Furthermore, FaAA verified some of the dimensions used in its analysis with actual field measurements of AE piston skirts made during the engine rebuild program and the DRQR program. Representative measurements taken by these
- , programs are included in Exhibit P-7.
- 20. Why is the County's allegation incorrect that FaAA assumed the AE piston material was free from any small imper-fections?
) A. (Harris, Johnson, McCarthy, Seaman, Swanger) Fracture mechanics analysis will actually show what level of imperfec-tion can be tolerated in the material. The FaAA fracture me-chanics analysis of the AE piston skirt, which will be l
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discussed in detail below, showed that a-crack up to 1/2 inch deep would not propagate. This also means that cracks would not grow from any possible initial imperfection under-1/2 inch in size. In addition, to preclude any significant imperfec-tions, all AE piston skirts were inspected by liquid dye penetrant and eddy-current at,the TDI factory in Oakland prior to shipment to LILCO. TDI performed the liquid dye penetrant inspections which were witnessed by LILCO and Stone & Webster.
FaAA perfo med the eddy-current testing. Piston skirts were rejected, prior to shipment to Shoreham, for any linear indica-tions for which the liquid dye penetrant exceeded 1/32 inch in length. Exhibit P-8 includes documentation regarding the lig-uid dye penetrant testing, the certificates of compliance and the receipt inspections for the AE piston skirts at Shoreham.
- 21. Did FaAA consider the effect of corrosion in the op-erating environment in its fracture mechanics analysis?
A. (Earris, McCarthy, Swanger) Yes, and FaAA concluded that the environmental conditions inside the crankcase are not expected to have an influence on the crack growth characteris-tics of the piston skirt material. The vapors present in the crankcase are not the type that are commonly observed to accel-erate crack growth. Furthermore, environmental enhancement of crack growth is not expected at the higher frequency (225 cy-cles per minute) experieaced by the Shoreham EDGs.
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- 22. Does LILCO have procedures to control the environ-mental conditions in the crankcase that might lead toccorro-sion?
A. (Youngling) Yes. LILCO takes routine oil samples from the Shoreham EDGs to check for any acidity and moisture.
A. (Youngling) No. After 600-800 hours of operation, the AF piston skirts in the EDGs at Shoreham showed no signs of corrosion.
- 24. Is 1,670 psig a reasonable representation of the peak firing pressures actually experienced by the Shoreham EDG's?
A. (Harris, Youngling) Yes. The 1,670 psig peak firing pressure is reasonable based on independent FaAA and Stone &
Webster measurements, TDI factory tests and the preoperational qualification test procedures.
- 25. Please des ~ ribe the FaAA and, Stone & Webster measure-ments of the peak firing pressures.
A. (Swanger) FaAA and Stone & Webster conducted a joint test to measure the pressure versus crank angle relationship which included measuring the peak firing pressure. A piezo-electric transducer was used directly to measure the i pressure inside the combustion chamber. The angle of the crankshaft was recorded simultaneously on a separate channel of the instrumentation recording the firing pressures. The posi-
) tion at top dead center was recorded for every revolution.
l Measurements were also taken simultaneously at the pressure cocks on the side of the cylinder using a Kiene gage to measure the cylinder firing pressure.
Exhibit P-5 is the pres-sure/ crank angle diagram developed by FaAA.
- 26. What. peak firing pressures did TDI measure in their factory tests as reported to LILCO in the TDI instruction manu-al?
A. (Seaman, Youngling) The County's Exhibit 46, Document No. 6 (DSR-48, Engine No. 74011) details these measurements.
During actual operation of an engine, peak firing pressure was measured at 25%, 50%, 75%, 100%, and 110% of rated power.
These measurements were made for each cylinder and provided to LILCO as a part of the TDI instruction manuals supplied with the engines. The maximum pressure shown on Document No. 6 for 100% is 1,650 psig. The County incorrectly characterized some TDI measurements as high as 1,750 for 100%. As shown on the County's Exhibit 46, Document No. 6, the 1,750 psig value was actually taken at 110%. The County used this erroneous inter-pretation of the TDI measurements to help support its conclu-sion that the Shoreham EDG peak firing pressure was as high as 1,750 to 1,800 psig.
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- 27. Please describe the measurement of peak firing pros-sure in the preoperational qualification test procedures.
A. (Youngling) During the preoperational qualification test, the engine was run at 3,500 kW, and a full set of firing k
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- pressures was taken at each of the-eight cylinders using a Kiene gage. Exhibit P-9 includes the peak firing pressures measured before and after the crankshaft replacement. Exhibit P-9 also-includes an example of the preoperational-test proce-dures. These recorded data indicate a range offaverage' firing pressures between 1,522.5 psig and 1,671 psig.
- 28. Did the FaAA analysis consider peak firing pressure under overload conditions?
A. (Harris, Swanger) The static experimental procedures censidered pressures as high as 2,000 psig, which is well in-excess of reported peak firing pressure. Contrary to the Coun-ty's-understanding, strain gage measurements were not limited to a maximum of 1,600 psig and strhins corresponding up to 2,000 psig were reported on Figures 3-5 through 3-8 of the FaAA Piston Report. These figures are included in Exhibit P-10. In its numerical procedures, FaAA did not consider peak firing pressure at overload because the engine operates a relatively small amount of time under overload conditions and, therefore, would have little effect on the initiation and growth of cracks.
Subsequent analyses, using the crown / skirt interaction model described below, were performed on the cracking behavior of AE piston skirts subjected to higher hypothesized firing pressures. It was found that pressures above 2,200 psig are l
) required before possible initiated cracks could grow.
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Therefore, the conclusion drawn-in the initial analysis that employed a peak firing pressure of 1,670 psig is valid for
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pressures up to 2,200 psig, which is well above any reported peak firing pressures in TDI R-4 engines, even under overload conditions.
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- 29. Why is it reasonable to assume a uniform skirt tem-I perature?
A. (Harris, McCarthy, Swanger) Temperatures measured by TDI, and independently verified by FaAA as being reasonable, indicate temperatures on the bottom of the crown are nearly constant and equal to abodt 200 F. This suggests the piston skirt is nearly isothermal under steady-state operating condi-tions where the surrounding cooling water and oil range ~in tem-perature between 190' F and 160* F.
- 30. How were the temperatures measured by TDI indepen-dently verified by FaAA?
A. (Harris, Swanger) TDI measured peak temperatures in the crown and furnished those temperatures to FaAA in the form shown on Exhibit 2-11. FaAA made independent calculations using transient radiative and convective heat transfer analysis to verify these measurements. The analysis utilized reasonable f
values for coolant temperatures, convective heat transfer coef-ficients and combustion gas temperatures derived from the pres-sure/ crank angle diagram (Exhibit P-5). Key features of the
) calculated temperature field, including peak temperature and
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~1 temperature gradient through the central portion of the crown,
.were in agreement with TDI measurements of temperature.
- 31. Did the FaAA< analyses' consider the operating condi-y
-tions experienced b' ,therEDGs at Shoreham?
A. (Harris, McCarthyi.Swanger) ;Yes. FaAA determined J .
-the critical loads and areas;to be studied and applied the analyses and procedures to predict and evaluate the stresses in i
these areas. The FaAA analyses contain assumptions.that closely approximate the key factors concerned with the op-erating conditions at Shoreham relevantfto a determination of cyclic stress levels and cracking behavior. As the procedures and analyses are described below, it will become clear that the factors considered produced a realistic evaluation of the stresses experienced under operating conditions.
B. Experimental Procedures
- 32. Please describe the experimental procedures used to evaluate the maximum and minimum stresses in the stud boss re-gion of the AE piston skirts.
A. (Harris, Swanger) Foil resistance strain gage ro-settes were mounted on the piston skirts in several areas, including those of highest stress' reflected by the stress coat test described above. Exhibit P-12 shows the location of the strain gages. The gages were connected to data acquisition and recording equipment. An actual cylinder liner was used in the
) test with two opposing pistons placed crown-to-crown within the 1
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Lliner. The' region between the crowns was pressurized ~with a hydraulic pump to as high a pressure as 2,000 psig. The pres-sure load on the instrumented skirt was reacted through the t
- wrist' pin and a short piece of connecting rod to a support plate. ^The connecting rod was in a vertical position, thereby simulating the top dead center position of the piston.
Two separate test series were conducted using this proce-
-dure. One series was conducted with a conventional crown, and one series was conducted'with a crown that was modified to widen the gap at the outer ring between the crown and the skirt ~
so that it would not close under the applied maximum pressure of 2,000 psig.
- 33. What conclusions did you draw from a comparison of.
the experimental results from the conventional and modified crown?
A. (Harris) A comparison of the strains observed at one
, of the stud bosses in the piston shown in Exhibit P-9 indicates J
that the crown-skirt gap closes at approximately 1,000 psig and i
distributes about 12% of the load at peak firing pressure on the outer ring. Strain gage measurements at numerous locations on the AE skirt also shows that the gap closed nearly simulta-neously around the circumference of the piston, because the in-r flection point in the strain-pressure results always occurred at about 1,000 psig. This measured information showed gap clo-sure at pressures below the 1,670 psig peak firing pressure r
I
- - c - - , ~ ,- --. - _ . - , , . - , - - - . - . . - - - . - - - , ,
i I
i measured for Shoreham and showed~ simultaneous closure around the ring. These experimentally' observed results provided guid-ance.in the construction of the crown / skirt interaction model discussed below. Exhibit P-13 summarizes the experimental ob-servations related to the closure of the gap due_to pressure
~
and stress reduction due to gap closure in the AE piston skirt.
- 34. Under what temperature conditions were the experimen-tal procedures performed?
A. (Harris) The experimental procedures were conducted at room temperature or, in other words, under isothermal condi-tions.
i s 35. Why was this a reasonable condition when the pistons do not operate at room temperature?
A. (Harris, McCarthy) Apart from contributing to the closure of the gap and consequent redistribution of the gas firing pressure load, temperature gradients play a relatively minor role in the analysis because they do not contribute to the cyclic stress range. At operating temperatures, the top of the crown is hotter than the underside of the crown, thereby producing thermal distortion that will tend to close the gap.
This results in more load being transmitted through the outer ring as is seen by the comparison of the modified and normal crown experimental results. Since the stress on the stud at-l l tachment boss is governed by the load applied to the inner con-l tact ring, thermal distortion reduces the peak stresses due to l
x s
- l
- firing pressure at the. critical point (the stud boss region).
A numerical analysis of thermal-distortion of the crown dis-cussed.below confirmed that thermal distortion decreases the portion-of the firing load carried on the inner ring and, therefore, reduces the cyclic stresses'in the stud boss region.
- 36. What were the results of the experimental testing?
A. (Harris, Swanger)- Exhibit P-14 summarizes the strain readings'and calculated stresses for the complete stud boss 1
gage rosettes. The principal strains and' stresses were calcu-lated from the rosette strain readings using the conventional equations for rectangular rosettes specified in Experimental 4
Stress Analysis and Motion Measurement by R. C. Dove and P..H.
Adams. Exhibit P-14 describes the significant-stress value, '
the sigma III or the third (algebraic minimum) principal stress. The fracture initiation analysis showed that the.ex-perimentally derived stress would not cause cracks to initiate.
C. Numerical Procedure
- 37. Please describe the numerical procedure used to de-termine.the maximum and minimum stresses in the stud boss re-gion.
l A. (Harris, McCarthy) The numerical analysis consisted I of three-dimensional finite element calculations. The finite l
l element method is an approximate technique to apply the theory of elasticity to determine how a body will perform in response
to specific. loads or displacements applied to it. Those loads or displacements are termed " boundary conditions" and they de-fine what factors come into play on the boundary of-the piston skirt.
- 38. Please give some examples of the use of finite ele-ment analysis.
A. (Harris, McCarthy) Finite element analysis has been used in the design of a very wide range of structures such as the New York World Trade Center, the space shuttle, various commercial aircraft and nuclear reactor pressure vessels and piping.
- 39. Please describe the finite element analyses of the AE piston skirts.
A. (Harris) The finite element analyses of the piston skirt were composed of the following two parts:
Part 1. Isothermal Analysis: An isothermal analysis of a piston skirt with a crown mounted on it was performed.
Closure of the gap at the outer contact ring and thermal dis-tortion were not considered. This part of the analysis provid-ed base line stresses for a skirt with a pressurized crown.
These stresses were adjusted for gap closure and thermal dis-tortion by use of a crown / skirt interaction model described in Part-2.
r
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I' t .;
- - Part-2. Crown / Skirt Intera'ction Model: The second part of the finite element analysis provided a means of ac-
-counting forJthermal distortion, gap closure and possible mo -
mentary' lift-off of the crown from the' skirt. This part of the analysis consisted of the following steps:
- a. Construction of a crown / skirt' interaction model to provide a means of calculating cyclic stresses in the stud boss regionffrom information on the crown and skirt stiffnesses. This model consid-ered the crown and skirt as coupled elastic springs, whose stiffnesses were evaluated by the finite ele-ment analyses described in b. below.
- b. Evaluation of the stiffnesses used as in-puts to the crown / skirt interaction model. This pro-cess involved
- i. Evaluation of the relevant stiffnesses of the skirt.
ii. Evaluation of the stiffnesses and thermal distortion of the crown when subjected to steady-state operation temperature,
- c. Evaluation of the peak stress when momen-4 tary lift-off of the crown from the skirt occurs.
The crown / skirt interaction model of Part 2 used the stress in-formation from Part 1 to provide cyclic stresses under steady-state operating' conditions.
(
l
i i
l
- 40. What'is the' major'value of the crown / skirt interac-tion model?
A. (Harris, McCarthy) The major value of the crown / skirt interaction model is its ability to predict cyclic stresses in a piston skirt at operating temperatures.
- 1. Isothermal Analysis
- 41. What boundary conditions were involved in the FaAA isothermal finite element calculations?
A. (Harris) The following boundary conditions were as-sumed:
-(1) a rigid wrist pin; (2) displacement on the inner contact ring between the skirt and the crown varying linearly with the radial position at any value of angular coordinates; (3) frictionless interface between the top of the skirt and the crown; and (4) frictionless interface between'the piston assembly and cylinder wall.
- 42. Please discuss why the boundary condition of a rigid wrist pin is reasonable.
A. (Harris, Swanger) A rigid wrist pin exhibits no de-formation. The wrist pin in actual operation is elastic and, therefore, exhibits some deformation thereby redistributing i
stresses in the stud boss area. A rigid wrist pin is actually conservati,ve in the present case, because it assumes that the deformation will occur in the pisten and not in the wrist pin.
I
% lr J.
- )
M Furthermore, the wrist. pin in. reality is actually= thicker than
,, the] piston'and, therefore, more resistant.to deformation than the. piston.
-Modeling an~ elastic wrist pin in finite ~ element' analysis results in'a more complicated model. Therefore, FaAA made1the conservative rigid wrist piniassumption initially. based on con--
structing a tractable,.but. reasonable finite element model. A subsequent analysis assuming a soft wrist pin confirmed that this assumption is conservative. The soft wrist pin analysis showed.that peak stresses in the_ stud boss of the piston skirt assuming a soft' wrist pin'are' decreased in comparison to the stresses assuming a rigid wrist pin.
- 43. Please describe the comparative analysis per'ormed f using the assumed types of wrist pins.
A. (Harris) In the original analysis with a rigid wrist pin, the boundary condition in the area of contact between the wrist pin and the piston skirt was a uniform displacement' (i.e., a rigid wrist pin). In order to estimate the influence-of elasticity of the wrist pin, another analysis was performed in which the boundary condition in the area of contact between the wrist pin and the piston skirt was a uniform pressure.
This is the opposite extreme from a rigid wrist pin and repre-sents a soft wrist pin. The calculated peak stud boss stresses in the AE piston skirt were reduced by 39% when a. soft wrist pin was used. This demonstrates the conservative nature of the assumption of a rigid wrist pin.
J
1
- 44. Please decribe the reasonableness of the assumption
.that'the displacement on the inner contact ring between the crown and the skirt varies linearly with the radial position at' any value of the angular coordinate.
A. (Harris) This assumption provides a simplification of the-boundary conditions that is accurate because the' approx-imate 1 inch width of the support ring is small relative to the 17 inch piston diameter. The assumption of linearity provides a good approximation over such a small distance.
t
- 45. Please discuss why the assumption of a frictionless interface between theipiston skirt.and crown and the piston as-sembly and cylinder wall is reasonable.
A. .(Harris) The inner contact ring between the crown and skirt-is clean upon assembly of the piston, and the region is well lubricated during operation of the engine. Therefore, the assumption of no friction at the crown-skirt interface is reasonable. Assuming no friction between the piston and cylin-der wall is also reasonable because the relative velocity be-tween these two components is very low at the top dead center position of interest.
- 46. What other factors were considered in the finite ele-ment procedure?
A. (Harris) The magnitude of the pressure load (379,000 pounds) created by the peak firing pressure was considered. At top dead center of the power stroke, this pressure load is somewhat offset by the inertia load (9,727 pounds), which is exerted by the crown on the top of the skirt. The inertia i
i e- ,
yr*-+w- em
rz ,
-j 3
force, therefore, was subtracted from the magnitude of the. gas pressure load to determine a maximum net _ force on the top of the skirt of 369,300 pounds, which corresponds to an effective pressure of 1,627 psig.
'47. What were the major ~results of of the isothermal fi-nite element analysis using the boundary conditions described above?
A. (Harris) The peak stress (sigma III) in the stud boss region of the AE piston skirt at top dead center of the power stroke for a rigid wrist pin was calculated to be -68.1 kai. The corresponding cyclic stress was evaluated by de- ,
termining the stress at top dead center of the exhaust stroke and accounting for gap closure during the power stroke. The stress at top dead center-of the exhaust stroke was determined by multiplying the top dead center power stroke stress value by the ratio of the inertia load to the pressure-minus-inertia load. Gap closure was accounted for by multiplying the finite element stress value by 88% (in accordance with Exhibit P-9).
- 48. How do the results from the numerical procedures-com-pare with those from the experimental procedures?
I A. (Harris) The cyclic stress levels under isothermal l
conditions in the AE piston skirt that were estimated from the l
experimental and numerical'results are presented in Exhibit
! P-15. As you can see, the numerical values are higher than the experimental values and, therefore, more conservativo.
L
- 49. -Can you explain why there is a difference, albeit o,n the conservative side, between the numerical and experimental"
.results?.
A. (Harris). The assumption of a rigid. wrist pin is the
' main reason for the variance. At was. described above, this.as-sumption is conservative because an elastic:or soft wrist' pin would result in decreasing the stresses in the stud boss re-gion. In fact, as shown in Exhibit P-16, the assumption of a soft wrist pin results in numerical stresses smaller than those experimentally measured.
- 2. Crown / Skirt Interaction Model
- 50. Please describe the crown / skirt interaction model.
A. (Harris) The numerical procedures that were de-scribed above analyzed stress levels under isothermal condi-tions. Load transfer between the skirt and the crown is influ-enced by thermal distortion of the crown and the initial size of the gap between the crown and th'e skirt. FaAA directly mea-sured the effect of the gap on piston stresses in its experi-mental work, and used the experimental results on gap closure to adjust the numerical results to reflect gap closure. These were considered reasonable assumptions to evaluate the stresses, erring, if at all, to overestimate the stresses.
As time permitted, the crown / skirt analysis was conducted to consider directly the influence of thermal distortion and initial gap on cyclic stress levels and the possibility of 4 _ _ _ _ _ _ _ _ _ _ _ _ _ _ .
momentary lift-off of the crown from the skirt. These factors-ji.. were estimated by combining the results of the isothermal fi-nite element' stress analysis with a crown / skirt interaction model.
- 51. Please describe the crown / skirt interaction model used to determine the influence of thermal distortion on the load split betreen the loading' rings and the possibility of mo-mentary lift-off of the crown from the skirt during the exhaust stroke.
A. (Harris) The crown skirt interaction model is a sim-pie engineering model that accounts for all the factors influencing the maximum and minimum stresses such as initial outer ring gap, thermal distortion of the crown, pressure load-ing, inertia loading, stud preloads and possible momentary lift-off of the crown from the skirt during the exhaust stroke.
Finite clement results alone do not directly provide this in-formation. Thermal distortion was included as a thermally-induced displacement or boundary condition that was calculated by finite elements using a steady-state temperature field in the piston assembly based on experimental measurements. The interacticn model treated the crown and the skirt as springs whose stiffness was estimated by finite element techniques based on the assumption that the loading rings on the crown and skirt remain parallel to one another. The stiffnesses and c'own r thermal distortion result from the finite element analy-ses provided the necessary inputs to the crown / skirt interaction model.
- - ___-_._-___-____a
- 52. What were the basic conditions in the crown / skirt in-teraction model?
A. (Harris) Two basic conditions ..'are considered in the interaction model:
(1) top dead center of the comprassion stroke (or beginning of the power
- stroke) where.the maximum compressive stresses in the piston skirt. occur; and (2) top dead center of the exhaust stroke where momentary lift-off of the crown may occur.
Isothermal and steady-state operating temperatures were consid-ered for both of these load cases.
- 53. Please describe the boundary conditions employed'in the finite element steps in the crown / skirt interaction analy-sis of the skirt.
A. (Harris) This analysis of the skirt utilized the following three sets of boundary conditions:
(1) Uniform vertical displacement on the inner crown / skirt contact ring of a magnitude to react'the load corre-sponding to 1627 psig effective pres-sure on the crown; (2) Uniform vertical displacement on the outer crown / skirt contact ring of a magnitude to react the load cerre-sponding to 1627 psig effective pres-sure on the crown; and (3) A stud load applied on the stud washer 1 landing area and reacting on the outer loading ring which is constrained to have a uniform vertical displacement.
{ The results of the analyses using boundary conditions (1) and 1
I
r- ---_ --
L
~
(2).above provided estimates of the skirt spring constants or stiffnesses that were required forEthe crown / skirt interaction model. Boundary condition (3)_provided the stress levels ldue to inertia at top _ dead center of the exhaust stroke appropriate-for crown / skirt lift-off. LIn the isothermal. analysis-no lift-
-off between the crown and skirt was considered. Therefore, the peak stress due to inertia could be obtained from the peak stress due to firing pressure simply by multiplying by the ratio of the inertia force to the peak pressure-minus-inertia force (changing the sign to account for the different direction of the loads).
- 54. Why is the boundary' condition regarding uniform ver--
tical displacement reasonable?
A. (Harris) A uniform vertical displacement-boundary condition is simply a convenience for calculating the stiffnesses of the skirt, and this assumption is not key to the FaAA evaluation of stresses. Comparison with finite element calculations where the displacement was not required to remain uniform provides similar results. In addition, the experimen-tal results shown in Exhibit P-lO indicate that gap closure will occur uniformly around the circumference of the pis-ton / skirt.
- 55. In addition to the three sets of boundary conditions,-
were any other factors considered in the expanded finite ele-ment analysis of the skirt?
A. : (Harris) There were basically.three other factorc.
- First, a rigid wrist pin was assumed in the first and second sets of boundary conditions. No wrist pin was utilized for the
-third set, i e., . stress when momentary lift-off occurs. Sec-
- ond, all of the finite element runs on the skirt models were performed for uniform temperature, reflecting the true op-erating condition of the skirt. Third, a' stud preload of 6,600 pounds was used based on strain gage measurements obtained kur measuring the strain in a stud when a crown was mounted on a skirt in accordance with manufacturer's specifications. This measurement was made by FaAA using strain gages. .
- 56. Please describe the finite element analysis of the crown performed as a portion of the development of the crown / skirt interaction model.
A. (Harris) Three parameters related to the crown were of interest in the crown / skirt interaction model. These were the stiffness of the crown when subjected to pressure on the combustion side, stiffness of the crown when subjected to a load on the outer contact ring and thermal distortion of the crown when subjected to steady-state operating temperature.
The stiffnesses of the crown were evaluated by finite elements -
by subjecting the crown to the load of interest (pressure or load on the outer ring) and calculating the resulting movement of the outer contact ring relative to the inner contact ring.
The stiffness (or spring constant) is then equal to the load divided by the corresponding dicplacement.
L
< s n-.s- r- nn ,n - e .,e -
,, -m
- n p 4--~,-.w,r v , - - - - , - --- --
p ~
,,,y-, w ,
.The thermal distortion (as measured by the thermally in-
~duced relative displacement of the two concentric load rings) was-calculated to be 0.0106. inch. This value was obtained~by using the experimentally determined crown surface temperature measurements as boundary conditions for a steady-state heat conduction analysis of the temperatures in the interior of-the crown. These temperatures were then used in a finite element thermoelastic calculation of the thermally induced displacement-in the crown.
- 57. What were the major results drawn from the crown / skirt interaction model?
A. (Harris) The major results drawn from the crown / skirt intereaction model were the cyclic stress levels in a piston skirt at isothermal and steady-state operating temper-atures considering the influences of the initial gap and the possibility of momentary lift-off of the crown from the skirt.
Exhibit P-17 summarizes the isothermal and steady-state op-erating temperature cyclic stresses for an AE piston skirt with various initial gap sizes. Results are presented for several sets of estimated skirt stiffnesses.
- 58. How do the cyclic stresses under isothermal and steady-state operating temperatures compare?
A. (Harris) The results presented in Exhibit P-17 show that the cyclic stresses are less severe under steady-state op-erating conditions, because the minimum stresses are increased
.(less compressive) without a corresponding increase in the max-imum stress. Therefore, the cyclic stresses are actually largest'under isothermal conditions.
- 59. How do the gapfelosure pressures and load splits evaluated for the crown / skirt interaction model compare to those observed experimentally as a result of the strain gage measurements?
A. (Harris) The gap closure pressure and load split be-tween the rings were calculated from the crown / skirt'interac-tion results by an equation that assumes the peak stress is governed by the load on the inner ring. Exhibit P-18'shows that this assumption is a good approximation because the
' stresses for a given load that are applied by a uniform dis-placement on the inner ring are much higher than the corre-sponding values for the loading on the outer ring. Exhibit P-19 summarizes the calculated gap closure pressure and load split at nominal, minimum and maximum values in comparison to the experimental observations. The nominal, minimum, and maxi-mum values in the column of experimental results provide the range of values actually observed. The corresponding values in the column of calculated values were calculated using the nomi-nal, minimum, and maximum values of the initial gap. The com-parison between the experimental and numerical results can also be made by estimating skirt stiffness from experimentally ob-served load splits and gap closure pressures by using equations i developed for the crown / skirt interaction model. Exhibit P-20 I
i
J, compares the results of the estimated skirt stiffness from.ex-
.perimentally observed results with the finite element stiffnesses. Experimental-values of the outer skirt stiffness are generally lower than the numerical value. Overall, the-
' agreement between the experimental and numerical sets of data are quite good,.which verifies the validity of the crown / skirt interaction model. ,
- 60. How do the different. sets of stiffnesses affect the important results drawn from the crown / skirt interaction model?
A. (Harris)- The calculated cyclic stresses, which are the most important results of the crown / skirt interaction model, are not strongly dependent on the values of the skirt stiffnesses. This can be seen from Exhibit P-17 which presents calculated cyclic stresses in the stud boss region for various initial-gap sizes and loading conditions that were calculated-using different sets of skirt stiffnesses. For a given gap and loading condition, the cyclic stresses are nearly the same for each of the sets of stiffnesses.
D. Fatigue Crack Initiation Analysis
- 61. What was the next step in the evaluation of the in-tegrity of the piston'once the cyclic stresses had been de-fined?
A. (Harris, McCarthy) The next step was to determine if cracks can initiate when the material is subjected to these l cyclic stresses.
l
[
_. . _ _ _ _ _ _ __ ._, . . _ . - -. ~ ,
1
- 62. Please describe the analysis you performed to deter-mine whether cracks would initiate in the AE piston skirts.
A. (Harris,. McCarthy)- As noted, the pistons experienced 1.35 million stress cycles every 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> of operation.
Therefore, crack initiation under high cycle fatigue conditions is the main consideration. The fatigue property called the en-durance limit-of the material is of primary interest. The Iron Castings Handbook, edited by C. F. Walton and T. J. Omyer, in-dicates that-the endurance limit of ductile cast-iron with the properties of the 100-70-03 material used in the AE piston skirt is conservatively 30 ksi. Comparison of this fatigue property of the skirt material with the cyclic stresses evalu-ated from experimental measurements and finite element calcula-tions allowed us to predict whether cracks would or would not initiate.
- 63. Please explain the procedure you followed to predict crack initiation behavior.
A. (Harris, McCarthy) The endurance limit of a material is directly applicable to the case where the mean stress is zero and the stress system is uniaxial. In order to perform the analysis on the AE piston skirt, procedures to account for I
a non-zero mean stress were employed. Non-zero mean stress was treated in the standard manner using a modified Goodman dia-
- gram. The Goodman diagram is the means by which the allowable l cyclic stress for infinite life (or no crack initiation) tor a
given mean stress can be plotted. These conditions are summa-rized in Exhibit P-21. The results in Exhibit P-21 are for uniaxial stress, and are directly applicable.to the current problem because the experimental results discussed above show that stresses are nearly uniaxial in the highly stressed region of the stud boss area. The crack initiation criterion was used in combination with the cyclic streeses shown on Exhibit P-17 to evaluate the possibility of crack initiation for various gap sizes. The mean stress and stress amplitude for a given condi-tion were plotted on a figure such as the one shown in Exhibit P-21. If the plotted point falls inside the solid lines (stress envelope) then crack initiation will not occur. An en-durance limit of 30 kai was used, and a modified Goodman dia-
, gram was used to adapt this endurance limit for cases other than zero mean stress. This same procedure was utilized in evaluating crack initiation from the experimental measurements and finite element results from bcth the isothermal and crown / skirt interaction calculations.
- 64. Please describe the modified Goodman diagram?
A. (Harris, McCarthy) The modified Goodman diagram is a plot defining the relationship of mean stress and cyclic stress for an infinite life. It is primarily based on experimental observations of the failure of fatigue specimens that were sub-jected to a given cyclic and mean stress. A considerable
- 1
amount of experimental data has been generated over the last-several decades that provides the basis for using the modified Goodman diagram for analysis of. fatigue with non-zero mean stress. In developing the modified Goodman diagram, failure.
(or crack initiation) was considered to occur if the material permanently deforms (plastically deforms or yields) as opposed to actually breaking.
- 65. Please describe the results of the fatigue analysis using the stresses evaluated from the experimental measurements and the isothermal finite element calculations.
A. (Harris) Exhibit P-22 is a plot of the allowable stress envelope for infinite life with the stresses at various gap sizes indicated. The stresses for isothermal conditions are shown. Exhibit P-22 shows that cracks are predicted not to initiate in AE skirts under cyclic stresses corresponding to the experimental results for any gap size and that cracks may or may not initiate under cyclic stresses corresponding to the finite element results depending on the yield strengths and gap size. The modified Goodman diagram is drawn for the range of
. values of yield strength from 63.5 to 70.5 kai that bound the results of measurements of the yield strength of material taken from an AE skirt drawn from the lot of skirts now in use at Shoreham.
- 66. Did the results of the fatigue analysis using the stresses evaluated from the crown / skirt interaction model con-firm that isothermal conditions are more severe than )
! steady-state operating conditions? j i
l t
I
sw -- -
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a l
.A. (Harris) Yes. Exhibit P-23 shows the results-for 0.007 and 0.011 11nch initial ~ qaps .for isothermal and steady-state temperature distribution conditions. The results on Ex-hibit P-23 show that conditions for crack' initiation are more.
severe under isothermal conditions. Therefore, cracks are more likely to initiate under isothermal than steady-state condi-tions. Exhibit P-23 also shows that cracks might initiate in the AE skirts under certain conditions, such as under iso-thermal conditions with a 0.011 inch gap in a piston of rela -
tively low yield. strength. A smaller initial gap is beneficial in reducing the' cyclic stress under isothermal conditions,-but contributes to the possibility of momentary crown lift-off, such lift-off is not detrimental, however, because it does.not have an adverse influence on the operation of the AE piston skirt at Shoreham and does not increase the cyclic stress.
- 67. Do the results of the finite element analyses showing that isothermal conditions are more severe than steady-state operating conditions support a conclusion that the experimental results are applicable to operating temperature conditions?
A. (Harris) Yes. The overall conclusion based on the experimental measurements is that cracks will not initiate in the stud boss region of the AE piston skirt. The fact that the crown / skirt interaction model predicted lower cyclic stresses under steady-state temperatures supports a conclusion that the experimental results showing no cracks under isothermal condi-tions also applies to operating temperature conditions, i
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'I E. Fatigue Crack Growth Analysis
- 68. Does the initiation of a crack mean that the piston will eventually fail?
A. (Harris,.McCarthy, Swanger) No. The initiated crack L
! may or may not grow. Even if it does grow, it may do so only for awhile and then arrest before growing to the_ point where the piston would fail. Fracture mechanics analysis is commonly employed to make this determination ~. Fracture mechanics is the body of engineering knowledge.that is-applicable to the analy-sis of the growth and stability of cracks in solids.
- 69. What is the purpose of fracture mechanics analysis?
A. (Harris, McCarthy) Modern design analysis is able to insure the safe operation of such structures as aircraft, spacecraft, pipelines and turbines, etc. through the applica-tion of engineering fracture mechanics. It is now common to design and operate critical structural components in such a manner that the initial presence of crack-like defects is as-sumed, and the possible growth of the defects due to fatigue is calculated. For example, even the highly-stressed rotating parts of military aircraft gas turbine engines are designed as-suming the presence of small cracks that grow in fatigue. In fact, the United States Air Force has a formal procedure that expressly requires the manufacturer to adopt this design ap-proach. Many other structures, i.e., civil, mechanical and i
)
marine, are. designed with the same philosophy. This philosophy merely reflects the' fact that all materials and structures contain crack-like defects on some scale and that the primary objective of design analysis is, therefore, not to prevent initiation but to assure that such cracks cannot grow to sig-nificant size. Fracture mechanics analysis provides this as-surance.
- 70. Please-describe the methodology FaAA employed to de- 1 termine whether cracks would grow in AE piston skirts.
A. (Harris) Because the crack initiation analysis using the conservative numerical finite element results predicted j that crack initiation could possibly occur, a fracture mechan, ics analysis of the growth (and possible arrest) behavior of the hypothesized initiated cracks was performed. Not all crack tips are unstable, contrary to the County's testimony, and fracture mechanics provides the means of analyzing the stabili-ty and possible growth of cracks in solids. In the case of the AE piston skirt, the solid was considered as an elastic body.
Standard linear elastic fracture mechanics procedures were used to evaluate the stresses near the tip of the crack from infor-mation on stresses in the uncracked skirt. The stress intensi-ty factor provided the measure of the stresses near the crack tip. Elastic-plastic behavior of the material in the highly sttessed region of the stud boss was accounted for by appropri-ate procedures. The fracture mechanics properties of the AE
piston material were~ compared with the fracture mechanics parameters computed by the finite element analyses, stress and
' fracture mechanics evaluation.
- 71. What were the fracture mechanics properties required in this analysis?
A. (Harris, McCarthy) Two fracture mechanics properties were necessary for this analysis: the fracture toughness of the material and the fatigue growth crack characteristics of the material.
- 72. Please describe the fracture toughness property uti-lized in this analysis?
A. (Harris) Exhibit P-24 summarizes some relevant frac-ture toughness data from the literature. A fracture toughness of KIC of 40 kai-in 1/2 was considered a reasonable, but con-servative, value of fracture toughness. This value is conser-vative because it represents a temperature of 70*F. Fracture toughness of cast iron is influen'ced by temperature within a range (room temperature to approximately 300*F). As tempera-ture increases, the fracture toughness increases. As noted above, actual measurements of temperature during operation in-dicated that the temperature of the piston skirt is a uniform 200*F. Therefore, the use of a value measured at 70*F is coa-servative, i
_. . . - J
,1
- 73. Please describe the fatigue crack growth characteris-tics used in'this analysis.
A.= (Harris) For a given material operating in a given environment, the rate at which a fatigue crack-will grow is.de-pendent mainly on the cyclic value of the stress' intensity fac-tor (Delta K.= Kmax - Kmin).- Other factors, such-as the mean value of'the, stress' intensity, factor (represented as R =
Kmin/Kmax) also influence, to a lesser degree, the rate at which a fatigue crack. grows. The threshold cyclic stress in-tensity factor below which cracks will not propagate is ex-pressed as Delta Kth. The Delta Kth of a particular material is a function of the R-value. The Foreman relation for crack growth-(which is a widely used relationship in fracture mechan -
ics analysis) was combined with the treatment of the influence of the R-value on Delta Kth from Metallurgical Transactions by A. Yuen, S. 'i. Hopkins, G. R. Leverante and C. A. Rau, to de-termine the influence of R on Delta Kth. Cracks are considered not to propagate for a given Delta K and R if Delta K is less than the Delta Kth at the given R-value.
- 74. Please describe the procedures used to perform the fracture mechanics analysis.
A. (Harris) The fracture mechanics properties described above and the calculated stress intensity factors from the fi-nite element stresses were used in this analysis. The finite t
l element results represented elastically calculated stresses.
.The plastically redistrdbuted stresses corresponding both to the isothermal and steady-state operation were analyzed. .Two sets of calculations were performed, one for nominal tensile properties and one for poorer case tensile properties bound from the measurements of tensile strengths of.the AE. skirt drawn from the lot of skirts now at Shoreham. The BIGIF frac-ture mechanics code was used to obtain the elastic-plastic re-distributed stress fields that exist after-yielding. Residual tensile stresses were predicted by the use of BIGIF in the lo-calized region where the cracks could possibly initiate. The BIGIF calculations accounted for the variation in Delta Kth with the stress ratio, the R-value. BIGIF was also used to calculate the stress intensity factor range, Delta K.
I
- 75. What is the BIGIF fracture mechanics code?
A. (Harris, McCarthy) BIGIF is a general purpose frac-ture mechanics code that is used in the analysis of crack sta-bility and fatigue crack growth. It is based on linear elastic fracture mechanics, but does contain capabilities for treating contained plastic deformation. BIGIF is used by many different organizations on a wide variety of problems. In addition to its use on pistons and crankshafts of the TDI engines, it has been applied to cracking problems in pressure vessels, pipes, steam turbine and generator rotors, spacecraft components and gear teeth. Its great versatility makes it applicable to a very wide range of problems.
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-76. .Did the; fracture mechanics calculations show-that-the
, cracks that could possibly. initiate in the AE piston skirts swould not' grow?L '
r A. (Harris) Yes. For the-AE skirt, the fracture me-chanics calculations revealed that.the Delta K and'R values for ,
all crack depths do not exceed the threshold conditions.: i Therefore,1the cracks in the AE' skirt that were predicted-possibly to-initiate based on the conservative finite element-results were shown not to-grow under isothermal or steady-state conditions. Exhibit P-25 shows the representative values of R i and Delta K for various hypothesized crack depths for an AE piston skirt with a 0.007' inch gap operating under steady-state '
temperature conditions. This is the most severe condition from a crack propagation standpoint. Exhibit P-25 also shows the corresponding threshold condition for crack growth. It is seen that the operating conditions are always below the threshold condition. Therefore, any cracks that may initiate will never grow, even if they were as deep as 1/2 inch. Furthermore, con- -
trary to the County's erroneous hypothesis, any imperfections introduced during fabrication of the piston also would not' grow, even if they were as deep as 1/2 inch.
- 77. Do you consider your analytical results to reflect the possibility of crack growth under actual operating condi-tions?
A. (Harris, McCarthy, Swanger) Yes. The stresses upon which the fracture mechanics analysis was based considered the major loads and displacements actually influencing the piston i
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,,,-n.--n- , , - n. m,w,- e e-~ -w- .<w-~
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i skirts under1 operating conditions. Assumptions required in the.
' analytical process were conservative and resulted in over-estimating th'e stresses.
~
hosesassumptions have been discussed abovegand include, for instance,'the use of a rigid wrist pin.
The conservative nature of the assumptions can be seen by comparing the experimental'results with-the finite element re-sults. The finite element stresses were invariably higher.
Even the use of these conservative-stresses' indicated that cracks will'not grow in the AE piston skirt. EaAA also consid-ered the operating environmental conditions inside of'the crankcase of the Shoreham EDGs and concluded that they would not be expected to have an influence on the crack growth char-acteristics of the piston skirt material.
IV. Operating Experience
- 78. Are you aware of any failures of AE piston skirts in operation?
A. (Harris, Seaman, Swanger) No. The DRQR created a computerized,ccmponent tracking system to gather nuclear and non-nuclear experience on TDI R-4 engines, as well as addition-al informatie on other EDGs in nuclear service. No AE piston failures were reported in the component tracking system.
- 79. Have inspections of AE piston skirts after operation been conducted?
A. (Johnson, Seaman, Swanger, Youngling) Yes.
e
__._.______ -.a
l Inspections using eddy-current and liquid dye penetrant were performed on a total of fourteen skirts including ten AE piston skirts from the Shoreham EDGs and four AE piston skirts at two non-nuclear installations.
- 80. What was the significance of these inspections?
A. (Harris, McCarthy) Each inspection added an addi-tional piece of information that the AE piston skirts are suc-cessfully operating without developing cracks. These inspec-tions are merely data points and are not used to prove, but do serve to confirm, the validity of the fatigue crack initiation or fracture mechanics analyses. Conclusions from these analy-ses stand on their own.
- 81. What is a liquid dye penetrant inspection?
A. (Johnson, Swanger) Liquid dye penetrant inspection is a method of nondestructive testing used to detect and indi-cate discontinuities that are open to the surface. It can be used for the inspection of most structural materials. Examina-tion by liquid penetrant testing is accomplished in five basic steps:
- 1) Procleaning. Each item to be inspected must have contaminants, such as dirt and oil, removed form the surface to be inspected.
g-
, 2) Applying.the penetrant which'is colored r'ed'for high visibility. ) 'g i
Removing the penetrant quick'ly after it is set.
~
3) s ? Penetrant will be leftl within the discontinuities for lack of
, . time to escape.
- 4) Applying the developer. 'As the penetrant is pulled int 6 the developer an indication appears.
- 5) Visual examination-and interpretation. Qualified in-1 spectors can tell whether an indication is from a crack, lamination, lack of fusion, porosity, etc.
This test method is sensitive to imperfections such as cracks, shrinkage cracks, surface porosity, cold shuts, grinding and heat-treat cracks, seams, forging laps and bursts,
, cold lap, lack of fusion, etc.
- 82. What is an eddy-current inspection?
A. (Johnson, Swanger) Eddy-current tests are high-resolution NDE procedures that were used on the AE piston to determine if a liquid dye penetrant indication corresponded to a significant size crack-like defect or not. FaAA used its Procedure NDE 11.5, Rev. O in its inspection of the EDG 102 pistons and NDE 11.5, Rev. 1 in its: inspections of the EDG 101 and 103 pistona. Because of the purpose of eddy-current tests, its use was limited to portions of the skirt where liquid dye penetrant had revealed an indication that needed further ,
examination. In this case, a penetrant indication 1/32 inch or longer required eddy-current examination.
The eddy-current test itself involved scanning a coil over the test area and monitoring the electrical impedence of the
^
coil. Material defects cause a change in the coil impedence which generates a signal. A signal generated from a crack or a simulated crack was used as the crack ;tandard. When the mate-rial at issue was scanned, all eddy-current crack indications exceeding a specified fraction of the crack standard were recorded.
- 83. Why it is reasonable to apply the 1/32 inch length criteria to determine what indications shown from the liquid dye penetrant will be subjected to further analysis?
A. (Harris, Johnson, Swanger) The presence of small im-perfections in any cast material is normal. Contrary to the County's assertion, indications smaller than 1/32 inch in length cannot contribute significantly to the possibility of crack initiation and propagation. This is supported by the re-sults of the fracture mechanics analysis of crack growth, which predicted that cracks less than 1/2 inch deep would not grow.
Cracks of 1/2 inch depth would be expected to be at least 1 inch in surface length. ,
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- 84. Please describe why it is reasonable to record sig-nals exceeding a certain fraction of the signal from the crack standard.
A. (Harris, Johnson) For instance, the crack standard
7-r for piston. skirt inspection per NDE 11.5, Rev. 1 is 1/16 inch
- in' length by 1/32 inch in depth. At the rejection level of fifty percent of the signal from the standard specified in Rev.
1, suberitical defects (1/2 inch deep by 1 inch long) are easi-ly detected. The Rev. 0-inspection was approximately a factor of two more sensitive than the Rev. 1 inspections.
. 8! 5 . Please describe the inspections of the ten AE piston skirts from Shoreham.
A. (Johnson, Seaman, Youngling) After 300 hours0.00347 days <br />0.0833 hours <br />4.960317e-4 weeks <br />1.1415e-4 months <br /> total operation, including 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> at 100% load, liquid dye penetrant and eddy-current inspections were conducted of tha stud boss region of AE piston skirts from EDGs 101, 102 and 103. LILCO and Stone and Webster performed the liquid dye penetrant test at the stud boss attachment areas for all three engines utilizing approved LILCO procedures. The results of those inspections are included in Exhibit P-26. FaAA conducted the eddy-current inspections which were observed by representa-tives from LILCO. The results of these inspections for all l three engines and the FaAA eddy-current procedures are included in Exhibit P-27. The inspections revealed no relevant indica-tions.
- 86. Describe the characterization of a nonrelevant indi-cation.
A. (Harris, Johnson, McCarthy) It is important to re-member that some surface liquid dye penetrant indications are
- = -. - - - - . .
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-- . ~ common'in all iron castings. They'can result.from superficial
- features'such.as tool marks, pits, inclusi~ons and other irregu-larities in the-surface of the casting. These indications do not'have any effect on-fatigue behavior of an AE piston at 1
.Shoreham due to their bluntness and/or small depth.
- 87. Why are inspection results after 100. hours at 100%
load meaningful'in assessing the reliability of.the AE piston skirts?
i A. (Harris, McCarthy, Swanger) Each AE piston skirt in-corporates 8 individual highly-stressed fillets'inethe Anter-sections of the four stud attachment. bosses with the wrist pin bosses. There are, as in all cast articles,iminor variations in material composition, dimensions and physical properties as well as minor differences in stresses that result from the ex-i pected variations in temperature and pressure in the cylinders, 1
stud preload and machining tolerances. Thus the 192 highly-stressed areas (24 piston skirts x 8 boss fillets) in the 3 Shoreham EDGs represent a population of similar fatigue j
samples with a distribution of endurance limits, i.e., stress
. levels below which the samples exhibit infinite fatigue life-1..
- time. Conventionally, the endurance limit is accepted to be
! the stress level corresponding to 10 million stress reversals.
s Information contained in the Iron Castings Handbook, by Walton i and Olpar, 1981, (p. 341) (Exhibit P-29) shows that the cyclic stress for cracking in 10 million cycles is 93% of the cyclic I
4 I
I l
4 %
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A'
. stress for cracking in:1.35 million cycles. LScatter'of:7% on ,
5
- stress is commonly observed in fatigue data ~. Therefore, it' is' 1
- likely that: cracking indications.would be observed in'th'e popu -
lation of. inspected. stud bosses if they had been operated for i.
1;35 million cycles at'stresse, above the endurance 111mit.
188. Please describe the inspections performed on.the AE pistons.in.non-nuclear operation.
A. (Johnson) FaAA inspected two.AE skirts from a RV 4 engine at Kodiak Electric Association in Alaska. This engine had-experienced.over 6,000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> of service at an average peak firing pressure reported-by the utility to be^approximately.
, 1,200 psi. FaAA also inspected two AE piston skirts from the 4
, TDI R-5 prototype engine after approximately 622 hours0.0072 days <br />0.173 hours <br />0.00103 weeks <br />2.36671e-4 months <br /> of op-eration at 2,000 psi. Neither the Kodiak nor the R-5 prototype engine inspections revealed any relevant indications. These inspection reports are included in Exhibit P-29.
- 89. Are the AE pistons in the TDI R-5 engine signifi-cantly different from those in the EDG's at Shoreham?
A. (Harris, Johnson, Swanger) No. There are variations l- reflecting design evolution between the R-5 AE piston skirts
- . and the Shoreham piston skirts. These variations involve an area.that is' irrelevant to the analysis of crack' initiation in
-the stud boss' region. The County specifically stressed the
- - fact that the R-5 engine has an operating speed of 514 RPM while the' operating speed of the Shoreham EDG's is 450 RPM.
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The increased inertia associated with the increased RPM reduces the effective peak firing pressure. For the R-5 engine, the effective peak firing pressure at 450 RPM would be 1,957 psig as opposed.to its actual value of 1,944 psig at 514 RPM. The effective peak firing pressure on the R-5 engine at 450 RPM is still approximately 20% higher than the Shoreham peak firing pressure. .The County ignored the raore important point, i.e.,
the fact that the R-5 has operated successfully for over 622 hours0.0072 days <br />0.173 hours <br />0.00103 weeks <br />2.36671e-4 months <br /> at 2,000 psig. The fact that an AE piston skirt in the R-5, which represents an earlier stage in the evolution of the
-design, withstood that operation without relevant indications is the more persuasive point about the integrity of the AE pis-ton skirts at Shoreham.
- 90. Please describe why the Kodiak operating experience is neattingful in evaluating the suitablity of the AE piston skirt for safe operation at Shoreham.
A. (Harris, McCarthy) As mentioned above, the Kodiak experience with AE piston skirts involved 6,000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> at a re-ported average peak firing pressure of 1,200 psi. In spite of the lower peak firing pressure, this experience is relevant be-cause it involves a large number of stress cycles (about 80 million). The fact that no indications of excessive wear or fatigue cracking were observed after so many cycles provides additional evidence of the integrity of the AE piston skirt.
r _ __ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _
V. Side Thrust Load Is Not A Design Or Operation Problem With The AE Pistons At Shoreham~.
A. Shoreham AE Piston Skirt
- 91. Please describe side thrust load.
A. (Pischinger, Swanger) All piston engines generate a side thrust load between the piston and the cylinder as the re-sult of the balance of forces between the piston, the con-necting rod-and the cylinder wall. During the power stroke, as the piston descends in the cylinder from the top dead center position, the motion of the connecting rod causes it to assume an increasing angle greater than zero degrees with respect to the axis of the cylinder. The longitudinal force in the con-necting rod is resolved into axial and transverse components in the piston. The axial component-is generated by the net pres-sure force acting on the piston. The transverse component is the geometric result and is manifested as a force between the piston and the cylinder wall. This latter force,.which varies with cylinder gas pressure, speed of the engine and the crank-
- shaft angle, is the piston side thrust.
- 92. Is side thrust load a significant consideration in the design of a diesel engine?
! A. (Pischinger) No. In current diesel engine design,
)
side thrust, much less the excessive side thrust alleged by the County, is simply _not a consideration. Proper-lubrication 1
1
- - + - - - p- r -
incorporated in the piston design makes side thrust load a nonissue. With adequate lubrication, the consequences of side
_. thrust load will never reach the level described by the County.
Pistons, including the AE pistens, are designed to lubricate the skirt to reduce friction. Exhibit P-30 details the lubri-cation system on the Shoreham EDGs.
- 93. Will side thrust load dramatically increase the tem-perature on one side of the piston?
A. (Pischinger, Swanger) With an adequately lubricated piston, side thrust will not create a dramatic temperature dif-ferential. In order to create the temperature effect described by the County, the piston and skirt would have to come into unlubricated contact. Lubrication minimizes the piston skirt / cylinder contact and facilitates heat flow from the pis-ton to the liner.
- 04. Has operational experience shown that side thrust load is not a problem with pistons in nuclear service?
.A. (Harris, McCarthy, Seaman, Swanger) Yes. The compo-nent tracking system does not indicate adverse consequences from side thrust on any pistons in nuclear service. Further-more, the component tracking system does not indicate any fail-ure on R-4 engines in either nuclear or non-nuclear service.
This R-4 experience is helpful because the factors influencing side thrust load, crank angle, reciprocating piston weight and
-connecting rods, are the same on all R-4 engines and are not affected by individual piston designs.
l 1
l
- 95. "Why do you disagree with the. County's dramatic con-clusions regarding the effect of piston side thrust load?
A. -(Pischinger, Swanger) 'As described above, current
~ design experience'has indicated that: side thrust is not a prob-lem. fThe County characterizes theEside thrust as excessive based on an outdated standard. Most modern engines.would ex-ceed this outdated. standard. It has no meaning to currwnt.en-gine design'. The County's standard is drawn from Diesel Engine Design by T.D. Walshaw, 1949 (County's testimony,'p.'48, fo'ot-note 60). The dated value of this 35 year old source is exemplified by various information drawn from the reference.
For example, for a roughly 17 inch bore four stroke diesel, a peak firing pressure of 700 psig (p. 80) and BMEP of '70 psig (p. 71) are given. The County's reference also states that-two stroke diesels are "used universally for the higher powers, say above 3000 BHP per unit" (p. 47). These statements are at odds with more modern design practices and show the dated nature of
~
the 85 psi limit on unital side thrust loads. Similar problems are found in the County's other reference on side thrust, Internal Combustion Engine by V. L. Maleev, 1945 (County's tes-L i timony, p. 49, footnote 61) when the reported BMEPs (pp. 352, l
l 353, 355) and peak firing pressure (pp. 206, 207, 355) are com-pared with modern nractice. Improved materials in more modern engines allow higher operating pressures to be attained. For instance, Maleev describes cast iron piston material with a
1 61-tensile strength of 20ksi.- 30ksi (p. 499), whereas the nodular ,
iron in TDI engines is approaching 100 ksi in tensile strength.
The textual references noted from both references are included in Exhibit P-31.
In summary, the.35-40 year old material from which the County obtained its values of recommended side thrust does not reflect modern design practices. As noted above, design and operating experience indicates that side thrust load.is~ simply not a consideration.
- 96. Is there any evidence of excessive side thrust on the AE piston in the EDG's at Shoreham?
A. (Seaman, Swanger) No. The County cited several re-ports by the DRQR of scuffing on the AE piston skirts. These
- reports, however, include not only a report of scuffing, in some cases, but a conclusion that it was acceptable or normal wear. Copies of the reports cited by the County are attached to this testimony as Exhibit P-32. Furthermore, as the County pointed out, DRQR personnel visually inspected the AE skirts at Shoreham and did not observe excessive side load wear.
- 97. On what basis did the County challenge the conclusion of the DRQR inspections?
A. (Seaman, Swanger) The County stated that during its June 1984 inspection the County's consultants noticed a " heavy wear pattern" on one AE skirt. The County also indicated it noticed that the tinplated area showed indications of " abraded l
. surfaces and evidence of debris that had been previously im-
' bedded in the plating, but since~ removed." As will be dis-cussed below, the purpose of the tinplating is to capture and absorb minute particulate material from.the combustion chamber so that it will not harm the cylinder liner.
- 98. Why is the County's belief wrong that there may have been side thrust markings in some of the cylinder liners?.
A. (Seaman, Youngling) The only reason the County of-fered in support of its belief is that its consultants "sur-mised" that deglazing observed was necessitated by the side thrust markings. The County went on to describe deglazing as "a maintenance operation in which the cylinder liner surface is honed." The County's June 1984 inspection was of EDG 103 dur-ing the block replacement. The cylinder liners had just been rehoned at TDI as a part of that engine rebuild. This is nor-mal practice in an engine rebuild and has no relationship to the piston skirt performance prior to the rebuild. The rehoning certainly does not support a conclusion that there have been adverse consequences of side thrust on the AE piston skirt at Shoreham.
- 99. Was there any evidence of excessive side thrust in the AE skirts in the DSRV-16-4 engine at Kodiak Electric Asso-ciation in-Alaska?
A. (Johnson, Swanger) FaAA observed no evidence of ex-cessive side thrust during the inspections of the Kodiak skirts )
after more than 6,000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> of operation.
l l
1
100. Would you anticipate that adverse effects of side thrust would evidence themselves on the Kodiak engine even at 1,200 psi?
A. (Harris, Swanger) According to the County's standard for. acceptable-unital side dirust, the Kodiak engine should have experienced excessive side thrust even at 1,200 psi. As-l suming the County's calculation of the side thrust load at i
Shoreham is correct, the side thrust for Kodiak can be derived by multiplying the County's side thrust result times the ratio
, of the Kodiak and Shoreham peak firing pressures. As noted, Kodiak had not evidenced any symptoms of excessive side thrust.
101. Did inspections of the modified AF piston skirts re-moved from Shoreham after 600 - 800 hours0.00926 days <br />0.222 hours <br />0.00132 weeks <br />3.044e-4 months <br /> of operation reveal any indication of excessive side thrust?
A. (Harris, Johnson, Swanger, Youngling) No. Both vi-sual and nondestructive examination revealed no signs of the County's alleged excessive side thrust. The nondestructive evaluation (liquid dye penetrant and eddy current testing) showed that the cracks in the modified AF skirts were randomly distributed on all sides of the skirt in the boss area. The liquid dye penetrant test results are included in Exhibit P-33.
If there had been excessive side thrust, the cracks would have shown some side to side variation indicating adverse effects of side thrust load. The same side loads were experienced on the AF piston skirts as the AE pistons skirts because the factors affecting side loading, i.e., firing pressure and the geometry
~. .
x of..'the crank connecting rod and piston, are the same in both skirts.
102. ~ Is the side thrust load on the Shoreham piston ac-ceptable?
A. (Pischinger) Yes. Based upon the. dimensions of the piston skirt, crank radius and the connecting rod length,-I conclude that the Shoreham piston is an extremely low side-load piston. Moreover, based on current design practice, side thrust should not even be an issue in this proceeding.
B. FaAA Analysis 103. Did FaAA consider side thrust load in its analysis of the stresses on the AE pisten skirt?
A. (Harris, McCarthy) No. As discussed above, cyclic stresses were the key factor FaAA considered in analyzing crack initiation in the AE piston skirts. The cyclic stresses are the differences in the minimum and maximum stresses. Pressure and-stress have a linear relationship. Side thrust load is produced when the connecting rod angle varies from zero de-grees. In this case, a portion of the load due to pressure on the piston is reacted through the wrist pin at an angle as con-trasted to directly through the connecting rod to the crank-shaft as'would occur at top dead center. The pressure / crank angle diagram that FaAA developed (Exhibit P-5) shows that peak firing pressure during the power stroke occurs near the c
l l
l position when the connecting rod is vertical and-parallel to the cylinder. axis, a position corresponding to top dead center.
The minimum load (inertia) is' exerted when the piston is at top dead center of the exhaust stroke, which also corresponds'to a zero degree angle between the connecting rod and crankshaft. ,
I
.104. Would side thrust load change the cyclic stress am- i plitude? '
A. (Harris, McCarthy, Swanger) No, not significantly.
The pressure / crank angle diagram shows that the pressure' drops off rapidly as the piston moves away from top dead center.
Therefore, the forces on the piston decrease rapidly away from top dead center, and consequently the stresses in the stud boss region decrease. The side thrust load is zero at top dead cen-ter, which is close to where the peak pressure loading occurs.
By the time the crank angle has increased to the point where the side component of the load is appreciable, the pressure has decreased to the point where the total pressure load has greatly descreased.
105. Would the FaAA conclusions that cracks in the AE pis-ton skirts at Shoreham may initiate, but would not grow under operating conditions, be changed if side thrust load were con-sidered a significant contributor to cyclic stresses?
A. (Harris) No. In the unlikely event that side thruct loads were determined to be a significant contributor to cyclic stresses in the stud boss region, such increases would not alter the FaAA conclusions. This is borne out by calculations
made by FaAA on cracking of the AE skirt when subjected to peak firing pressure as large as 2,400 psig. These calculations, performed using the methodology described above, revealed that:
crack growth would not occur even at pressures of 2,200 psig.
The maximum and minimum stresses and fracture mechanics'analy-sis results from these calculations are shown on Exhibit P-34.
The small increases in estimates of cyclic stresses that may possibly occur if side thrust loads were included in the analysis would certainly be insufficient to increase the cyclic stresses to levels corresponding to 2,200 psig. Therefore, ex-plicit consideration of side thrust loads would not alter our conclusions regarding the possibility of crack initiation but no growth of cracks in the AE piston skirt.
VI. The Tin Plating On The AE Pistons At Shoreham Will Not Lead To Failure
. 106. Please describe the purpose of the tin plating on the AE piston skirts.
A. (Pischinger, Swanger) Tin is a soft, low-friction material electroplated on piston skirts to facilitate a smoother break-in period for an engine. During break-in, pis-ton rings and skirt surfaces are required to adapt themselves to new and non-broken-in cylinder liner and bore surfaces.
Soft tin . plating provides a low friction run-in surface similar to that provided by the overlay on the connecting rod bearing shells or on main bearing shells. In other words, the tin
1 l
l plating provides a running-in' surface between the new skirt and the new liner. In addition, due_to its soft quality, the tin plating captures minute particulates' created by the running-in process and absorbs these materials. This process, therefore, protects the honed cylinder liner. In summary, the purpose of the tin plating is to provide a smooth break-in period and to protect the cylinder liner and the piston skirt. Contrary to the County's allegation, the purpose of the tin plating on the skirt is not to offset the assumed bad effects of alleged ex-
-cessive piston side thrust. In fact, the County's own refer-l ence, Internal Combustion Engines (p. 498), states that " cast iron pistons produce less cylinder liner wear than aluminum ones, especially if they are tin plated."
107. Does the experience collected in the component tracking. system indicate that tin plating of piston skirts is not an operational problem?
A. (Seaman, Swanger) The component tracking system contained no evidence of any failures or adverse operational problems resulting from tin plating of piston' skirts in nuclear or non-nuclear service. Furthermore, the County did not docu-ment any actual failures or operational problems caused by tin.
plating. The County was merely theorizing based on incorrect assumptions as to the purpose of tin plating.
,- - . , , , , 4 . , _ - - - - . , -- v. v. -
108. The. County alleged that the scoring it observed can
. result in gas blow-by and, therefore, perhaps eventual piston seizure. Has excessive gas blow-by ever been experienced in the EDGs at Shoreham?
A. (Seaman, Youngling) No. LILCO monitors crank case pressure which would increase if gas blow-by were_ experienced.
If excessive blow-by were to occur, the pressure sensor would alarm and then trip the unit. Shoreham has never tripped due L to excessive gas blow-by.
109. The County was also concerned about alleged problems that might occur from the electroplating process. Why is the County's concern about electroplating ill-founded?
A. (Pischinger, Swanger) The County stated its concern about failure because of enbrittlement caused by hydrogen escaping into the metal during the electroplating. The County stated that hydrogen embrittlement has been responsible "for many dramatic-failures of ferrous metals" and is a problem in "all plated metal components." This is incorrect. Hydrogen enbrittlement is not a concern in relatively mild nodular cast iron which had relatively low ultimate tensile strengths as compared to steel. It is a consideration only in high strength steel with ultimate tensile strength in excess of 150,000 psi.
The tensile strength values of the AE piston skirt measured by j FaAA were 85,360 psi to 90,210 psi. Furthermore, any cathodically charged hydrogen in the piston would diffuse out of-the iron matrix in less than 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> at the operating tem-perature of the AE piston at Shoreham.
I
110. The County seemed concerned about tin plating because of scoring it observed in several~ cylinders during the County's trips to Shoreham in 1983 and 1984. Was this scoring due to the tin plating?
lA. (Seaman, Youngling) No. The County hypothesized, based on its 1983 observations, that the scoring was. caused by l an accumulation of imbedded material in the tin plated surface 1
i_ of the skirt. The - accumulation of material, - however, - was not caused by the tin plating. In 1983, the Shoreham EDGs had Koppers piston rings which were allowing an excessive amount of carbon build-up on the cylinder liners. As the result'of a recommendation of the DRQR program, those rings have been re-placed, however, with Muskegon piston rings. The Phase II DRQR of the piston rings concluded the Muskegon rings were appropri-ate for the intended use at Shoreham and that minor scuffing score marks on the cylinder liners were within an acceptable range indicating acceptable performance. In addition to replacing the Koppers piston rings with Muskegon piston rings to assure freedom from unacceptable scuffing, LILCO has adopted the following practices:
- 1. Inspection of the cylinder liners at each fuel outage to evaluate liner wear and coat deposits.
- 2. Use of a high detergent oil.
- 3. Use of 135* fuel injection tips.
111. Who performed the review of the Muskegon piston rings.
1 1
A. (Pischinger, Seaman) FEV performed the Phase II re-view which included an evaluation of the service conditions versus the ring design specification and an analysis of the ac- l-tual performance of the rings, pistons and liners. -
112. How was this review performed?
A. (Pischinger, Seaman) FEV considered the results of quality revalidation inspections and numerous task evaluation reports. Furthermore, FEV performed detailed engineering in- _$
spections at Shoreham, and more general inspections at Catawba, the TDI Manufacturing Plant in Oakland, California and the Muskegon Piston Ring (MPR) Manufacturing Plant in Muskegon, Michigan. i 113. Please describe the inspections performed of the r Shoreham pistons, rings and liners.
p A. (Pischinger, Seaman, Youngling) The Shoreham rings, a
pistons and liners were inspected following a 24-hour test and a 7-day test run and after about 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> at greater than run
]
or eqaal to full load. In addition, the components on EDG 102 were reinspected following a 100 start test.
114. What were the results of the FEV evaluation of the 5 service conditions against the ring design specifications?
]
g A. (Pischinger) FEV concluded that the design specifi- -j 9
cations for the MPR piston rings used on the Shoreham engines J 7
are typical of industry practice and conservatively rated for 4 i
a
=
M M
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=
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E turbocharged and aftercooled medium speed diesel engines and are, therefore, appropriate for the intended use at Shoreham.
115. What were the results of the FEV inspection of the Shoreham pistons, rings and liners?
A. (Pischinger) Buildup of coke in the upper area of the liner and piston down to the second compression ring was noted. The coke buildup resulted in wear on the ring and the liner, and minor scuffing score marks were observed on them.
Linear wear was also present, as well as some mirror-like bright areas on a high percentage of the cylinder liners. The magnitude and types of wear observed on the rings and liners, however, are within acceptable ranges, indicating acceptable
. performance.
116. Based upon the FEV review, do you conclude that the MPR piston rings are adequate for their intended function at Shoreham?
A. (Pischinger) Yes.
117. Does the tin plating in any way reflect a design de-ficiency?
A. (Pischinger, Swanger) No. The tin plating is an ac-cepted mechanism to facilitate engine break-in and to protect the piston and cylinder liner from scoring from minute particulates escaping from the combustion chamber. There is simply no support for the allegation that tin plating has ever led to scoring, much less that it has caused excessive blow-by affecting the operation of the piston.
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i VII. Conclusion 118. In light of the County's piston contentions, is it your conclusion that the AE piston skirts are safe and reliable for their intended service?
A. (Harris, McCarthy, Swanger) Yes. The analysis of AE piston skirts using the higher, more conservative. stresses pre-dicted that fatigue cracks could possibly initiate. The analy-sis by engineering fracture' mechanics predicted that these cracks cannot grow in the Shoreham EDGs. These same design analysis procedures have been successfully applied in other industries, including highly sophisticated aircraft gas turbine engines, as well as to other critical components of nuclear power plants.
119. Is it unusual to operate structural components where the presence of fatigue cracks is assumed?
A. (Harris, McCarthy) It is now common to design and op-erate critical structural components such that the initial presence of crack-like defects is assumed.and the growth of these defects in fatigue is calculated. The possibility of-fa-tigue crack initiation in the stud attachment bosses of piston skirts poses no new or unusual problems when compared to common design practice in other industries,-such as aerospace. For example, even the highly-stressed rotating parts of military aircraft gas turbine engines are designed assuming the presence of small cracks that can grow in fatigue. As noted above, the
United States Air Force has a formal procedure that expressly requires-the manufacturer to adopt this design approach. Many other structures - civil', mechanical, marine - are designed with the same philosophy. This philosophy merely reflects the.
fact that all materials and structures contain crack-like de-I fects on some scale and.that.the primary objective of design analysis is therefore not to prevent " initiation" but to ensure that such cracks cannot grow to a.significant size. It is im-portant to appreciate the fact that all critical structural components in our common experience, such as aircraft, bridges, pipelines, tanks--even elevator cables--contain such defects.
, Modern design analysis is able to ensure the safe operation of i all these structures through the application of engineering fracture mechanics. Contrary to the County's contention, the j fracture mechanics analysis of AE piston skirts showed that they are safe and reliable.
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Assocates DAVID O. HARRIS Specialized Professional Competence Fracture mechanics analysis and testing. fatigue and stress corrosion cracking in nuclear reactor piping, probabilistic fracture mechanics. stress analysis, acoustic emission testing and applications.
Background and Professional Honors Ph.D. (Applied Mechanics). Stanford University M.S. (Mechanical Engineering). University of Washington B.S. (Mechanical Engineering). University of Washington Managing Engineer. Fracture Mechanics Group.
Failure Analysis Associates Division Manager.
Science Applications. Inc.
Directorof Research.
Dunegan/Endevco Mechanical Engineer.
Lawrence Radiation Laboratory Member. American Society of Mechanical Engineers Member. Amencan Society for Testing and Materials Member. Acoustic Emission Working Group Member. Tau Beta Pi. National Engineering Honorary Society Member. Sigma Xi, Scientific Research Honorary Society Selected Publications
" Characterization of Acoustic Emission from Crack Growth in Steam Turbine Rotor Steels"to appear as Electric Power Research Institute Report. Palo Alto. California (with D. D. Dedhia and T. C.
Mamaros).
" Stress Intensity Factors for Surface Cracks in Pipes: A Computer Code for Evaluation by Use of influence Functions: Electric Power Research Institute Report NP-2425. Palo Alto. California (June 1982)(with D. D. Dedhia).
" Stress Corrosion Crack Growth in the Presence of Residual Stresses" Residual Stress and Stress Relaxation,28th Sagamore Army Materials Research Conference. Plenum Press (1982).
"Probabilistic Analysis of the Influer'ce of Vibratory Stresses on Piping Reliability." Reliability and Safety of Pressure Components, pp.17-34. PVP-Vol. 62. American Society of Mechanical Engineers. New York (1982)(with E. Y. Lim).
" Fracture Mechanics Models Developed for Piping Reliability Assessment in Light Water Reactors Report NUR EG/CR-2301. U.S. Nuclear Regulatory Commission. Washington D.C. (1982) (with E. Y. Lim and D. D. Dedhia).
" Application of a Fracture Mechanics Model of Structural Reliability to the Effects of Seismic Events on Reactor Piping Progress m Nuclear Energy Vol.10. (1) pp.125-159 (with E. Y. Lim).
"The influence of Nondestructive Inspection on the Reliability of Pressurized Components" Fracture Tolerance Evaluation. Proceedings of U.S.-Japan Joint Symposium on Fracture Tolerance Evaluation. Honolulu Hawaii (December 1981) pp. 257-265.
" Applications of a Probabilistic Fracture Mechanics Model to the influence of In-Service Inspection on Structural Reliability." to appear in the Proceedings at ASTM Symposium on Probabilistic Methods for Design and Maintenance of Structures (with E. Y. Lim).
" Approximate influence Functions for Part-Circumferential Interior Surface Cracks in Pipes" presented at 14th National Symposium on Fracture Mechanics. Los Angeles. California (June 1981)(with E.Y. Lim and D. D. Dedhia).
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l DUANE RJOHNSON l
Specialized Professional Competence l Nondestructive evaluation and structural monitoring methods; production line inspection system development, field inspection and monitoring services, inspection and monitoring reliability analysis, nondestructive inspection procedure development and review. inspection level and interval opti-mization, eddy current instrument development advanced electromagnetic sensor development, advanced signal processing. R&D on advanced nondestructive inspection and monitoring methods.
Background and Professional Honors B.S. (Electrical Engineering). University of Minnesota. with High Distinction M.S. (Physics). University of Washington Ph.D. (Physics). University of Washington Manager. Nondestructive Evaluation and Monitoring.
Failure Analysis Associates l President and Co-Founder.
Reluxtrol, Inc.
Supervisor. Nondestructive Inspection.
Pratt & Whitney Aircraft Associate Professorof Physics.
American University. Cairo. Egypt Member. American Society for Nondestructive Testing Member. American Physical Society Member. Institute of Electrical and Electronics Engineers Selected Publications
" Review of State of the Art inspections of Steam Turbine Blades: EPRI Steam Turbine Blade Reliability Workshop (1982)(with E. K. Kietzman).
" Electromagnetic Testing of Ceramic Materials" EPRI Report (1981)(with L Y. L. Shen).
" Controlled Reluctance Eddy Current inspection of Steam Turbine Components: EPRI Workshop on NDE of Steam Turbine and Electrical Generator Components (1980)(with S. Sarian and E. K.
Kietzman).
" Assessment of Current NDI Techniques for Determining the Type. Location and Extent of Fossil-Fired Boiler Tube Damage: EPRI Report (1980)(with E. R. Reinhart and S. Sarian).
" Production Line Nondestructive Evaluation of Continuous Formed Metal Parts Using Controlled Reluctance Eddy Current Probes" ASNT Spring Conference (1979)(with S. Sarian).
" Reliability of Flaw Detection by Nondestructive inspection" Metals Handbook. Vol.11 (with several authors).
" Economics and Managerial Aspects of Nondestructive Testing Evaluation and inspection in Aero-space Manufacture? Appendix C. National Academy of Science Publication NRAB-337 (with T. L. Toomay).
" Determination of Nondestructive inspection Reliability Using Field or Production Data" Materials Evaluation. Vol. 36 (1978).
" Estimation of Defect Detection Probability Using ASME Section XI UT Tests on Thick Section Steel Weldments" ASM/ ASTM /ASNT/ANS Intemational Conference NDE in Nuclear Industry (1978)
(with T. L. Toomay and C. S. Davis).
"A Workable Approach for Extending the Life of Turbine Rotors" Fatigue Life Technology. ASME Symposium (1977)(with P M. Besuner).
" Optimizing NDI Sensitivity" Metals Progress. Vol.112 (1977).
" Inspection Uncertainty The Key Element in Nondestructive Inspection: Materials Evaluation. Vol. 39 (1976).
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Failum A@ssoaates ROGER L McCARTHY Specialized Professional Competence Mechanical, machine, and mechanism design. Dynamic mechanical system design, analysis modeling, control (including dedicated computer control), and failure analysis. Custom product design. Human factors engineering and testing; design analysis of man / machine interface. Design analysis research.
Risk analysis;quantification of hazards posed by design and ennstruction of mechanical components, products, or system failure in the industrial and transportation environments. Design analysis through large scale accident data analysis and evaluation, including vehicle design and collision performance. ,
Evaluation of mechanical / electrical design-related explosion hazard; heat transfer design. Reinforced polymer composite design analysis, including tires. Patent analysis relating to mechanical design.
Background and Professional Honors A.B.(Philosophy) Universityof Michigan,with High Distinction B.S.E. (Mechanical Engineering), University of Michigan, summa cum laude S.M. (Mechanical Engineering), Massachusetts Institute of Technology Mech.E. (Mechanical Engineering), Massachusetts Institute of Technology Ph.D. (Mechanical Engineering), Massachusetts Institute of Technology President.
Failure Analysis Associates Principal Design Engineer Failure Analysis Associates Program Manager, Special Machinery Group, Foster-Miller Associates,Inc.
Project Engineer, Machine Design and Development Engineering, Engineering Development Division, Proctor & Gamble Company, Inc.
Registered Professional Mechanical Engineer, California, #M20040 Registered Professional Mechanical Engineer, Arizona, #13684 Phi Beta Kappa. Sigma Xi, James B. Angell Scholar NationalScience Foundation Fellow Outstanding Undergraduate in Mechanical Engineering, University of Michigan Member American Society of Metals, American Society of Mechanical Engineers, Society of Automotive Engineers American Welding Society, National Safety Council, American Society forTesting and Materials Member, American Society of Safety Engineers Member, Human Factors Society, System Safety Society, National Society of Professional Engineers Member, American Society of Heating, Refrigeration, and Air-Conditioning Engineers Member, National Fire Prevention Association Selected Publications
" School Bus Wheel Rim Safety-Multipiece vs. Single Piece National School Bus Report, Springfield, Virginia (December 1982)(with G. E. McCarthy).
" Warnings on Consumer Products: Objective Criteria For Their Use" 26th Annual Meeting of the Human Factors Society, Seattle, Washington (October 25-29,1982)(with J. N. Robinson, J. R Finnegan and R. K. Taylor).
" Average Operator Inaction Characteristics with Lever Controls-Study of the Column Mounted Gear Selector Lever" 26th Annual Meeting of the Human Factors Society, Seattle, Washington (October 25-29,1982) (with J. R Finnegan, G. F. Fowler and S. B. Brown).
" Catastrophic Events: Actual Risk versus Societal Impact, 1982 Proceedings, Annual Reliability and Maintainability Symposium, Los Angeles, California (January 26-28,1982)(with J. R Finnegan and R. K. Taylor).
4 a
" Product Recall Decision Making: Valid Product Safety Indic& ors," Proceedings of the Fourth Inter-natioral System Safety Conference, San Francisco, California (July 9-13,1979). Published by Professionci Engineer Magazine (March 1981).
"Large Vehicle Wheel Servicing: Reduction of Risk Through implementation of An OSHA Standard Governing Multipiece and Single Piece Rims: Phase IV" Published by the National Wheel and Rim Association (March 1981)(with J. R Finnegan). $;
" Program to improve Down Hole Drilling Motors: Task 2, Lip Seal Design," Failure Analysis Associates Report F/A-81-7-6 to Sandia National Laboratories (October 1980)(with V. Pedotto).
"A Safety and Fracture Mechanics Analysis of the Pneumatic Tire: A Perspective on the Firestone 500 Radial Tire'l Presented at the International Conference on Reliability, Stress Analysis
, and Failure Prevention, of the American Society of Mechanical Engineers, San Francisco, Califomia (August 18-21,1980) (with W. G. Knauss). <
"Multipiece and Single Piece Rims:The Risk Associated with Tlieir Unique Design Characteristics:
Phase lil Published by the National Wheel and Rim' Association (June 1980)(with J. R Finnegan).
"An Engineering Safety Analysis of the Steel Belted Radia! Tire," Society of Automotive Engineers
. - Paper #800840(June 9-13,1980). - -
"A Simple Technique to improve the Allocation of Safety inspection Resources'l Proceedings of the .
Fourth Intemational System Safety Confe.unce, San Francisco, California (July 9-13,1979)
(with R M. Besuner). s "An Engineering Analysis of the Risk Associated with Multipiece Wheels," National Highway Traffic Safety Administration, ANPR Docket No. 71-19, Number 7 (June 1979)(with J. R Finnegan).
" Planar Ther mic Elements for Thermal Control Systems," Journal of Dynamic Systems, Measurement and Control, Vol. 99, Series G, No.1 (March 1977)(with B. S. Buckley).
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CURRICULUM VITAE Professor Dr. techn. Franz F. Pischinger Date of Birth: 18.07.1930, Waidhofen/Thaya, Austria 1948 to 1952 studies and graduation in mechanical engineering at. Graz Technical University. From 1953 to 1958 (1954 doctors degree) technical assistant at Graz Technical University.- Then Head of Research Department of AVL (Institute for Internal Combustion Engines, Professor List, Graz). 1958 habilitation.
1962 to 1970 leading positions in research and development ~at Kldckner-Humboldt-Deutz AG, K61n (last position: Director of Research and Development Department). Since 1970 Director of the Institute for Applied Thermodynamics at Aachen Technical University. Supervising Research and Teaching in the field of internal combustionengines and thermodynamics of combustion.
Also (1978) president of the FEV Forschungsgesellschaft, fur Energietechnik und Verbrennungsmotoren mbH, Anchen.
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t CEAIG K. SEAMAN 358 CLUBHOUSE CT, CORAM, N.Y. 11727 (516) 929-6050 BUSINESS ,
(516) 698-0503 HOME l l
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SUMMARY
An aggressive, results-oriented engineer with extensive background in engineering supervision, mechanical and structural engineering, and construction. Most recent-assignment requires management of 150 engineering, professional and technical
- personnel assigned to resolved'esign and quality concerns with a nuclear standby ,
diesel generator manufacturer.
LONG ISLAND LIGHTING COMPANY SHOREHAM NUCLEAR POWER STATION (1979 - PRESENT)
AS PROGRAM MANAGER
. Established a program to provide an in-depth design review and quality revalidation of Trancamerica Delaval diesel generators to qualify these units for nuclear emergency standby power. This program was required as a result of numerous engine failures and negative NRC audits.of the vendor.
. Responsible for presentations to utility executives to enlist participation in the program - results: 11 of 11 utilitics with operating licenses or
- active construction programs are contributing and participating.
. Managed the program utilizing a team concept involving over 150 personnel including engineers, scientists, diesel consultants, quaJity control inspectors and clerical support. ~
t AS GENIOR PROJECT ENGINEER
. Managed an on-time and budget Pre-Service Inspection Program including providing expert testimony for the Atomic Safety and Licensing Board.
- . Responsible for coordination of utility / architect engineer response to an Independent Design Review resulting in a clean bill of health for Shoreham.
. Supervised an engineering section responsible for all mechanical engineering, power systems, structural engineering, piping (including ASME) and pipe supports engineering.
AS ASSISTANT PROJECT ENGINEER
. Responsible for plant betterment program - one example is a radwaste system modification to back flushable etched disc filters which resulted in an over $200,000 savings.
. Assisted in development of the first domestic Induction Heating Stress Improvement Program for mitigation of stress corrosion cracking in Reactor Recire System piping including coordination with NRC, G.E.
and international firms.
. Engineering responsibilities included NSSS systems, radwaste systems, ASME piping and supports, and structural disciplines.
1 DANIEL INTERNATIONAL CORPORATION ENRICO FERMI UNIT II (1978 - 1979)
AS PROJECT ENGINEER
. Assigned to the Walbridge Aldinger Company (WACo) to establish the firm's q ability to perform piping and mechanical installations. As a direct result, '
the WACo contract was increased 100% to $40,000,000.
. Supervised an engineering office responsible for ANSI B31.1 piping, fire ,
protection piping, the biological shield wall and temporary facilities.
AS CONSTRUCTION ENGINEER
. Assigned to a task force established to review three quality assurance manuals and 40 construction procedures for effectiveness and efficiency - this effort resulted in a 20% increase in productivity in the field.
. Responsible for drywell piping including planning, engineering, materials procurement, and management of offsite programs in Michigan and California.
LONG ISLAND LIGHTING COMPANY SHOREHAM NUCLEAR POWER STATION (1975 - 1978)
AS CONSTRUCTION SUPERVISOR
. Responsible for the first on-time completion of a mechanical system at Shoreham - the Reactor Recirculation System in the Primary Containment.
Established a coordinated con;truction team for piping and mechanical equipment installation in the Primary Containment including - contractor supervision, labor, quality control, cost engineering and scheduling.
. Assigned to a task force established to evaluate the construction program -
the result was a major construction reorganization with significant improvements in progress, scheduling and cost control.
AS C079TRUCTION COORDINATOR
. Provided a recommendation to purchase previously rented heavy construction l equipment which resulted in a savings of over $500,000. l
. Monitored civil / structural construction and field engineering activities including detailed reporting to management.
EDUCATION Cornell University B.S. Engineering Brooklyn Polytechnic 18 Credits toward M.S. in Nuclear Engineering
, PERSONAL --
Ass - 31 Height - 5'9" Weight - 160 Married - 1 Child Health - Excellent
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Assoaates .
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LEE A. SWANGER Specialized Professional Competence Failure analysis of materials; metallurgical engineering, physacal and mechanical metallurgy, and thermodynamics; foundry process development including ferrous and non-ferrous castings; powder metallurgy and powder rolling; electrochemistry, including electroplating and corrosion; materials testing, fatigue, and fracture; metal matrix and polymer matrix cwnposites; tribology frichon, wear, and lubrication; infomal combustion engine and compressor component design and testing; sleeve bearing design, manufacture, and failure analysis.
Background and ProfessionalHonors Ph.D. (Materials Science and Engineering), Stanford University, with Distinction M.B.A. (Marketing / Finance), Cleveland State University .
M.S. (Materials Scisnce and Engineering), Stanford University B.S. (Metallurgy), Case Institute of Technology, with Highest Honors
^
Managing Engineet Failure Analysis Associates Directoc Research and Development, ImperialClevite Inc.
Associate Directoc Product Develdoment,
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Gould inc., Engine Parts Division Managet Tribology and Bearing Research, ,
Gould Laboratories, Materials Research i Associate Senior Research Metallurgist. .
General Motors Research Laboratories Lecturer, Metallurgical Engineering, l Cleveland State University l Visiting Research Associate, Metallurgical Engineering, Ohio State University 1 Registered Professional Engineet State of Ohio #44024 '
Member, Tau Beta Pi, Engineering Honorary Fratamity Member, Sigma Xi, Scientific Research Honorary Fratemity Member, Beta Gamma Sigma, Graduate Business Honorary Fratsmity National Merit Foundation Scholarship Xerox Corporation Fellowship 18M Corporation Fellowship Hertz Foundation Fellowship Membec Amencan Society for Metals Membec Society of Automotive Engineers Interviewec Hertz Foundation Fellowship Project Selected Publications U.S. Patent No.4,333,215:" Bearing Material and Method of Making" issued June 8,1982.
" Compacted Graphic Cast Iron Components for improved Thermal Fatigue Resistance" imperial Clovite Inc., Intemal Report (January 1962).
" Marketing Strategies to Achieve Cash Flow Objectives," M.B.A. thesis, Cleveland State University (June 1982). ,
" Squeeze-Cast Pistons for Heavy Duty Applications" Gould inc., Intemal Report (February 1981).
" Evaluation of Graphite-Epoxy and Graphite-Babtxtt Composite Sleeve Bearings" Gould Laboratones, Phase Report (October 1977).
" Environmentally Induced B"dering of Aluminum P/M Components" Gould I.aboratones, Project Completion Report (December 1976).
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Attachment 7 L
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BSword J. Youngling Manager, law-1 mar Ehgineering Department Assigned as Manager, Nuclear Engineering Department in May 1984. Report to the Vice President, Nuclear. Respcmsible for the overall operation of the Nuclear Ehgineering Department. 'Ihe Nuclear Engineering Department is charged with providing the technical direction for engineering, fuel managenent, and radiation pw =+. den for the purpose of maintaining the
^
! design basis of the Shoreha Nuclear Power Station.
l Responsible for the organizational developent of the Nuclear Engineering l
Department and the definition of functions and responsibilities of the l
Nuclear Systems Engineering, Nuclear Fuel, Nuclear Project Engineering,
, Digineering Assurance and Radiation Protection Diviairma.
i Provide timely technical support to Shorehen plant operating staff for routine and abnormal operations in areas of nuclear engineering, core analysis, radiation pwwdon, health physics, chemistry and l
rariint-hanistry. Administer programs and approve g.-s Nres to provide engineering and engineering management for plant modificatims and
! engineering studies. Establish reliability and risk assesment capability mi-ari at improving plant safety and avait aility. Provide engineering support to Shoreham in the disciplines of thermal-hydraulics, heat transfer, stress analysis, systens engineering, instroentation and c e trols, m terials engineering, nuclear fuel design, core physics, safety and r=1iability analysis, risk azaa===artt, radiation y_^+1 ion, shielding, _
health physics, radiatim chenistry, rir.e,: Lrdve examinatim, corrosion analysis, and nuclear waste technology. Direct engineering work to the Office of Digineering en matters enacupassing the disciplines of i electrical, civil, power and envirtruental engineering for projects related to Shoreham. Direct activities related to nuclear fuel cycle management and establish nuclear material accountability. Establish oore analysis systens to provida core follow support and advice on control red withdrawal patterns. Provide technical direction for the Ocupany's Radiological i Envi4G__. ital 2nitoring Fwyuan. Provide radiation protection engineering and health physics t=1..r., logy assessments for ir m p ration in the Campany's AIARA radiation dose reduction progran. Responsible for the ccupany's AIARA radiaticm dose reduction progran. Participate with Nuclear i operations Support and Plant Operating Staff in the developent and 1 inplementation of the Corporate Licensing Policy.
f Prepara and approve all budgets' related to departmInntel activities
- necessary to 6tuply with Corporate requirements. Prepare testimorrf and j participate in appearances before federal, state and local hearing boards as required (PSC Prudency, PSC Rate Case, NIC Hearings, etc.) . Administer i R&D efforts within the Departuent in support.of the Corporate R&D program.
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B$werd J. Yotmgling Responsible for the finalization of the Shoreham Delaval Diesel Generator Design Review / Quality Revalidation Program.
Graduated from Ishigh University in 1966 with a Bachelor of Science Degree in Mechanical Engineering. Frt:sn .A:ne 1966 to March 1968 attended Union College and achieved credits towards a Masters of Science Degree in Nuclear Engineering. Successfully ocepleted the following training courses:
" Introduction to Nucler Power" by NUS Corp., July 1970
" Boiler Control Fundamentals" by General-Electric Co., January 1972
" Fundamentals of BWR Operation" by General Electric 03 at the GE Dresden Sinulator, August 1972
" Process Ccaputer Concepts and Practices" by General Electric 03.,
' February 1973 "Shoreham Daamarch Reactor Training Program" at Brookhaven National Iaboratory Medical Research Reactor (NIC SIOC License candidata renaarch reactor training requirement), May 1975
" Planning for Nuclear Brergencies" by Harvard School of Public Health, May 1976
" Interagency Course in Radiological 3. p ;y Respcuse Planning in Support of Fisced pir-laar Facilities" by Nuclear Regulatory dramminairm, September 1978 "Custmer Engineer Training Fr@uma in the Methods Used to conduct Maximum
'Iurbine capacity Tests and Analyze Results to Detect and Correct Cr' Iosses" by the General Electric Co., Iarge Steam Turbine Division, SW=r 1979 "ShcLh Nuclear Power Station On-Site Training Pr@1.cmi GEC SROC license candidate plant systans training requirement), January - April 1979 "T. Tim Advanced Supervisory Workshop", April 1979
" Assertiveness Training Workshop", November 1980 ar. Tim Manageme.:t Workshop", December 1980 "Shoreham General Brployee Training",1983 Achieved a Senior Operator Certification from the General Electric Carpany on the Duane Arnold Energy Centar Boiling Water Reactor.
l' March 1981 - May 1984 Assigned as Startup Manager in March 1981. Respmsible for the Preoperatimal test activities for the Shoreham Nuclear Power Station.
Report to the Vice President-Nuclear. Responsible for coordinating all Checkout and Initial Operaticms and Preoperational Testing. Set initial
- - huction ~ priorities by system /stbsystaan and monitor m Loction progress as it relates to the startup schedule. Had the authority to modify construction scharkla as conditicms demand. Chaired ocmstructim release meetings at which status of construction, as it relates to systems scharblad to be relamaari, was discussed. Member of the Joint Test Group.
I!hsured that the ,, established procedures of doctanentaticm control were followed. Responsible for the review, monitoring, supervision and approval Page 2
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l Edward J. Yo m gling i of Checkout and Initial Operations Tests, Preoperational Tests, and l Acceptance Tests, review of all test results === aries and reca mend acceptance, rejection or modification by the JIU amnrding to results.
Responsible for the production of all the software required for testing of Shoreham. Certified Ievel III per ANSI N45.2.6 - 1978.
In . Aucrist 1983 named as Manager for the Shoreham Delaval Bnergency Diesel Gererator Crankshaft Failure Recovery Picyi . Responsible for coordinating the failure analysis, rebuilding, ratesting and requalification of the three <Hamal generator units.
Prepared testimony, was depositimed and testified before the Atcmic Safety and Licensing Board regarding Shorehan contentions dealing with quality assurance, startup testing and emergency diesel generators. Prepared a testimony and testified before the New York State Public Cenice Omnission. Responsible for direct interface with NRC Resident, Regional and Staff personnel for matters related to the preoperatimal test program and emergency diesel generators recovery effort.
May 1979 - March 1981 Assigned as maclear Services Supervisor in May 1979, s w Ling to the i Manager, Nuclear Operations Support Division. Responsible for the management and coordination of those support services required by Tmm Nuclear Power Statims. 'Ihese support services uv b4md coordination of major station modificatims, perfonnance of wedonal design reviews, ocordinating the resources of other imm Departamts and outside consultants to achieve a desired result assigned to the Division, coordinating lcng-range planning activities associated with plant j maintenance, fuel cycle strategy and budget and cost omtrol, nonitoring overall plant and individual equiprent performance, maintaining a current 1 knowledge of federal regulaticns, industry codes and standards, and changes l thereto applicable to the facility.
I Participated on the LIICO Corporate Task Ibroes assessing Shoreham design and operations, corporate connunications, crisis management and overall ,
wwy emergency preparedness following the 'Ihree Mile Island Unit 2 accident. Chairman of the Shoreham Review Task Group, responsible for
' developing action plans for inplanenting post 'IMI reom mendations.
Responsible for the shoreham control Roan human factors design review. l Developed the corporate policy manual defining interdepartmental
- responsibilities for the LIIOD Nuclear Program.
et Page 3 l
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Edward J. Youngling February 1975 - May 1979 )
Assigned as (211ef Technical Engineer of the Shoreham Nuclear Power Staticn th11t 1 in January 1975. Responsible for the activities of the Instrumentation and (bntrol, Health Physics, Radiochenistry and Reactor Engineering Sections of the plant staff, including the developnent of administrative and technical programs and pKi a res to meet regulatory, ocmpany and industry requirements; and the training of professional personnel and technicians to satisfy qualification standards. Served cn the plant Review of Operations Camittee (ROC) and when designated acted as Chairman of the BCC in the Plant Manager's absence. Served as a merrber of the plant Licensed Source User's Ca mittee as stipulated in NRC Nuclear Material License No. 31-17432-01, February 1977.
August 1974 - January 1975 Reassigned to the plant staff as the Instrumentaticn and Control Engineer, then Jcting Chief Engineer 'rechnical. Responsible for manpower planning and the developnent of the technical training pw.g us for subord.tnate personnel. Participated in generating portions of the Shoreham Safety Analysis Report, and in the review and a W of plant operating procedures, lesscn plans and systen descripticms.
July 1973 - July 1974 Named the Instrumentation and Control Ehgineer for Shoreham mclear Power Station and assigned to the General Electric Otmpany Startup, Test and Operations (SIC) organizatial at the Duane Arnold Ehergy Center in N
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..- Shorehasi Nuc4c,aN... Ren= hon - Unit 1
\
{. REPAIR / REWORK REQUEST
- 1. Requestg /[,.27 Initiated By: 8d de//er
.t/[4d9 System 6 t/ff3 A Test Engineer /Dato
"..* ps WY I '
Wor 5c performed under jurisdiction of ( ) Unico Construction' ([LILCO Startup Work to be performed by: ( ) Unico construction ([LILCOStartup ' i Quality Assurance function to be performed by: ([OQA ( )FQC ( ) Work Supervisor i system or Subsyst.as Descriptions /~D G /a/ I I 8 QA Category: I CompletionDataRoquiked: [ Perfom the following work: L., ,,,, , w % ,, / 6,,.M, /s/ a,jM IL,,,, //, f 4,Le~f;~,o 41 0 # ' ' " Rcason for Mork: 'Drefel Swier $.rs' dh $ $ totxYeY=vt *'
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- 2. Werk to be perfonned in accordance with the follosing applicablo construction or maintenance proce6,,u,,3;.,; ch's n9 ruf *;. -J JZ'j d &~,,,j /*,,,e
- 3. Notify .. , ' hsJ" ?6 0 y bor to performing work.
e Startup Engi
- 4. Request Approved: # [7//l/Mt /[
Lead StI dup Engi e /patgf S&W/ L'can 'hdvisory Eng./ cst!e l S. This form cust bo signed and returnec to the party requesting the work when the work is cc:npleted. The above work has been completed. A work summary and necessar*/ docu-mentation is attached. . - - - - -
?$ Y,,, fr-Y -
YC lY
Supervisor /Dat6 ' ' '
Field QC or Operational A/ Data i
- 6. The following rotest(s) are required and coopleteds .(D# /p/ #m-enlff #97 )
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b / Y & / & W & S// W W,m 'A $t f .DW- fl' 1lW ' til,C0 'Operatiasn g QA .(tigineer"/Catd / Startup Engineer /6ato [ DISTRIBtfrION : Original tot crganization' Performing Works () Unico Construction ' f Superintendent (via Turnover Coordinator), or ( )LILCO , (' S tartup. *
. l I Copics To: Organizatiori !!ot Performing Works () Unico Construction
(# Superintendent (via Turnover Coordinator), or ( )LILCD Startup - Cperational QA NNOUD g - Field QC O +
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PISTON DISASSEMBLY / REASSEMBLY CUIDELINES Piston No. 5 NOTE: This guideline provides piston disassembly / reassembly instructions following removal of the piston assembly from the engine. A. DISASSEMBLY
- 1. Remove the four (4) crown to skirt nuts. Record breakaway torque on attached sheet.
B. kEASSEMBLY
- 1. 7erify the following inspections are complete and do not restrain reassembly.
Task description no. 03-341A ,
/'
dj ,~ ~,I'# 'O j'. M.. 'k - ,
- s. Release raceived i'lli ir t'I' 'U 5#
TE - Date Remarks A D/.' ~> 2Edd N -2?7'Y 4?Y,' c' C :'- )
<?%. 7' C . -N \ <1I" l . / ', .
- b. Corrective action complete (N/A if not required). 7 lRf/h/ w '/.C ..
- sb.Gk.f TE Date
- 2. Reassemble piston as follows,
- a. Place crova on skirt. Measure cold gap at point "X". (4 places only. See attached copy of portion of TDI dvg. 03-341-7319).
Should be .007/.011. Remove crown. 00f Record Cap p ,~q:::g*a'.' 6A*.MW
~
A-f' 4 M&TE i Cal. Due Date j.. I;.$b'c -- Y b- .od u ?.' j .j. TE Date imuMD b OQA I Date
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PISTON DISASSEME:.Y/RE.M*:P.3*.*.* CCI.T !!:~S Pisten No. 7 NOTE: This gui. feline provides pict:.- d'sasseebly/rensec=bly fr.strue:tonr M1owir.g rom.svat of the pister. esset:bly f rec the n rin . A. DISASS D5!.Y
- 1. Ee:ec re the ! cur G.) crown to skirt nn:s. Ike:rd b re:ha. i;.- :e r.; f a : cr.
attached sheet. S. v.EA5SDSt3 y-
. *lority t! c fellow.ng inspectie s .re ce ;.3:e a-d de ~:: c r. : r . - -
reasssf:1..
! Te.s'. b scrip:ior. no. 03-3'41A
/
- a. ?.sLanse received : 5.'
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. _ t.: Q C :) 224;,t: 2.2.' 5..'._ . _l_l< - .. .c .._ _? ..L, j b. Corrective cctien co=pletc (';/.\ if ro: req-fred .
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V 4 PISTON DISASSEMBLY / REASSEMBLY GUIDELINES { Piston No. 8 NOTE: This guideline provides piston disassembly / reassembly instructions following removal of the piston assembly from the engine. A. DISASSEMBLY
- 1. Remove the four (4) crown to skirt nuts. Record breakaway torque on attached sheet.
B. ItEASSEMBLY
- 1. Verify the following inspections are complete and do not restrain reassembly.
Task description no. 03-341A
/
- a. Release received !/ .
TE
?.* - "
-f Date
/
/
Remarks A DA b 22&d. ' s 2 7'E~
/!d?/. c'E6cG . ?.77'f /lC .* w Y /!.. /.T,
- b. Corrective action complete (N/A if not required). J
,f. c'i -~ r %$. ~.
. ._L TE Date
- 2. Reassemble piston as follows.
- s. Place crown on skirt. Measure cold gap at point "X". (4 places only. See attached copy of portion of TDI dwg. 03-341-7319).
Should be .007/.011. Remove crown.
~
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l _ M&TE F k~%$ <//ldf s'k Cal. Due Date j
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Delaval ' ' ' " " ' * ' ' " ' '
#0V 9 1983 I PISTON A5SEMBLY- TWO .%
( R/RV-4 ENGIN E54 -- l Ano sesoncss ,...n
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- N I"b""" M ,F4bruary 18, 1981 J M e W ",r:g,,y,;ggg 1,,
<. **. POWER STATION -} R:vinien 12
+ -
"*,.sT 3AUP TORM ~1.6 ~~-- - ---
j ,, ..,- Ehoreham Nucj,truv... n O L.aon - Unit 1 REPAIR / REWORK REQUEST
- 1. Request: /in - / Initiated By: A /s//r f/g/s-9/ System G : 848 8 Test Enginee(/D'ato' s
WEkperformedunderjurisdictionof: ( ) Unico Construction ~ N LILCO Startup
~
Work to be performed by: ( ) Unico Construction % LILCO Startup -
/ff Quality Assurance function to be performed by: NOQA()FQC ( ) Work Supervisor System or Subsyst.em
Description:
[eSEL btwfMM /O2. QA Category: I Completion Date Requireds, 2//7/84-Perform the following work: [Afr e c/ MEV/ [ M E /01 uTME .2hsg55W Giu: Min /st Zv_wcrias ~77tsxs \ Reason for Works ha sfL GEMfkA7bt bS/ALb'? k&AL/&tT7N
- 2. Work to be performed in accordance with the following applicabic construction
- h~~' - or maintenance Aya mfhem g/;/dsu' air . .T///- 67 _
ThT MAduAL p{rocedure: kO5-13D) M J W S
+ O %f Yl-3 o y.
- 3. Notifyf //c du u1*.74/[priortoperformingwork. ,
+
- 4. Request Ap oe / N >H/)hi4f_
Lea SEartub Eng% der / /b e' ocW IfedCAdvisory Eng.'/ Dints'
. i ; 3. This form must be si ned and returned to e part'/ requesting the work when the i ,
work is completed. I, The above work has been completed. A work summary and necest.ary docu-cent 4f.4pn i s attached. - f Oku ~ 'l 7 }Y v nupe' rvisor /Date #
' Field QC or Operational QA/Date
- 6. The following re_tpst(s) are re Ms /O2, [u4./-A/
cmerAW 2/n/s/ quired and &7 completed:AMG-dy . Is s 1 M/ / i b% I A / / W;L A-x ///) [LCD 0$ era'tiogfal'QA Engineer artup'DnIine /Tfante' J $//FDMt.Jh ato/ / 4171E4 DISTRIstTrION: Original to: Organization Performing Works () Unibo Construction Superintendent (via Turnover Coordinator) , or Q()LILCD [
, Startup. .
Copies To: Organizatiori Not Performing Work: () Unico Construction Superintendent (via Turnover Coordinator) , or N LILCD NOTED aPR 2 8 94 Meartup . edaeg u N S U 7r2 Operational QA gg4 y pU
- E0 h6 QA6 &
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PISTON DISASSEMBLY /REASSDBLY GUIDELINES i Piston No. 5 l l NOTE: This guideline provides piston disassembly /rcassenhly Instructionn follo>ing removal of the piston assembly fror. the engine. . Inspection requirements remain in steps VII, VIII cnd I:: ef the disassembly guidelines. l
- 1. Recove the four (4) crown to skirt nuts. Record breal:avar e . .-
attached sheet.
- 2. Perform piston, p n rings an on pins Inspection Tash Guideli s. (Ste 'II
'~
and IX).
/ ,
DGQRG l'e t e
- 3. Reassemble piston as follova.
- a. Place crown on skirt. Mc a su rt- cold gap at print "X" ( place's -
only. Sec attached copy of portion of 'IDI dwg. 03-341-i310. Should be .007/.011. Re:sove etcwn.
\ s n r- v-L o r .
) Record Gap N/A f.'A7' 2 - t.9 - i'l ;- g x;.i.m. cusw c M&TE F Cal. Duc Date M *. r a / " m ,,c c ~
d-z?-FY / //r .. . N, 't r l4' lW z-53-or9 ; /c < y</ TE ' Date
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o o O PISTON DISASSDiBLY/REASSIE!.i CUIDELINES Piston No. 6 NOTE: This guideline provides pistou disast:cebly/re.4s.cebly instructions following removal of the piston asncmbly f rom the engine. Inspection requirements reain in steps VII, VIII and IX of the disassettbly guidelir.es.
- 1. Res.ovc the four (4) crown to skirt nuts. Recoral breakavr.y que on attached sheet.
- 2. Perfore piston, ston rir a- on pint Ir..*pectien Ta.sh Guidelines. S p nd IX).
'II PGQKG Date
- 3. Reassembic piston as follows.
- a. Place crown on skirt. Measur*c cold gap at point "X" (4 p1 secs -
only. See attached copy of portion of TDI disc. 0?-341-7319). Should be .007/.011. Remove crown.
~ w " E - i-T c i_ ~ ,?
Record Cap j"~ c~r.* .c n* .r u s-? G t M&TE D Cal. Duc 1: ate l "r-!! l< G / - tk T'E # :! * .G 3 li 9 C.M L. D u L. (, - 2.9 21 o =
', 2 YE* *
- _I,* * ' '1' l f a Es 'sf 1 -f$ 64 p nn n g o p a,; . DQA 1?:' '
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l' I PISTON DISASSEMBLY / REASSEMBLY CUIDELINES Pisten ::n. 7 l
- j. NOTE: This guideline provides piston disassembly / reassembly instructions 1
following removal of the piston asserably from the engine. . Inspection requirements remain in steps VII, VIII and IX of the disassembly guidelines. l l
- 1. Remove the four (4) crown to skirt nuts. Record breakaway,,carq ',
G on attached sheet. I I
- 2. Perform piston, p st n ing n on pins Inspection Task Guidelines. ( s .d IX).
DGQRG Date
- 3. Reassemble piston as follows.
- a. Place crown on skirt. Measure cold gap at point "X" (4 places only. See attached copy of portion of TDI d:g. 03-341-731c).
Should be .007/.011. Remove crown.
.?> r prie_.t
~
Record Cap FE/ ~/. 7~ R' r ey:>ri-' M&TE f Cal. Due Datd I " 14 s t< C ~ M S-TE # f'iv:*f /19 'J $* , , *
,,~' /;.* /P tj Z t J9 a
Drto C Rt . DU G {~29-24 TE ] .') '-
) , ' dd IX, .
1 i T - # P[4 6QA Dat3 Fr?o r41~ e ,= c n c, . l .00F
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.o o PISTON DISASSEMBLY / REASSEMBLY CUIDELINES Piston No. R NOTE: This guideline provides piston disassembly / reassembly instructions following removal of the piston assembly from the engine.
Inspection requirements remain in steps VII. VIII and IX of the disassembly guidelines.
- 1. Remove the four (4) crown to skirt nuts. Record breakaway . on attached sheet.
- 2. Perfom piston, p ton r ,a s Inspection Task Guidelines. ( VII and IX).
DGQRG Date
- 3. Reassemble piston as follows.
- s. Place crown on skirt. Measure cold gap at point "X" (4 places only. See attached copy of portion of TDI dwg. 03-341-7319).
Should be .007/.011. Remove crown. s'i=T= R Et ni.* Record Cap P F~ r L Eid' C t//9 C ri M&TE F Cal. Due Date , l M II< E M n
- T*E !!'2 .c3-t%9 ' ' 'Ml "
Al/S !Y' c.n t. a u E c, - 2., . e 4 .
- Ddte i St 13.1 2 -!b-fd DQA Pate F K b ril O f- C N G .
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(3 ) 7 \'d.f '\--9 l ._. 2 \ V II 4 5 f) k s6 sj - 8 1, .-) l 1 DO NOT SCALF. DR AWING l T u Transamenca e,racurierstaCeLavalric
. . ., u - o.. .
#0V.9 1983 l Delaval ' ' " ' * " ' ~ ' "
PISTON A55EMBLY- TV!O PC. '
.[
h_ ( R/RV-4 ENGINES ) , l
. AND HARDNESS APP j, [* f,.,., ,, ,
OWN '[ _ , M. A.30VE '- I j q e ,,, , , g ,,, ,. 7 l , O _
fr-4
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, ".g.:,r.:MAM 1 , Februtry IS,1",;01 l
,. %y:7.Ast TCr-;E4 STATION _
, R.3visien 12
.gri.it*UP FORM 7.6 ,, _ , _
o=s 1
;{
./ hhorchans 'NucWg,,,.. .ge am.La,on - Unit 1 ~
Eat Wannation Onig . EEPAIR/REINNW: REQUEST 1, Request:1VJ - /Sd.2 Initiated Dy /22 ///'M System 5 : /est'. Test Engineer /Efato" - l s , J W k perfor=ed under jurisdiction of: ( ) Unico Construction)<(, LILCD Startup , l
~
Ucrk to be performed by: ( ) Unico construction k LILCO Startup ( ) di/E c Quality Assurance function to be performed by: hA ( )FQO ( ) Work Supervisor System or Subsyst.cm
Description:
l'M /0 3
~
QA Category: I CompletionDateRequi$ed PerfA the following 4work: OKaarmwyh M /93 he - r f _ DS.svarsnacr M. wd TAs;t.r *
)
Ecason for Work _sst M 'bM MM7,,fg
- Werk to be Perfomed in accordance with the following applicable construction or maintenance procedur:.::.SF/-689 f f.2 T~# 47 A r>f A rjfe a.m s.,lasc,j m
- 3. Kotify M , X-.E/ / p rt per o i wo k. I
- 4. Request ro d a h fM" ~
g Lead' Stiartup ' Ender //Dafe 5s4 Lead Advis'o rk h)Ig./Ddtd '
- 5. This form mus be signed and returnd to the party requesting the work when the work is ccepleted.
The above work has been completed. A work summary and necessary docu-
' ' ~
r?.entation is attached. -_, _ U :;d / L 4 /w - s-z- PY l j 'Superviso(/Da(c Field QC or Operctional QA/Date
~
i S. The following retest (s) are required and completed: ID# / .s h_ . m 4 m / l
} ( / ^/
>1 . ,. 1 / s a 2A1 /
/17//% % Rk (7WIfM49&
[,,,4IMOperatipal Q'A Engineer'/Datc# / Starthp .ginohr/Dat nth di4r/
/
ll ' DISTRIBtfrIO 1: Original to Organization Performina Work: .( ) Uni Construction f Superintendent (vis Turnover Coordinator), or ( )LILCO i l Startup. . - Copies To: Organizatiori !!ot Performing Works () Unico Construction l '
- Superintendent (via Turnover Coordinator) , or ( )LILCO Startup ,
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R4'5 " T "5 b ( O O [ , (f PISTON DISASSEMBLY / REASSEMBLY GUIDELINES Piston No. 5 NOTE: This guideline provides piston disassembly / reassembly instruqtions following removal of the piston assembly from the engine. A. DISASSDfBLY
- 1. Remove the four (4) crown to skirt nuts. Record b reakavav torque on attached sheet.
B. REASSEMBLY
- 1. Verify the following inspections are complete and do not restrain reassembly.
Task description no. 03-341A
- a. Release received ( .f ; [h[/[ d '[2 i t/
Date Remarks L/)[ hlh M fd,nifj& .p, j , f: a r s,.,j;Cf4 i .n...T 9/,7
- b. Corrective action complete (N/A if not requfred).
NA TE ' Pate
- 2. Reassemble piston as follows,
- a. Place crown on skirt. Measure en]d gap at point "X". (4 piacor only. See attached copy of portien of TDI dwg. 03-341-7319).
Should be .007/.011. Remove crown.
.h* '
. h ( SMRRW,V $wh Record Gap /
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M&TE i 'j Cal. Due Dat
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e o Q) p) 043 - L%S N PISTON DISASSEMBLY / REASSEMBLY GUIDELINES Piston No. 7 NOTE: This guideline provides piston disassembly /reasrembly instructions following removal of the piston assembly from the engine. A. DISASSEMBLY
- 1. Remove the four (4) crown to skirt nuts. Record breakaway torque on attached sheet.
B. kEASSEMBLY
- 1. Verify the following inspections are complete and do not restrain reassembly.
Task description no. 03-341A
- a. Release received "TE*
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' D4te Remarks b k } / $ 4 24 7 b* 4 . p,j.p[ c /,,,.,,jff/
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- b. Corrective action complete (N/A if not required).
N/A TE Date l l
- 2. Reassemble piston as follows.
- a. Place crown on skirt. Measure cold gap at point "X". (4 places only. See attached copy of portion of TDI dwg. 03-341-7319).
Should be .007/.011. Remove crown. (W O_Cb M_D$k$ dv# E'* U-f h Record Gap
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M&TE # YtN WO beS DIA4 0 cal. Due Date ~ 7 /9 M~ au sHe{ TE , ' Date j t h o_.' '4piku i1 W OQA l Date ,
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O O ~ k ' PISTON DISASSDGLY/ REASSEMBLY CUIDELINES Piston No. 8 NOTE: This guideline provides piston disassembly / reassembly instructions following removal of the piston assembly from the engine. A. DISASSDBLY
- 1. Remove the four (4) crown to skirt nuts. Record breakavay torque en attached sheet. I
}
B. 1(EASSDBLY
- 1. Verify the following inspections are complete and de not restrain reassembly.
Task description no. 03-341A
- a. Release received ~
[/[d5 j [ TE V ~ / Ddte Remarks bhb NY /QC jff sk:7 . /, L,.,R . l ., ..- .)T]d n -rs ~ wA , /ex GI
- b. Corrective action complete (N/A if not required).
M/J TE' Date
- 2. Reassemble piston.as follows.
- a. Place crown on skirt. Measure cold gap at point "X". (4 places !
only. See attached copy of portion of TDI dwg. 03-341-7313). l Should be .007/.011. Remove crown, b.e b k Record Gap q WAV-*Mf 3 8- [#M40 bwm 9 Me M&TE F g Cal. Due Dat W y' vecca.1 3lad Date j f. ') &) - j', fa, ~ OQA y Date
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cot 01ENDATIONS: FORWARD TO DESI REVIEW F R EVALUATION AND AL 0 TO SEO AND LSU FOR INFORMATIOJ ONLY. 4Cl a? /N 33 IN O
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- 1 Distribution for action as follows:-
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RECOMMENDED TER # _ Q -3fD INFORMATION TER DISPOSITION -- PAGE 2 0F 4 g Distribution for action as follows: 1 lJ ' ' Design Review (G. Rogers) Review as part of Design Review -
, Task. Return to Quality Group'a statement of acceptability _(i.e.,
, inspection information is sufficient for Design Review Group and no further I
inspections are required) or provide further detailed inspection / criteria, and add to Task Description " review information provided on TER Q-3/O ", for each component affected.
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, MPONENT TASK EV1.LUATION REPORT M I E n. F E dn_ _
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4 .M/ COMPONENT NO. TDI PART'NO. INITIATOR I DATE 4 ;;; ; CONDITION DETAILS:
~4 um w xlBsr$pc RTrntatung eh 7si!"!!= 4 1
serrwu wmmOaw TreQ -1/ l RECOMMENDATIONS: W fu g g y gp y Qt4 54VicP4l OO*~ ~ l l
# o /t., 4amammer A As AO , .
REQUIRED COMPLETION DATE: j ASSIGNMENT . POSITION ASSIGNED TO RESPONSIBLE CHAIRPERSON DATE M SIGNATURE J<T 4 W ' M ENGINEERING O QUALITr +/t r/sy DISPOSITION DI POSITION DETAILS: Icxd cogg h G.wdts/F.AA, A sao L a. k m t % oe\3 . ~ l D )'ISPOSITIONASSIGNEDTO @ ENGINEERING O QUALITY O NONE REQUIRED I . s . l SUPPLIED BY lDATE l DATE AP BY DAT
$,nIlTW IEW{DBY bW*l khd R Sdusie. lg W lj l e nrgo. cMAIRPERSONl PROG b MANAGER l ACTION I
ACTION ASSIGNED TO ACTIO OM TED DATE C. % \\s / r AA m/ _
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STONE O WECOTER EN21NEERIN3 CORPORATION
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m .J_'lPECTION_ REPORT . ..._. . _ . ..... . . . . _ . - _ .
\ \tec o.31 9[17/f4 SYSTEM (S) OR LOCATION (S)
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DATE: 2- fa -84 J _ [ l ( l 20: E. J. Youngling
- LSU Manager 2 -
- ' }.c ~;t -
- FROMs. C. R. Seaman -
f-p f 3;,. , , DR/QR Program Manager . l i
SUBJECT:
RELEASE POR REASSEMBLY FROM DR/QR PROGRAM i COMPONENT NO. o3 -384 i A [ ! COMPONENT TITLE Pas r o u s - l EMERGENCY DIESEL GENERATOR NO. 1b2 *
~
i This is to advise you that the subject component no./titie for l the stated Emergency Diesel Generator Unit has been released by the Design Review / Quality Revalidation (DR/QR) Program for completion of its Quality Revalidation inspections, to LILCO , Start-up (LSU) for reassembly. This release is acknowledged
- by the signatures shown below.
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J C. R. Seaman ' DR/QR Program Manager l Note: This release is applicable only to the satisfactory comple-tion of DR/QR Program - component inspection
- _f ,& requirements. Out-G/ N.jRogers f standing LDR's, E&DCR's, Design Revie( Group Chairperson etc. and their satis-t factory resolution arJ not covered'under thir.
l 1J. C. Eammeyer / / release. Furthermore, NI ISI B4 n completion' of the '. G Design Review portion l Stone a Webster. Engineering Corp. (SEO of the DR/QR Program
, ma d result in additional
, component inspection
. requirements.
. cc W.J. Museler M.N. Milligan E.F. Montgomery N.B. Schuster 3 ,r[ O m.J..:Najueh -
fd R. E.senard Wn. n'.m I
s.. ..- -
.- . Novasbor 14. 1983 O ~5 ~5 *4 l A O
~
T0; J. M. Kelly FROM: E. J. Nicholas
Subject:
Trip Report Cn Hondestructive Examination (PT) of Piston Skirt On November 9,1983 I was re:)uested to virf t Transamerica Delaval in Oakland. California to witness the Lfquid Penotront(grf) Nondestructive Examination performed on the piston sklet bolt holes. The extent of the examination is as identiffod in Engineering & Dosign Coordination Report (E80CR) F-46324 Section I! (Ref. Attach. !). Attach 6 ant !! identifies the piston skirts which wre examined and witnessed by myscif and the results. Surfs.ca defects were resaavad utfitzing TDI's " Spring Boss. Two Pc. Piston Skirt Repair vrocedure for Removing Surface Defects Observed after Ponetrant Inspection (PT)* (Attachment III). Defect renoval was verified by Ligafd Penetrant Examina-tion of the ground areas, in addition dimansional inspections of the Trust Collar area were performed. These inspections were performed by the SAW PQA inspector and witnessed by #ryself. The results of the I.fquid Penetrant Examinations were , i photographed. These photographs will be turned over to 0QA. ' O i 0- C fnl , . E.i.4. litcholas ! Ffeld QA Section Superviser I E& - ces A. R. Muller - uQA . 1 J. Mammeyer - SCO M. Schuster - UNICO , H. Perra - S&W FQC OPS
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mo CT/cuture o m t+o. ; Oe._i wnana s ,,,,c ..a eaucun us... n' o ..'.seamm anv _ , , ue.o i _ _ ,,,,. ,, nmm _ utrestucts. .g g;g , ,g,, . g,4 3 gG, : ( - _ _ . _- . _ ._ i epoetru DEscil:Prich', Insp. :: 1centa perfor r:r .1 on pa ston tik'irts f or Cnciino 10I roocaledi numerous indicat a s.t.u in the si.uch* ned arca on Doss around bol t hosce., 'l [d' reference LDR-ISil. ;' l g' l (
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' ., l TCLCCoPY DATES Q4EQUT. STING PtJiTY1 t..
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.i.e er MrkAM __ Cfa so s;f9'?39 enoottu sow 7 ton 8 To ex;*c. lite the arrs vat of new piston skirts or. ss tej should it be detar:itnad that new skirts are requa red. L5'.; will issuo
- a purchase requisition for c.cni.;plet.o sot. of piston sk2 rts. part r.o .
4 03 ~341-04-AE, for cach .ongino plitu two sparca (total-/6) . Pu.-chasc cf now piston skicts J1: on a rink basis pqndir.g ionulth' of fatlure
. analysia by ram, and subiviittal and evi 1>.latior of requi. red docu.
nenta*;3 on by T3I. Inspection and Docur::.tntatson requLeertents per attaithod pagas f to 4- . YtttCOPY DATC. 0" A.rtfT1 wa75_ugILt.ftf47,,7fgly,'d 191- (N -- - 2 dis gyar,irit s.ae. t llePLEutNTATich Vtfilrict. TION QUIREO ,,,.,, [ r . -i i/ r g g...,,,,.,,,, t .. go,,, C'_...a r G r 0 Q la#04WAT014 ONtf
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Ocs,.tcan.se - s.t n.nwtt. GA A O Weth.%c i - Ge** M DSgb Canet s.<u M i.;.-:; m g,,ti.. , O ts.gieis.: H.:..4'1u,Ny4? {[* 8.se E.ge. [een, 5Mt. - OCh tae,.t A o O Clone cost serie Of,t.w roc e: (.: .No.s.utt a#rg. a p,p., _ u ri 3:.- u.ei. c.., je.Totsu osi..a rw __ a m.m.a.m r_ m i.. , _a
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. s. 1 TTOE 4D Attachm_cnt to_ ELitCit F- .w 3.,. . .. UM(a .
I$[ 2.3g y pa,. 1 I - Shop Insp.etions/ Verifications: '. Prior to shipr:.mt, the ennincor'c inspector shall perform the inspectione and verific.itions as described below. A Certificate of Conforwince ta spreification sill-069 is l required for all parts: . (A) General: ', , (1) NDE~ Verify 511 NDE documented on Shop routing Icdger has boon performed and results acceptablu. Verify and dceument
, that NDE procodures used are the same as thoso approved for '
. use in accordance with Sill-089. original requirements. If
.. any procedure deviatos from those approved under original contract (oicher ravision levol or the procedure actually used shall beer 7, 0alternate part of procoduro) thu as shipped documentation package on a risk bauis And shall be r.ubcatt.cd to s&W for review. Inspector shall provide a list of applicable diucropancias (i.e. prLMedute used but not 8 approved) to S&W Doston directly.
Vorify that personnel certifiud to appropriato St;T-TC-1A levels have performed Nor ca required. *-
. (2) Ill At TitcATHL"1T .
Vocify t.hnt any hotat troattaant an documented cn the ' Shop routing lodJor has ber.n performed and accepted. Procedures uscd shall be reviewed for changes (rcviadon
. lovel or altornate proceduto) from those approved for ucc g under SN1-OS9. If any procedure deviatos from those op-i proved under original contract, the p:ocedure actual.ty use:.!
shall becomo part of the as chipped rio=ueencatior, pacP.aqo on a risk basis and shall be submitted to S&t for roviuw. Inspection shall provido a list of applicabic discrepa.. 1cs .
,, (i.s. procedura used but not approved,) to StW diro::t y. 1
/
(3) SilOp R0t! TING LED:!UR Sl{ECTS . Verify Shop Routing Lodgor Sheet has bacn properly 4'.$ filled out and each applicabic station task has been per-Roview in dotnil for any non-conforn.ance or rework
,* formed. 1
,,. required during the manufacturing-t'.esting process. Completo details of any such defocc/ resolution acceptance cricuria .
and final acceptance shall be obtai::ed and become part of l V.the as shipped documentation package on a risk basic. 1 9g *.. , * ' Copies of all such documentation, as well as the shop routing lodger shall be providad to S&ti, Boston for review. __
- _ _ . - _ * - ..- -_ - _ ._ _ .-- , , _ _ _ . , _ _ ~ _ , . - - _ _ - ,__.___j.,_.. - . . _ , _ - . _ _ , .
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... i.tCHMENT TO E & D CR # Nd3];M ,
PAGE P OE &
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Page 2 5 5
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.(4) SHIP CLEANING SilIPPING/ CRATING -
The inspector shall review and verily the method of el'eaning, shipping and crating is appropriate and acceptable
. in accordance with Sill-089.
(5) VISUAL INSPECTION . The inspector shall perform a complete visual in- . spection of all parts for obvious defects and/or deviation . ..- from the detail shop fabrication drawings. A dimensional * .l' l check of a sufficient number of points shall be performed to verify the parts are in accordance with the shop drawings. l ' '.- All items checked shall be documented. Any deviations should be brought to the irme$iate attention of the ,
- engine,ers. ,
surface finish as specified on the shop drawing shall be verified. - NDE TEST REPORTS
- 4.-
.(6) ,
All NDE Test Reports shall be reviewed for completeness ,
. and accuracy and shall become part of the documentation -
package. .- ,,, (7) CMTRs (if applicable) - Certified Material Test Roports shali be reviewed for completeness and shall become part of the documentation
- package. .
[. . II horeham__Spocific NDE Requirement _s v.
- i- In addition to the Standard TDI piston skirt NDE, a color contrast penetrant test,will be performed on 6ach piston skirt by TDI personnel,'in accordance with approved proce- *
] dures. This may be supplemented by the, use of LILCO NDE *
.'4 .
procedures / personnel.
.;, 4. . -
1 7 . E j i [,. ' - The location to be inspected is the machined area on .
.. p .
i**'
.. the boss around the four bolt holos inside the piston skirt, with particular emphasis on the vertical blended radii *
' ",; . ' surfaces.
- h. ., .
'X ** . ,**. . ' ,' .
, . The penetrant test wil,1 be witnessed by SWEC PQA & '
..8,*5* Acceptance Criteria will be per TDI procedures , J; .
O .LILCOor I.ILCo FQC. procedures as applicable, however linear ,
' l
. 4..IN'.'. l o 1
.. Oindications approval. 'All personnel, willindications
'not be ace.pted clearly identif.iable will be mapped without s5<Ec to the by LILCO piston engineering in FQC question.
l i
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. _ . _ _ . - - - - . _ _ . _ _ . . . . _ _ . _ _ _ _ _ . . _ _ _ _ . _ _ . ~ _ _ . , _ _ _ _ _ __ __ ,_.. -._. - __ ..____.. _._- . __,
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. ATTACIU.iENTTO Ef 1)CH #.TNd.T
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eAce........14. ora: Page 3
- III DOCUMENTf/f1ON ,
l . (A) The following documentation will be included with l the shipments l
- 1. c of C tc'upccifiestion SIII-089 ,
j ( ' 2. CMTRs 11 applicable ... : j
- 3. Haat Treatment records *
.f l
- 4. Shop routing sheets , , $5.*
Results of HPI g d
.. U.'I;s:,
.. 5. .
. r. . . .
p !p, e. f
..; s . '. - (3)' pocu.mentati,on to be supplied by TDI, following l
);..v. . ,, g.,..
.. shipment s, ,, . , .
.. .. .s .... ::
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- 1. seismic qualification per SH2-089 ,
- 4. .
; ti
- 1 h*'l#- 0.f.'N.:',. QT.[3:
- 2. f1EEE-387 qualif;icati,ontanalysis or testing ..
g{ g f *: ';. ;- . per seetion
- 5.4.4. 1 ,<<; . ff, iJ
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4.
- Inst.
.:2 . .if Manual'*
Nonconformance "*.. ;i . /..Inserts.* :.- 4l.disposition f*. records i py 9el-4 , .1 Mgy .;o :/ 1 '- (* f '.r . .: .. l S.4f-
- 5. 341-AR p.iston service history. To incl.ded it t4.f.' ;/(
f r'lPi!k:i.t:/. yI/ 5 ' details.of both shop testing ar d field * %;
.j -
* .,I'
.' history -(number in field, operating hours, * .
- i P(g) I.,',. ' "f. . .
6.- etc).* TDI to pptform review and document the (p'/,.E'f
. 6
9
* . . the ef fects, ability of t
'if any,he unit to ai:hieve, rated leadof *'; l c' :.
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** .and speed in the required time, ahd on the .4**
. '*!s;.". . s ." Torsional.and I.aterial critical speed 8..*.; .
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- (RtFRVED AFTER Nimusi HEKCTIGi (PT) 9g- '
M~ CTED
- 1) Hue stro EA04 DEFECT WITH3N B00ERY LIMITS CAREFULLY RSCVING ALL $ HARP EDGES WITH SLDC RADII.
- 2) FINISH POLISH ALL REPA!RS WITH TJtATEx #1350C" GRINDING MEEL.- ,
- 3) k NOT VIOLATE 9/32' LIMITINE DIPENS10N SHMfCR TguST COLAR SEATING SURFACE. .
' ~
- 10. DO NOT ErCEED 5/8" Linirs sHe Frxn cast sutFacts.- ,
l BEi .:= .
- 1) f%A.T!PLE DEFECTS MAY BE CbPLETELY* RENQYED BY HAND CRI ea!RE LIP WITHIN BOL8GRY,f9t!TS. ,
l
- 2) lisit Tm sant mino me 8m tvisemRE AND 08SEm1 AG. UMITS - - -
sPsftrtEn reit sinaz 9.-- g. Og i N+N @h74, . h 0 * ' .,------w-- --,------~-~-----mm,,e.ev,w-ea w ,w w ww-w u,- w--,,,-, w- v w w (- ./,....-.-..-..- - ...- . . c . NG'3gLgD LIGHTING CggANY g- # DRDER u Ts.se J.'0.11600.93, Oh
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DDD F77679/T. Brown 11/10/83 476 0 310552-32 TEaWS* O F # L g 880. g g tee T 30 0AYS C h t00Av5 550 35th Ave. 7.9.$ox.2161 '"" u c.s .,scou,,,..... ...,,,,,,,o Sailand 1:a11f.14621 ;;',",,'la;',7;,",*g,',oa ,",5c' 141si) si77-7400 AFsgr s-..... J on.vemo shipping Point ,oy.on,,,,, Air Freight .ccen.ucto,v. .com a sew, aeGenow.st ORDER 85 $UBJECT wa=oon s cuoia ae a a ne act iOTMEft.w$.NO rtial - November 12,1983 co"o'a 'a'am alence - November 30,1983 Telecon of November 10,1983 . ,. ... n . .c.. a ooi. . ...,o.. . ... . . 3y" %.",At',' sveto. Area c
- to c so.=o uca7.=c cou,ANv AT IMAR K: 310552-32 g'y,og
' aN5f4UCla0wsawO esaTEAiALS ATTACMEO ME8N O 8 "Cah0* =a& Coot o er,
- a.c a CONFIRMING:D0 NOT DUPLICATE-START-ljP Nodify sour Purchase Drder 310552 for Diesel Generator Sets (Spec.1-089) for Shoreham g4ed Suclear Power Station 1Jnit No.1.to incorporate C the following addition-2 ct.-g g8 t y*.c1 g
1.) Piston Skirt P/N D3-341-04-AE g gl'h- # 26 ea. 36,323.00/ea. r 2.) Thrust rollar P/N 03-341-04-AC ) "S - 104 -ea. . 35.95/e a . L 'l ' t / ' A -to u Isu 3.) Spring Guide P/N 03-341-04-AF 104 ea. 53.60/ea.c.y i,/f,2 -tu sope 4.) lock Tab PfN D3-341-04-ad 104 ea. 6.90/c a.(,, y if/f,7 5.) lock' Pin P/N GC-023-000 40 to llto 104 ea. 1.00/e a 44 ,,/fy . s n- 't o e sis t, 6.) Cotter Pin GC-002-055 t,4 tr o ) e R
- 100 ca. 1.00/c a . ,oo ,, .2 3 7.) Stud P/N 03-341-D4-AD 104 ea. 86.55/e a. b4 sil82 Certificate of tompliance is required to state H U unl!G the material supplied is in accordance with SHOREHAM.NL CLEAR POWEF STATION
$pec. 3H1,-089. PQA inspection is required only <or ite. . Piston skitt. A. PP ROVE D V.'A. CATEGORY: 3 LILC0 ISC-7D detailing reporting requirements under I . '- ' .0 1983 10CFR21 attached hereto Toms a part of this order. g EIE D QUALITY CO NTRO-w YES(FC857410 ATE CXTRA COPIES OF P.O. TO n j ,un9Masa oaos ano 1weONT*4LY e EPORT F OR M PR E PAR E D C WOT REOUIRED gcONTRACTED PROJECTS f.),f_ .,,/1 17 A o @SUR ANCE Div. C PROPERTY RECORDS [ ^[32g I (PO R ECORD . CATEGORY l O ADMINISTR ATIVE SERV O OFFICE SERVICES SPO EXPIRATION FOLLOW UP DATE C ENGINEERING C TAN 3I b - ~ - . - - - - _ . ,,,,_., _ ._,..;_ ,.. i @ 1. A N Y. >c.swe./ %) ' 17s o D1.lGHTING gygiisoi usernv moao .<icusvattz. O-l PURCHASE ~ - ~ . P~ , OR. DER - e c.c.im. ..cooe ag;;ig ...cc 1 PQA Inspection / Documentation requiremients in l accordance erith E&DCR F46324 copy of which is ! attached l l IMF3RTANT This order is issued subject to the l following stipulations: l Hothing in this Order or Supplement shall be deemed to release er pre,fudice any claims or causes of action {whether.in contract. torti or otherwise) er to waive any prior rights or tcmedier ? that ULCO may have against Transamerica Delaval. ULIC expressly reserves the right to pursue any such claims, causes :of action, rights and remedies that it may have. including but mot limited to . damages er claims for refund of monies paid pursuar t to this order .All other terms and conditions remain the same as stated in the origirn1 purchase order COPIES ONLY: TOTAL ESTIMATED LUMP 3UM COST OF THIS ORDER THRU SU?PLEMENT 31. . . $4,953,664.E0 TOTAL 10MP SUM IOST OF THIS SUPPLEMENT . . . . . ... . . . . 183,634.C 0 TOTAL F.STIMATED LUMP SUM COST OF THIS ORDER TO DATE .. .... 5,137,298.E0 TOTAL AUTHORIZED VALUE OF THIS PURCHASE ORDER . . .... .... 2,173,000.C0 l 1 l 1 SHEET ? OF 2 313 @ [ 1 g mmeg~m.ww.m.n mn.m.w,, m ;. ,~ . . e p.w.,.r . , e.m,aw. 6 . e x - .'%dO3'lOH.LNC'.h Y,%Nf7[r$M. i%$$g .,w gg3k cn & K-Nb ? 1 9 s3 ? l . 4 % f h Qb Q % - .. 4_ - f_ _ y b %; p 's l ' l d E ' . 2 m E' o DN $ ' I z -N.S s . dP' u e v ' k 1 j ,i o , 3 ,5 3 e - D- e .:. .. 5 ' k - N N ! ' g'. 2 g 4 < s. d x,,, -: = 2 .:e t g . .:,- ig % = -, y. - ) " '^ i 7 C. & ~' ? e. iq. t.b ,s s r E i /s s s g s } . . 4 9 go i - j f 5 / ; -f s .- r g- - g; j -- $' . [I '-t.f$. 6 m. u. .. E 3 q < ; . ., .s - o . a 5 :*. . 3 ,:- ' .. 1 . c' O us g .. i. . f. g i- ;; r . v~' o .d 1 m-D. i b r< 8 N e. l
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; ., ,. . . _ . . ~ - . c.st2.498 PAGE I OF p . ~',- 'j. STONE C WEBSTER ENGINEEHirJG CORPORATION . . TNGINEERING E DESIGN COORDINATION REPORT No - r han f, 7,seO34LitAPA P4Ur:LE Ale Piet it ST AllON UNn 1 J0 D rdO. _' #,J E CT./ C t.l f f:T r LONG 10L AND LIG14TitJfi CCf.tPt.NY 11f130 ti3 RC?LitEttCC S s A.M - /9// 'K43 iQ3 PT.DS LE M DCSC RIPi t0N : I' ~ Inspections performed on piston skirts for Enginc 101 revoi:la numerous indications in the tricchir ed area on Boss around bolt holes. . reference LDR-1811.
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TELECOP( LfT (fiCO'JECT::#D r..n . St, it : R e v'J r R&qun!ed L'y: . , . , t.cg.t. or..O!v. -- Deg e./ 1 t !... t. s . "::,cdem; B1: t-*~J') si e: w .c..<,/ ,, ?., . i y:eo . .:,, .. ii ,i,.<;. .u - = _ . - . . vout.Cu 50LJ%.N: I To expedite ti,e arri .'al of new piston .-hirts on sit.ej f shou)e it be cMtcrtrined thnt new skirts are requ$ rod, LSU 1:l ?.1 issre a p u?.r-b r.r tur:d : il.i r.: Ivc 3 0 3-. M ;-N-: E. f '.' . a t d: C'fJ.' c i e 50! Of PirtrC SFiftS- E'ri 20-1 n'n spr., es ( t e t t.1 - 26 ) . M. r e. i . . 4 c. l n r r' . . 1. i s
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O e,',v. r o c _ !!:,: 1. t ' .' v.i ; ." . '*! ", 4 rc; rl % .'i p. j i.. /." .. . I I S i,W Th . %,r . lI 1"i. W . i i N'L. , >*s. " . I L e C i I f/ . 6 . f st . !l @ t. . .,: - . ti be c /- . . . .s / O s to c.c s s.cy . 1:* t. C'*.'s.; . ic l em erna .t r r: i r(os.. r;. in:v . '.: *;' i . e e i . . , w i,or! . l.< 1, a s it. . .: Jg . ec 8" eart r) li;[:'.-.'.,;..' l ';'N. . . .. .;u.. ty . ,1 97- ,. ._... :v.f.id .'.i _ U 01. . f 1. C 0: w . ,d.';,., .,..L. ..: l '.2 i .. . . . . ..,~ ..l;. - y. - . . ,. , . . .- ...'.l .s.%. . . ...- .' . v.- ..... - ,, ,,,, .,,.,. .a m a. . . . . . . ., .. ,.... .n ,, e m. .,.3 , - ,.,,, , w. ;,, f - . . - , , , . . . . . . o . . 4' >Q% t-*g.,>cyEA{ s.LYT 7 , C. ~ w -. .. s :p . ., j Attachment to E&DCR F-4G324 - % O F * *qan ds. ,;'Nti.:g/ -Pagc 1 " 1.w ,;;;;p*,,I.,p,. I - Shop Innpections/Vorifications: Prior to shipment, the engineer's inspector shall perform the inspections and verifications as described.bclow. 1. Certificate of Conformance to . specification S!!1-089 is required for all parts: (A) General: (1) UDE Verify all IIDE documented on Shop routing ledger has bocn perf o eca and rc. cults . acceptable. Verify and docur..mt that NDE proct'durcs unaed are the sanc as those approved for use in accordance uith S111-0139 crigin43 requirements. 2t any procedure devi.ites from those approved under original contract (cirher revin. ion icvol or alternate prec.-dure) the . procedure actually used shall becer.e part of the as shippoJ documentation package on a rich baris and shall be cubmitted to S&U for review. Incpector chall provide a list of applicable discropancies (i.e. procedure used but not approved) to S&W Busten dirc.ctly. Verify th et pers:nnc3 cc.rtified to appropriate SdT-TC-11. lovelc' have pc; .'ccrr. :.1:DT a: retiuirec;. . (2) .I_m>.*r __ T_ _HEA_r - . :'T.. Verify thr.t atc/ 5 e . t tr c t:.:One at documented on the S!'op rcu tii.r* 1edgcr 'ur been p. v'ome d D'id t.cceptt 1. Procedurer w.:S shM2. 5.rc rev ?'.?c ' for cher.t.ics ( vc"i ri c.n IcVcl er a2 % nate :.vec6am! L oi.. thvec <Tproved f or nec under S:D -0 0 II any p/ocedu/o acv :.t tas irom tho:.;c al.- 4 proved t nder nrir.;iel coritrm t. t he pt ocWurc m:tealt e: . C .vbull bec. . r .r.rt of th? <..s :,hipp.'d <!c. oraem t. t d ea p sch .c ,+ rish beri:. c.nd :NU.1 be sum.itted to df.U for revicu. Inspection shall pro /ide a litt or applicable discicpa .Q (i.e. proc 0 dure ured but nct .:.pprcred) to St.W directly. (3) p!'0P l<OUTI!!G LEac!M S! En/S Verify Shop Rout ini; f cdger Sheet han be-in properJy , filled out and cach cpplicable ctation i;ask ha.s been per-forred. Acview in detail fer any non-ennicanance or rewor% required durirg the manuf acturing toe.tuig precon :. Cw.plete details of any cuch defcet/restejulion accept..nce criteri.i and final acceptunee nhn11 be obtained on<l be.nr:e part of the an shipped dccumentet. ion pach. ce on rich !..nin. Copios of n11 such document..tjon, es voll an the shc.p routing ledger shn?il be provided to Sta Do.;tnn for revice. eas.sn~ -_..,, aen~m n.s.> - - - . . . . . . - . . - - . - - . . . . . - . . . . . - . . . - . . .
- m. _ _ _ _ . -m ._ _ _ _ - _ _ . ._ ___ __
, . -+ ~. ~ ~' ~ . i.,CHMENTTO E & D CR h / D2I imGE . 3 - oE.h j .Page 2 . (4) SHIP CLEANING SilIPPING/ CRATING The inspector shall review and verify the method of c1' caning, shipping and crating is appropriate and acceptable in accordance with Sill-089. (5) VISUAL INSPECTION The inspector shall perfore. a complete visual in-spection of all parts for obviour. defects and/or deviation frota the detail shop fabrication drawings. A dirc.cnsional check of a sufficient number of pointr. shall be perforrt.cd to verify the parts are in acecrdance with the shop drsuings. All items checked shall be dor:umented. Any deviations should be brought to the imi::cdic.tc attention of tho engineers. Surface finish a= specified on the shop drawing chall be verified. (6) UDC Tr.FT REPonTS All HDn Test lieporte vha21 de eviewed for o:.cpletencus cnd accurecy and nhn11 hee:~.c part of the docuper.:ntion pr.chage. (7) enTns_ (if applici.ble) . Certif.ierl ?:ateri.nl Tent Reports stell be revicued for cetr.pJ ctr:2.ct s nnd cha31 hecor r: j , r L ca.' t ht. (ocu. mentation packnge. II Shores n F.cer.ific :CE neanirc~.ent., in additien to t.hc Standard TDI pisten chirl l2, a colo.r contrar.t 1'.:nctrant test will be pr rforrc:ed on cceh piston shirt by TDI perconnel, in accordcace with appreved proco-dures. This mcy be supple:.1ct.ted by the use of LILCO MDB procedurcs/ personnel. The location to be inspected 53 the machined arce on the boss around the four bolt holen inside the p.isi:en shirt, with particulcr emphasis on the vertical blended racii curfaces. The penetrant test will be witneuried by S'.:..".* I'0A t. L1LCO FQC. Acceptanco criteria vill bu por TD1 ;e.ocedurou er LILCO procedures an applicabic, how'.'v -r li neca l indientionn will not be accept ed wit hc.ut. m.T.C 1:n:rir eerin.; approval. All indicationn will be mal, ped by I.1000 FOC personnel, c3catly identifiable to the pinton in question. i l - - . . .,. y S. . , A , 9 -- v. g ;. m., m . y g . ,, . p,.,.,.,.g.,,,.,,.,o,. .. .. ,
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~. - ~ ~ K i f. ATTACHMENTTO E & D CN:. 1# . PACE.... ..i.!.. ..OE d.__i !
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page 3 III DOCL11tENTATION (A) The following documentation will be included with the shipment:
- 1. C of C to specification 5111-089 /
- 2. CIITRs if applicat ic
- 3. Ileat Treatment records
- 4. Shop routing shectc /
- 5. Rcasults of MPI (n) Docts.Tentatien to bc .np;.tlica by TDI, following shipr.mnt : '
- l. Scismic qun3ificotin por FIII-089
- 2. IEEE-3t'? quaJificM lon;analyt,iu or tcsting per S::ct ! en 5. 4. /. .
- 3. Inst. F.a::nal ) ht.ct..= .
- 4. Uonconfcrcuince 4, d1:1po :3 tion r(scordr.
- 5. 341-AE . j st en sc r c.t ec hictory. To includcct detailt c.T b e.,t h !.i m is Lusting anid field history (nurncr in field, operating hours, etc).
- 6. TDI ::o parfom 2."..lew and c'ocumelit the e f fc e t r. , J . any. c., pisco). chirt i:h..ngcout ci.
the ab32i c of t.!, unit tr. t. chi c.'e 2 ated ler.d and upried n th.: rcr;i.i r d tiir.i. , and ca the "7(irc;o m:j nnd I.sterial Crit.ical.S14ec Analysic. my St7 7573 N* h e. .. ., i . -- U- - - - - 9W1P N F .gN.jw q g.p _- 7_- . __ gyge 9.g, o :. , g_ , ,..L.1. .o. - _ -
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Y'~ ' 4. /2/ A' 7/2 ' > l f. { y 2'c c et' F 2 / ..' * \ .%. g asse - ~ .. fas s , ;u ] . . ~ h REQUIRED DOCUMENTATION IS COMPLETE . .. " 7 dic.Y5d If25$ a o l - - - - - . ,- _z..._. . *"*r% u.v. ,y. . g, w.e .~ ess.-=. . s y e . . . . . . . . ~ . - ..., - -.. .. (-- /* T>sneamt.'l:s b f v.ttr.c. j.* h D . ? Enctne and Cornprutor C;. talon [ 850 fin. .'Lmue y , ,.- P.O. fr.: 2 501 Cettsst c.1fsente r.s,a, 3- Od CRTIFl.YE OF CC..?ui?:CE ., # s ye ../ ." a , .? TO: . /~ .,-- , .'.c. '.. .1. L... , 1.. . . . . . . . ~ . . - e:'*cci. ~s : . r: ... :. .?:? .,.r. l..;~-. !.,.C y:...e.3,8*..:..."..:.. w.tac g' e . . .. . ..L c <,.w-._. g., - m:9' \ / O /.:.E - .+.2*'. 7'.' . ,. :.* .- /- = = . . . - - . . . . . . . . . . l S .1 a ~~ i s.t ' 4.: . : 3 ..,m.. ' . . * ' . ' f. ; -" ' .. =. Y.h\ .e . '.\6'l t,sP . - . . . , s ,.g. . - . g, . ., - , s.,. * %nz. . . . . - . . *': :~. . ..s..,,,. . ~ . ,r w 2 .t., ., : _ _ _ _ _ . ... .. e . .. . .. _ . n, ,, , . .. , . . . , , .;, ,: .,.. >...,,,y,.. g...,. .p., _ .. . ., .r.. -. g.g ..t ,,,.;,.... . . . . . . . . . . , . . . ,c.. .. , i ,- , . . .*f.;. :.>,: e ...t . e :e__.. 9.'j Eur?'.1CP.: _ . . .. - * <r ..- '.. =- . - :_ t.I ID.:DY Cir.16 t Y Tv'T T:iE ~.'0"t.Ts C. ..;-l '. i m ::: .n:El f.:: ' ; ; *CGyc f:ETEK.:: CE 'iG.Cu?"~ C:R0ER IMET TW FE G IP.~.fD - OE 't2 ATLIC) I E 02'"li#' J A*iD/G.^. R Ec i . I C ', ; UT . ...'7 ,.<"/.--- .s. . . . . _ -- ~~ . . - - . . _ . . _ _ _ , . _ . . , . _f. .t , . . . ,. , g .e . a. s.,-.. . . : . c . . n. . . . as rt.- ., u, ... .;. . . , e, .. - : ...;. ., e..c C g
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; ji !y ' % - ; ,103.00 \ u:3'b37fL ht 0W) 1 , ACCOUN11tsG L,E:i v }*t?.4.t ! 133,634.00 _ m.s _- .- !, : , . g \,, g%N .- 65.201 N-3% -3 ,d"k-t /Cy/: 4 c , v. i: , l' ) 8 i ~~./,, l \Vq:':.1 s./,.s,j) i i ' j i i 3 i~ N'kh. ' WRITEfD 'g. '.'OR LP Wen eseeaby ceri.ty cui erw.sa goods wuro prooucM o cor.v.t.xe umil .i.Sca.t/o ee: ..s <twa.nr2 os ce ::4t. g cou.o,iet.ons ans <=4ses os ira unita sia:.:s r;.ict.::. ;.w u tiu.ar :c.u es .:.-'.< s.: . .a 7 r-d :.' i..s P t tr::w Star.::s.cs Aci (PAGE tNW5LO f we are not respons. tile for sucs of panw <r.s owe so I.reonewit upca: is.ecx si,m.s. i: .e.,es cx:.: reccieures tu. .:s e.ruusoro .incec w.:easum. ..js as a.wnded, tesinion .o c.es a:xs c., s c.,: :,9 c.3.ma:: u:..:.u n::..e:u 1 I _ r.a a: v.ssc,,c: m oes e,s.u , n do s>. uaa e J The A:sschad *ccac:me at e-t Ani c'c.: ofin i coe. ..nt. . . . _ . . . . .. -. ... - ..- - - - - - ~ - - ~ ~ ~ ~ - - " * ~ [Iil n
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~s. ISSU M M - - 4 ' OATE/A!#_JC2- . l /t . . . \ ,.@ A INSPECT. C. w = DATC / 779 3.> ~ < +u
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P.O. No. 3 DST 2-32. REQ. HO.F774 79 07 'o ~ ~ ..s ' . VENDCRWMSAvsxtca. Dergvn.L. - - . { : i1 . SHL??ERfEsceas-ac+ M(jut- SHI??ERS Nb:, S-336/[ - P' t . DATE REC?O ////4lE3 CHECKED BYLTY7mB/n3d? Y y3a yo,650& - { , ' ' ' ~ SHIPP50 VId..N>Wo-Tfja=;gg pro I!O.' 63//-F/df NO. OF CTNS ' WEIGHT Ai d'N ! ~ ' . .. .-* ' '[ . STORAGE LCCATION - I . - STORE REQ NO . r . . l ? JJ ' r o-4 5 - l 9 2A - hlh D l Co t 0 7 n(_,' t t fia:-{c.3 p/g, / . .o ' .'r ITEM NO. QTY' - ID" * . DESCRIPTION * .i..' COMP f. [ . / . AardSokrPa30Wd-ns' . . i - ~ O .f & L u ..e 4 < /. w - !; 4, c L.A ed it it u , , e
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~ .~. ... s t L* . [ y{ 4 .% 'I ht o.s*.u.Mai.e- .. ., .er m 4 - - .., p . ...,.,g,'..' .s. . - NBHSBITGIUT ~ ~ " ""a' u 'c8 * * ' ": Engine and Comorn sur t ev:sion O 3 '3 4~i A ,. M , 55n d5m Avenue " O Boi 2161 p Oastans Cahfornia 946?; /d T [e/ ~ ja- s' e415. 577 ,*400 ( ( /*'8-w.- CC .[,.2.,/4s...-n/... '& h --. .i r- M JCg(ori ] Harrh 13, 1994 ~m ggm _ ~ ~ ' ' . c. v:. S CToyA e Stone & Webster Entineerine C.3:parv C W8 b 4 os on M s achusetts 02107 Attention: Mr. 5. k'. Wakefield MM Subj ect : Sherch .:t Nuricar Po .'r St.-tien - l' nit StandSv T'ierel Gener: ster sets 41- . _ 3 Lonc island '.ichtin.' Company 7080-.8923 . kference: Certificate of Co=pliance - cranksha't replacements yriur ie:ter dated Neober 2f t . 14*'. . rentlemen: Please find four (4) copics of our Certificate ,f Comrl:ance for the recent field modifi arions to your encines. AF pate of :nc
- m. -
, that of the re lacc.cn: creponer t s. Sheald you have cuect ic n 'r c. tr.cnt e. N eare icel 'ree to cen' tact us. ; \ e- rv trulv vours. l TPdNSA'IERICA del #.'AL IP r.ntine 5 Compressor 31.1 -i n NOIED . g,q 2 4 I,t.ch y,, 1 i John F. Geo Proicct Encineer ?F(::np T.nc 1 : 4 Cc: R. 3cver l l 4 Yan: V. tillverth l \ _ _ . _ _ ____ __ _ ._ _ - - - - -- i 7 h* - T P " - - - * - " *
- ertificate of com;iliance, we have ine;uded back :r dat s and iustificatien comparin : the oricinal ne 'eli n ed ea wonente .ti t 5
/ Transamenca Delaval . . - E. . ll l CERTIFICATE OF COMPLIANCE - ~ REFE,R{NCE: SP4CIFICATION NO. Sul-89 l Stone & Webster Engineering Corp. FOR Shoreham Nuclear Pever Station Unit #1 Long Island Lighting Company Long Island, New York SUPPLIER: Trar.samerica Delaval Inc. - Encine & Compressor Division i a ~ COMPONENTS: Ecercency Diesel Generator Encines fitted with: 3 ea. IA-7046 Crankshaf t Assembly 24 es. 03-341-04-AE Skirts, Piston j 24 es. 1A-5718 Con Rod Assembly 48 es. 03-340-05-AE Shells, con Rod 2 ea. 03-310-03-AE Shell, Rest Main .080" 0.S. on O.D. g 24 ea. 03-441-01-0P Pipe, Cyl. Head to A/S Manifold V ,' 96 ea. 02-390-01-OJ Rocker Arm Shaft Bolt 3 ea. AK-007-000 Coupling 3 es. 03-402-04-AA CouplinC Adapter 3 ea. 03-402-04-AB Covernor Drive Couplinc 3 ea. 102568 Idler Gear Locknut (Meld Recork). We have reviewed the above drawing.s and e.ade comparisons to those originally supplied. Since the ' engine generator system as originally supplied was covered by a Certificate of Compliance, this document will address only the above listed parts. As detailed in the attachments, we conclude that the new components j either retain or improve on their functional and seismic adequacy over those originally supplied. The attachments consist of eleven pages. l / (Lt. Date $~b~' 'Reiand T.M. Yang , Manager, Applied Mechanics ? . *G Date 8 ~~ d ' <G.E' T(ussell ~ ~ . Manager, Engineering & Customer Service O ; j - . NOTED rAA.R 2 411C'u m"en , .--- , --- , - , . . . , ,y. ., IE!E Transamenca Engine Calculations 740i0 li ~~ a s" ~o 3 Delaval i swtu 1 o' 2 COMPARIS0N OF AS DELIVERED ENGINE COMPONENTS t.'!TH REPLACEMENT ENGINE COMPONENTS c, . - January 9, 1984 - rant no. PISTON SriRT sv David Beck The engine components compared will be denoted as: 1 Old - As delivered engine components New = Replacement engine components Old : New: 03-340-04-AF 03-341-04-AE Wall thickness at ring grooves: .75" Wall thickness at ring grooves: .97" Boss radius at piston pin: 4.37 5" Boss radius at piston pin: 4.5" Pin bore hardness : 217-270-BHN Pin bore hardness : 255-293 BHN Material is the same for both piston skirts. Changes were made to improve rigidity, reduce stress and facilitate casting: Section C-C on drawing 03-341-04-AE shows the boss outside radius to be 4-1/2", (from 4-3/8" for the old design). This was done to eliminate the ~ rib in the old design and still maintain structural integrity. Section Y-Y on drawing 03-341-04-AE shows the increased. " Tie" between the bolt boss and the skirt. This was done to incrove the bolt boss rigidity and reduce stress concentration. Section C-C on drawing 03-341-04-AE shows a tarered rib to the left of the piston pin centerline. This tapered rib was added to improve the rigidity of the piston skirt. The nodular iron skirt has passed through several design changes. The following identifies and describss several design iterations of the piston skirts:
- y i .
During field testing several "AF" modified skirts at LILC0 were found to have linear indications and one was found to have a crac.k near a stud bore. This crack finding is the reason for our 10CFR21 letter of November 16, 1983. At this writing, four (4) skirts have been examined at Grand Gulf where linear casting indications were found on two (2) skirts. The indications were easily removed by light grinding and polishing. l There is absolutely no evidence of cracks with any depth. Linear indications should not be taken lightly, however they should not be regarded l indiscriminately as " failures". Indications may be casting surface imperfections, i scratches, or machining marks. They could contribute to fatigue cracks and should j therefore be tested by grinding or polishing. Generally faint indications are not ; '0 l crack coatributors ane throu9h exnerience may ee ieft es found. Overiy zeeious inspections with very sensitive instruments often mislead one to assume there are j cracks were none exist. 1 N0iED o AR 2 4. l.. . . AL l iiiBP Transamenca Engine Calculations unio 9 iEl Delaval ~o~< >< ~o 2 2 COMPARISON OF AS DELIVEREO ENGINE COMPONENTS tilth sweer or REPLACEMENT ENGINE COMPONENTS. oar January 9,19d PART sec. t PISTON SKIP.T ev David Beck l 2. All "AF" style piston skirts were cast using the following heat treatment,
- 1. "AF" piston, 03-340-04-AF
- a. This design was supplied in the LILCO/Shoreham, Southern California Edison / San Onofre and Mid South Energy / Grand Gulf engines.
l Normalized (air cooled) in still air. Result: a pearlitic structure and 100,000 PSI tensile strength. . b. Re-heat to 1050 degrees F. (slightly below the lower critical tenperature; I I for 3 hours and cool in still air. This is a tempering process used to produce the desired ductility in the nodular iron.
- a. Heat to 1750 degrees F. (near the upper critical temperature) for 3 hours.
This is the present standard R-4 piston skirt design. The design incorporates the knowledge we have gained tf rough our field experience on the R-4 series engine as well as from our uprated R-5 series engine, just concluding research and development testing. All "AE" skirts are heat treated to product stress relieved 100,000 PSI tensile g strength nodular iron. Successful operating experience with the "AE" skirts includes a 16 cylinder R-4 unit rated 7000 kw, 450 rpm, 225 bmep which has accumulated over 7000 hours of operating without a problem, and 687 hours
- 3. "AE" 03-341-04-AE -
The "AE" style skirt is interciangeable with existing R-4 pisto'n crown and requires only minor hardware c .anges. The connection of the bolt boss to'the skirt wall with a more substantial section on piston skirt "AE" is an improvement designed to eliminate the indications found in this area on skirt AF". The new piston skirt's adequacy is improved as noted above and offers a l substantial refinement in the "AE" skirt design. l 1 I l 1 l 'O ! i t . .I t I _4 Nm @th sier. es.
- operation on the R-5 test engine at 514 rpm, and 302 bmep.
I 1 l Engine Cylinder Pressure Logs EDG 101, 102, 103 Pre-crankshaft Failure l l l j l l l I l ~' EDG 101 (- PT.307.004A-1 hj', paga 10 of 10 - TCN 91' , TABLE V , < ?; 3l$f - l i ENGINE CYLINDER PRESSURE LOG - spsis.s . Step Number STEP , Date/ Time Ah 2 , i ENGINE CYLINDER PRESSURE ~ 1 . 2 Mnn 3 ' 'M6 I 4 /$@ /540 s 6 ,As3'o l 7 XT7b ' s /&3o l ~ C , QF s h .i:
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k i 19C f . EDG 102 PT.3e* elu-1 Page 10 o f 10 . {.' h.-}- TCt il l TABLE V ENGINE CYLINDER PRESSURE LOG 1 i -Step Number Date/ Time 9.1Q , , ENGINE CYLINDER , l PRESSURE . 1 l5 N I i i 2 Eg ! : 3 ((d ! 4 l5hl 5 Idi i ; 6 .j @ 6 i.
- V < a 6k b d49f j f -,f.n e
{~- - l i ! \\ ! i . ! nA ' I ! . Vr\ l p:o ULCQ 011 tuo o. EN a nayr w l f i e . ' AUr,fo, %. ,g,L- , Dr.'y 19C EDG 103 t nt . 3 0 , . M a c . {,i maan to of to Tc:: r "l'A ti.I' V . $,g usv UNCOgT ROn it0ggi ENGINE CYLINDr.P. PitESSUPE LOG Step Number f * ,b Date/ Time ENGINE CYLINDER - I PRESSURE , , , i 1 kMI I I ! ! 2 Mgo: : l l 3 -lR2n i + l I 4 18VllO - 5 !l M ! I : I 6 I550($ l i i i i I I I ! 7 :l d 8 }510 ! i i i* i g i7g'" LOAD 135 4 l I I ! . _ l I -
- l 1 l 7 JM l l 8 !fl.h8 . l i LOAD 3,nj i
l& op r i i . t' e %; - 19C Engine Cylinder Pressure Logs EDG 101, 102, 103 Post-crankshaft Replacement 4 l l EDG 101-(j..! PT.307.004A-2 (!j'k) n\1 APPENDIX F 0HCONTE - f00 \n\0iN ENGINE CYLINDER PRESSURE LOG !I Step No. 8.8.2 l Date Y!/(f f Time 88 @ ENGINE / CYLINDER MI # I PRESSURE (PSIG) l 1 pqQo 2 /W/o 3 > L40
- ,1 1 i
f7,o i 7 /Gyo Y: 8 1 9 e> o Gen. Load (KW) ~~3. 5~6b
- 4 /Gyo 5 f(,9 6 -
2700 l2 Data taken by: -m.ph) - l l l 1 l l . l b. 'JTG APPROVED. liOV 8 1933 37 EDG 102 .i PT.307.004B-3 OMMD .l Eor Information only APPENDIX F , ENGINE CYLINDER PRESSURE LOG 1 Step No. 8.14.2 Date '5-/ 7 - 04 ! Ttme 0 2. : 2V ENGINE CYLINDER PRESSURE (PSIG) 1 /d 2 0 2 /d 3d 3 /def-d a 4 h /d f0 5 5 Jgzo 6 jacc 7- j4gd (,?'. 8 /d :-o - GEN Load (KW) J I'~zV Var Loading (KVAR) Z4fI i , Data taken by: } M &k 1 ,ky/)]/9}nk f f . v.: i I f j im Amonn JAN261984 53 . ! A13168 l ... EDG-103 e .' , b,~: . PT.307.004C-2 Ol,.1 UNCONTROLLED M x ' gg intormah APPENDIX F ' ENGINE CYLINDER PRESSURE LOG L Step No. 8.8.2 ,Date h-/ O-Jk
- Var Loading (KVAR) /) ,
~ ENGINE CYLINDER / PRESSURE (PSIG) 1 /f jp 2 14 @ 3 /f7C 4 isoo 5 /f9C 6 /f 7C . , 7 )[fh . \' 8 /g '70 Gen Load (KW) TC 35%' - Var Loading (KVAR) $d l1 i Data taken by: 'l &g. serlica-4s.o mm 0 espicsn.-rest I 8 1983 ,pos NOV d' ; s 1 L l 1 1 s. Sample Preoperational Test Procedure I % , UNCONTROLLED . ' (,, for information ones oct, 1 73 i .\*lHOREHAM NUCLEAR POWER STATION REVISibN . -STARTUP FORM 8.3 m (. .
- Time C66f
System No. R43A
- Preoperational Test Results-Review and Approval _
l l S. Lead Startup Engineer _ M.w war 10'y
- 1. l 2.- Preoperational Test No. PTm307.Ona n S l 1
- 3. -System EDG 10lJygificat-inn p r.n,.s. ,. . 4 ,, g Test Engineer William J. t'nnk 4.
Preoperational Test Results and Analysis !- /l ??1_ Prepared (p'//P rformed Gy MEY% )YW % /fffb / . bwed ny' / / Itar dh%m4 uk Managl er prov41, [ ( Date Preoperational Test Approval / Release For Performance (Startup 5 8.1) , System Checkout & Initial Operations Tests Test Change Motice(s) (Starttap 4 8.2) *G
- 6. Attached for your review are:
S'.S/ Y luu' '. " E. M.ophEftf s Manag r ehdy JTG ChaLi mah /k f/EDLus A A visdry Opgrati i s Epgifeer Date wanag 4 7M24 Starte g L Alas:ce 6 - UNCONTROLLED 4 (i For information Only July 29, 1982 - 17 bhbfkPOWERSTATION REVISION _ START-ilP FORM 8.3 MT 307 oD @ L M -
- 7. pe a lon Test; Results attardh d are Approved by the c L/ '
l' L f . JTG Chairman: Date L
- 8. Preoperation Test Results attached are DISAPPROVED for the following reasons: <
I, l status and area status for purpose of negotiating system turnover to Production Department. l-JTG. Chairman: Date l 10. System described herein has been thoroughly reviewed regarding testing, { .. status of outstanding items, etc., and is ACCEPTED by *the Productica Department for conditional operation. / 47N 1-e i Startup Manager Date i. 11 !! Plant Manager Date ll Distre Original - Preoperational Test Procedures !i Copies - JTG Chairman *
- 9. Authorization granted to STARTUP MANAGER to review complete system l{
il Lead Startup Enginear Test Engineer S&W Lead Advisory Engineer i' GE Operations Manager , Vice President - ticcivar OQA Engincor . (; L :I hs ll 8-27 i D, A135'J3 y e' u .r W,,-4 "'CONTRO 'g%na!jon " On!J J t ,- l ' TRANSMITTAL RECORD To- J. RIVELLO U^TE' /f#M .OCATION: SHOREHAM NUCLEAR PONER STATION - UNIT NO. 1
- ! , Startup Manager -
l 81tE F: STARTUP TEST PROCEDURE PROJECT NO.: K.71.340 ITEM NO. OF SILLS OF V ATE Rf AL, DR AWINGS, TITLE NO. COPIES SPEC. PE RMI TS. E TC. 2U WJD]J4Yd c2 .i.-- /E/5tYLCL*/ 'Edd*$ Y M SEA'YS- .. M !L h f / E # $ 6 k l... Y S / - Remarks: Controlled copy issued to responsible Test Engineer, must.be returned to PRC, a Test Engineers responsibility changes. TCJ) # ) WA Wkf& TYFE ITcv5 G. BISHOP (G.E.) U 1 Ea. L. BETTENHAUSEN (NRC) U 1 Ea. C. SLATER (PRC) U 2 Ea. C. SLATER (PRC) O 1 Ea. S E Yd/> + W //s ke IT.E. C 1 Ea. M.///. ///#bMV /L.S.E.C 1 Ea, oepartment: LILCO STARTUP ~ O - ORIGINAL C - CONTROLLED C. SLATER U - UNCONTROLLEC Dv: WC - WORKING COPY TransmitIat Number: /g /f . I Date: B y: 4rwarded To: ,N Remarks: ,c."'" A135L'4 l e UNCONTROLLED 'd, ../ ' sHOREHAM I 6 '
- 0 No- 44430 l
REVI S:ON O NUCLE AR POWER -STATION FORM 81 T A RT U P Preoperational Test Aoproval/ Release For Performance 1.- System No. R43A 2._ Preoperational Test No. PT.307.004A-2 __ f 3. System: Emeroency' Diesel Generator 101 Qualification Preocerational Test
- afam*** "*
Lead Startup Engineer: M. W. Herlihy 5. 6, Attached Preoperational Test Procedure is submitted for your Approval of content, format, acceptability and/or. revision. Startup Manager Date ~ JTG Meeting Date Scheduled
- 4. Test Engineer: William J. Cook .
Operational QA Engineer Date format,
- 7. Preoperational Test Approved by' Operatiohal Q. A.
Approval: G.E. ' Site Operations Mgr. (constitutes JTG eppr: ta* ) sapprwal: S&W Advisory Operations Engr JTG Chairman Startup Manager Date Remarks I A135'45 UNCONTROLLE0 ,- Ier Informatica Onts .l ( C. . 3anuary 2s, m ; 5 HOP.EHAM I , REV!S!CN 16- -NUCLE AR POWER STATION ) j(*,TARTUP FORM 8.1
- 8. Preoperational Test Approved by JTG for . content, acceptability and/or revision.
Preoperational Test Procedure and completed comments are submitted for your " RELEASE FOR PERFOR.stA.'JCE" . ^ A / ./ Date ~ Test Engi E.
- 9. Attached out &
Lead Starf.up E g ghr Mf j Dat / i 6 ' Disapproval: .I Lead Startup Engineer I Date i '1 ; . Remarks *: l l- .; Revisions , Clarificaticn,
- 10. Preoperational Test attached RELEASED FOR P RFO MA Approval: ,
i l fe Distr: Original - Startup Manager- Plant Manager, S&W Lead Advisory Engineer, l Copies ; GE Operations Manager, Lead Startup Engineer, i LILCO Operational Q.A. I k 8-24 l I A13526 1 / UNCONTROLLED h k' Eat information only / PROCEDURE REVISION TRANSMITTAL - ATTACHMENT 2 l PT.307.004A-2 l l/ [ September 12, 1983 E. J. Youngling RECOMMENDATION TO VOID EDG PREOPERATIONAL TEST RESULTS - j Shoreham Nuclear Power Station . Unit 1 I W. O. No. 44430/48923 In view of the recent crankshaft failure of the 102 a=ergency diesel generator, a recovery program has been established to teardown and inspect all three (3) emergency diesel generators. This is being done to determine the extent of the crankshaft problems with these engines. This requires that all three (3) engine / generators be removed from their rooms, he totally disassembled, reasse= bled with the appropriate new parts and reinstalled back into their respective rooms. Based on the above score of work, it is recommended that the following preoperational test results be voided: PT.307.001A-1 EDG-101 Mechanical Proop Test PT.307.0018-1 EDG-102 Mechanical Preop Test FT.307.001C-1 EDG-103 Mechanical Preop Test PT.307.003A-1 EDG-101 Electrical Preop Test PT.307.003B-1 EDG-102 Electrical Preop Test PT.307.003C-1 EDG-103 Electrical Preop Test PT.307.004A-1 EDG-101 Reliability Qualification PT.307.004B-1 EDG-102 Reliability Qualification PT.307.004C-1 EDG-103 Reliability Qualification . PT.307.005A EDG-101 Load Test PT.307.005B EDG-102 Load Test PT.307.005C EDG-103 Load Test These preoperational test results should be maintained en file with their cover sheets marked void or some suitable means to identify this action. It is also recommended that the above preoperational tests be revised accordingly to incorporate, as ;cquired, the many test change notices and exceptions taken against them. In closure, I suggest that the above recommendations be presented to the full Joint Test Group for consideration. The minutes of thi. meeting would provide the formal direction to the Startup Organizati for proceeding with these actions in accordance with the Startup Manual. ! s i / hiti! Al [J ! William M. Matejefl i, Project Advisory Engineer ~ l l wMarcom cc: W. R. x.leta M. W. Herlahy JTG APPROYEa NOV b 1S83 l A135'47 \ g Rev ion 17 '/ UNCONTROLLED -W July 29, 1982 h mMoa 04 Pl(OCEDURE REVISION TRANSMITTA' Startup Manager Dato: October 12. 1983 p' Messrs:
- Recommendations For Partial Preop. Test, etc.
\ S&W Lead Advisory Engineer , GE Operations Manager Operating Quality Assurance Engineer Procedure Type: P eoperational Test Approved Procedurc #PT.307.004A-1 Revised Procedure # PT.307.004A-2 Procedure Titic: EMERGENCY DIFRET, nFNFpaTnn nt_rst f r Tcwrcy 733,* Shoreham Nuclear Power Station - Unit 1 The subject approved procedure has-been revised (the new revision number is indicated above) and is being _ transmitted for your review in black on pink form. The proceduro changes are ident-ified in the margin. Listed below are the changes and the reasons for the changes. See attachments to this letter. This transmittal will serve as the approval form and will be routed to OQA, if requi~ red, for signoff befera being submittec t: the JTG for approval. After the change has been approved,' revised pages will be issued,in' black on white form. Should you have any comments, please notify the undersigned before: October 26. 1997 . E. J. Youngling TestEnginecr/Date%Q t Not Required: d Sta up En incer [. ffp/fy ' OQA Approved: /s grt,w//q Required: 24 / / // 7/O ead St'artu giyap l / [ $ Approved: //!I!f3 JTG CilAIR. 'Date uperstions Tianage r /+1 ~ / (/ / <[ PJ Romarks: S&WLeadAdvisorygngineez ~ Y StartupManag(f.f, f f // -f O FIGURE 4.16 NEM h .m.,- l l / PT.307.004A-2 I ' I/ ~1h',2NT M ,_ ,1 ;c.wSJ. 2et. PROCEDURE REVISION TRANSMITTAL ATTACHMENT 1 .PT.307.004A-2 'l Revision 2 to'PT.307.004A incorporates TCN numbers 1 and 2 and appropriate exceptions taken against Revision 1. In addition, certain , procedural requirements were added such as requirerents to perform cylinder head leak check at 4, 8, and 12' hours after shutdown, update . references,. measure diesel room humidity before and during testing,. and document baseline diesel generator performance at 0.8 power t factor. 4 i l . t. 's , l JTG APPft0VEQ NOV 81983 A13549 ~ (- UNCONTROt1ED I' . Edr information onts TRANSMITTAL riECORD J. RIVELLO cAfs.g[,gf.g LOCATION: SHOREHAM NUCLEAR PONER STATION - UNIT NO. 1 W 4. No- 44430 F80JECY No 2 K.71.340 entEF: STARTUP TEST PROCEDURE iTCM NO OF OtLLS OF M AT EIII At OR AWINGS, TITLE NO. CorttS SPE C. PE RMi t S. ET C. " PT30hM4A-l fMEM iM'Y blESCL $ENEK470P (30ALIFICMlbN R '* *'k ': Controlle copy issued to responsible Test Ergineer, cust be returne to PRC, as Test Engineers responsibility changes. YdN # / ///J/f,,5 YL"L'#2 sk/as TYPE iTtMs . G. BISIRP (G.E.) U 1 Ea. L. BETTENilAUSEN G4RC) U 1 Ea. C. SLAT C (PRC) U 2 Ea. C. SLATI,4 (PRC) O 1 Ea. 4/N deaf /T.E. C 1 Ea. 1 Ea, (1)# #7#iAt /L.S.E.C 04'J'f tMf ne LILCO STARTUP .' O - ORIt'CIAL C - CONTROLLED C* SLATER / WC - WCG! KING COPY U - UNCONTROLLED UV fl.2MbA/d 1,.mm.,is n n i.,,: Q9g o,: n. - . < ~ , . . ,4.. , 1 . Remarks; b 1 I Aldb30 i ( ~ f Revision 17 / UNC0t4 TROLLED R: Informat!cn Only July 29, 1982 PROCEDURE REVISION TRANSMITTAL Startup Manager Date: 2/22/83 , j-Messrs: Plant Manager S&W Lead Advisory Engineer \~' GE Operations Manager ** Operating Quality Assurance Engineer Procedure Type: Preoperational Test Approved Procedure 6 PT.307.004A Revised Procedure 6 PT.307.004A-1 u,- Procedure Titles Emercenev Diesel cannvene nom 14 a f m Shoreham Nuclear Power Station - Unit 1 (the new ; The subject approved procedure has been revisedand is being transmitted for revision number is indicated above) The procedure changes are ident-your review in black on pink form. Listed below are the changes and the reasons ified in the margin. for the changes. This transmittal will serve as the approval form and will be routed to OQA, if required, for signoff before being submitted to the JTG for approval. After the change has been approved, revised pages will be issued in black on white form. Should you have any comments, please notify the undersigned before: March 4, 1983 b ls bO1Ew A- 3 f.7 Test E ineer/Date' Not Required .. l Lead Startup Engineer FJRequired: M, [ _MA . V/r/[3 OQA Approved / ~ ' Lead Startup Engineer Approved: fd3 3 CHAIRMAN Date, WRtioK Manage ' / { /// [ Remarks 4 hf B&W Lead Advisorygnginee'r ' ~ _- g g )} - nl M 3 f ge r' kl M fL / Sta'rtup .1 D e FIGURE 4.16 4-13d ~ A13531 i I ' / UNCONTROLLED .Eoc Information Onf3 -l 7 l TRANbivilTTAL RECORli To- j. RIVELLO _,. // ^7'
- l Plant Managcr
lTED NO.0F Ditt.S Or u Ath at As..OnewiNGs.' t a t t.E NO. COPtES SPEC. PEfMti f s. t t C. l 1A A~ "AIANO U W e*42bodbV ///frAdr1M V 5 /1 5 ) *A f-. r s b r n A D R S I - 4 9 9 3 4 l . t_ Rerharks: Controlled copy 4 .d to responsible' Test Engineer, must be returned to PRC. Test Engineers responsibility changes. 1 D i J 5 TYPE s t ro:; U 1 Ea. I /R.PULSIFER (G. E. ) 1 Ea. f,~ /L. Bettenhausen (NRC) UU 2 Ea, ' /.f y C. Slater (PRC) Slater (PRC) O 1 Ea. 1 Ea. )/' sit Z & f JT.C. C /)J/ 3f>/ I[ j//L //f S E . . . C 1 Ea. Oci'ar t"'an' ' y y , f,n e, s ,,,,t, O - ORIGINAL C - CO TROLLED Hv: C. SLATER WC - WORKING COPY U - UNCONTROLLED i t.insmis t.it rso...i ce: ((gf Dita: lt tiy: sewarded To: Rernarks: I. ' , e.w . $13532 l */ UNCONTROd.EO + /, I' ~ar e !ntortnauen Onh SHOREHAM i WEvisf6N 1' NUCLEAR POWER STATION STARTUP FORM 8.1 '9 Proopcrational Tes,t Approval / Release For Performance
- 4430 SHOREHAM NUCLEAR POWER STATION - UNIT 1 N 71 - 140 8:ste STARTUP TEST PROCEDURE l
[ MD
- 1. System No. 8M3
- 2. Preoperational Test No. 8 7~ 3 0 7 . O O fh (,_
- 3. System: Emra4 eue.y be se c. Gweepre ta.s a ,mt. r, e.o a j 7
- 4. Test Engineer: Q [f 6 , *, . _ d, [d
- 5. Lead Startup Engineer: M --
/WA- 9 . /9,r) % $ l. JTG. Meeting' Date Scheduled ~ Sta Mana er Opte i 7. Preoperational Test Approved by Operational Q. A. s / // 2 /3 ate Operational CA~ Engineer
- 6. Attached Preoperational Test Procedure is submitted for your Approval of content, format, acceptabi ity and/or rqvision.
Approval: < / _ < ///?/f/ D a t.e
- 8. Preoperational Tcst Approved by JTG for content, mat, a ptability and/or revision.
(yonstitutos JTG app:cval'
- i. ///9/8/ .7Tg Chairmar.
. /// Ie //Y-d~/ Disapproval: JTG Chair. man S SW A'dvisory 0 ntions Engr i m ll-M l Dato Start p anage Remarks d , . - ~ - ----- - 4 3 l HG APPROYEn NOV 91981 } A13533 UNcONROLLED . . SHU H t_ H A M i ( (. fg Jnfpnnetjg only REVISION O .~ N udLEAR POWER STATivN * ~STARTUP FORM 8.1
- r. . a A LN r chs Mgr.
Initial Operations. Tests with pertinent documents and comments are submitted for your " RELEASE FOR PERFOFJtANCE". Lead Startup Engineer [ Test Engineer Startup Manager Oate ,. 10. Preoperational Test attached RELEASED FOR PERFORMANCE. 5 Approval: i G.E. Site Operations Mgr JTG Chairman I (constitutes JTG approval) ? S&W Advisory Operations Engr Date i Startup Manager Disapproval: 1 JTG Chairman i l - Date 3 1 l Remarks *: 1 1 / \ i
- 9. Attached Prcoperational Test Procedure and completed Checkout &
i ( Distr: Original - Startup Manager i Copies - Plant Manager, S&W Lead Advisory Engineer, } GE Operations Manager, Lead Startup Engineer, l LILCO Operational Q.A. j J l 1, i i j .' () . EG APPROYED. NOV 91981 ( a-24 A13534 ! i UNCONTROLLED ; Ear information Ont l' PT.307.004A-2 TEST ENGINEER'S ANALYSIS REPORT EMERGENCY DIESEL GENERATOR 101 QUALIFICATION PREOP TEST ~ This- revised Qualification Preoperational Test was " released for l -performance" on April 9, 1984 . subsequent to the . crankshaft ! replacement in the fall of 1983. The purpose of this test was to
- Recommendations For Partial Preop. Test, Revisions, Clarification, etc.
Documentation of test parar,aters was accomplished via the use of General Electric's Transiert Recording ~ System (GETARS) which' monitored and plotted start times and' system parameters. GETARS produced numerical data (histograms) at selected ' periods during eachs of the. 23 engine -runs (i.e. start of 1 hour run, hr. l interval and 1 hour interval) . GETARS plotted all engine shutdowns to verify no anomalies occurred which could have been . int'erpreted as a failure of EDG101. Also during'each engine run, operational ' logs (Appendix D) were maintained utilizing the process computer print out as the instrument of record for KW ~ loads and GETARS as the instrument' of record for all other electrical parameters (except' Generator Field Voltage and Current) and engine speed. The remaining operating parameters were taken from local and control room indicators. or M&TE instruments. During engine operation, the Run Log (Appendix D) intervals were determined by.use of a stop watch (M&TE) and not the engine hour meter. All twenty-three (23) starts were completed in a successful consecutive manner. The " Quick Start" requirements (engine -1 loaded > 3500 KW 4 60 seconds) were met during Start 13, as a loading time of 21.4 seconds was obtained. All engine paraneters I were acceptable for operating conditions and no other itens cf concern were notes. l There were nine (9) exceptions taken against this procedure. These are summarized below. Full details of these exceptiens are contained within the body of the procedure. EXCEPTIONS 1; 5, 7, 9 l These exceptions were taken to identify typographical errors, minor deviations from procedural step, and references that were updated. The " intent" of this procedure' was not violated by !. these exceptions, l . \. J 1 l A13535 p y g p' b- / UNCONTROLLED .. Er information Onl1 J- Page 2-l EXCEPTIONS 2'& 3-l .These exceptions were taken to identify. recorded values (Normal (Appendix D)- . hich- did w not meet acceptable limits ,_ Operating Parameters (Table 1)). Since, these deviations, within T _ acceptable limits, were only slight, they were dispositioned " accept as is" because test results were not impacted. A EXCEPTION 4 This exception was taken to ~ identify that temporary ' test equipment was not removed because of additional testing requirements. The removal of temporary test equipment is to be tracked by Step 9.2 of PT.307.002-2 (IET) and is not an open item to this procedure. EXCEPTION 6 This exception was taken to explain .that TCN'#1 was. voided because-additional testing requirements will be performed as part of PT.307.003A-2 (EDG101 Electric Preop). v EXCEPTION 8 This exception clarified the interpretation of the Technical Specification surveillance requirement criteria regarding engir.e loading to 3500 KW in less than 60 seconds (Quick Start) . . Based on the results of this test and the above analysis, it is this test engineer's opinion that tventy-three (23) starts were successfully completed in accordance with Regulatory Guide 1.108 ' Rev. 1 Section C.2.a (9). i ^ e 1 ?e l 1. fdAE- " William J. @ ok / ll $ / Francis C. Clifford .- k'hf l' Test Engin Mr Test Results Reviewer 4 WJC/FCC:jl
- - meet the testing requirements of USNRC ~ Regulatory _ Guide 1.108, l Rev. 1 .section C.2.a (9) 1.e. .to-demonstrate the ability.of EDG101 to start, accept load, maintain load (greater than 50% of rated load) and to shutdown, without trips, 23 consecutive times.
1 i A13536 -- , .- - - - _ _ . _ . _ _ _ _ _ . . , - _ _ . . _ _ _ _ . . _ - _ _ . _ . . _ _ ~ . i 1 l l - e I I- UNCONTROLLED ' I. . rorgrguoppp SHOREHAM l- REVISION 11 NUCLEAR POWER STATION TARTUP FORM s.2 Page 1 _ of 4 l l TEST CHANGE ,tlOTICE #1 5agecu Pb
- (.
. Test Proceduro Numhcr: PT.307.004A-2 _
- 1. System Number: R43
Of 4/6/84 ate Cogniza hm Test Eng inec r'
- 3. System Gescription: Emergency Diesel Genera u t 101 Oualification Test
- 4. Pr.y. ired By: .R. I. Samson ,f[ _.
Y[ Lead Startu eer / ' fate v- ; Test. Step.and LILCO Systen Procedure Page tiodification Test Engir. er/ I t e:n - Number Affected Rea s cri m Da te Insert pages.16a & 16b Adding.Section 8.9.for .Y 'g - 1 Post Outage load run. f/'J Y Au.; ! Remove page 11. Provide Acceptance - pJ T ! 2 Insert new page 18. Criteria for Section 8.9 . 9//c Tp l i i . . . . . . . . . . . . _ . '.. This f orm is attached to the original master copy of the test procedaic. O rti GI N AT,: Project licsource Conter i :. t ' ' ' ~il>ut ion : ~ COPY TO: Test s'r ocedu re (Test Engineer Copy) Cegrei za n t I. cad Startup Enginecr
- 2. Approved Dy: _
JTG (For JTC approveel nrocedures only) ( ,, .. T 'niti.il:. I ~ f r eq u i s cel) , , [4M/, 4/ d(([ . [(pk n-25 A13537 Md/~.t.d}v // ~ ( PT.307.004A-2 , UNCONTROLLED For information On4
- Startup Planager .
! s defined in Regulation Guide 1.108, Rev. 1 p ragraph C.2.e. A valid test shall be defined as a leving a successful start, followed by a loading to at least 50% of continuous rating and continued l ope ation for at least one hour, as per reference -2.2 \ Verified- Date OQA Witness Date NOTE: All chart will be available to backup readings of Appendix D These charts will be submitted to the PRC with th approved p o ure. v ' h ; 'r '\ \. ek i j ~ i s / 1 U i . \ \ \ \ i , \\ 's i i I L (.. l JTG APPROVEn NOV 81983 18 A13538 (~ PT.307.004A-2 #/' UNCONTROLLED l Inc Informatica Onl2 , EMERGENCY DIESEL GENERATOR QUALIFICATION PREOPERATIONAL TEST Section Description Pace 1.0 Purpose 1 l-2.0 References 1 3.0 Prerequisites 4 4.0 Precautions 5 5.0 Initial Conditions 7 6.0 Environmental Conditions 13 7.0 Test Equipment 13 8.0 Procedure 14 9.0 ' System Return to Normal 17 10.0 Acceptance Criteria 18 11.0 Exception Sheet' 19 Table I EDG Normal. Operating Parameters -20 Table II EDG Shutdown /Prestart Parameters 21 ~ Table III. Test Equipment Log 22 Appendix A Valve Line-up Sheet 23 Appendix B System Component Power Supply Checklist 27 Appendix C EDG Qualification Test Start Sign Off Sheet 29 Appendix D EDG Qualification Log 32 Appendix E , Diesel Generator Run Log 35 Appendix F Engine Cylinder Pressure Log 37 b TOTAL PAGES 37 (_- na APPRoyta Nov 81983 A13539 -ay-y y - . , < - -- w..y-. w ho\ .. ( PT.307.004A-2 . v nccmaatttos l ,,,; ini:rmatico~ CAD 1.0 PURPOSE l 1.1- The purpose of this procedure is to verify the U qualification of emergency diesel ~ generator 101 with respect to starting and loading reliability following g l repairs due to the failure of the crankshaft.
- l. 10.0 ' ACCEPTANCE' CRITERIA 10.1 The Emergency Diesel Generator 101 successfully ompleted 23 consecutive valid tests with no failures
1.3 This procedure in conjunction with_PT.307.003A-2 and PT.307.002 satisfies the intent of Regulatory Guide 7 1.108 (August 1977), Periodic Testing.of Diesel Generator Units used as On-Site Electrical Power Systems at Nuclear Power Plants. 1.4 At least one of the qualification runs will be used to. demonstrate that the diesel generator is capable of performing its monthly surveillance requirement 1 per Reference 2.2.7. NOTE:.All equipment mark numbers are prefixed by 1R43, unless otherwise noted. i
- 1.2 Tnis procedure 1will consist of starting the diesel, loading the diesel to at least 1,750 kW, and operating the diesel at load for at least one hour 23 consecutive time without a failure.
2.0 REFERENCES
/ 2.1 FSAR Sections 8.3 and 14.1.3.7.24 - 2. 2 FM-44A-15, Fuel Oil Transfer System 2.3 FM-44B-4, Diesel Generator Air Start System 2.4 LILCO Startup Manual 2.5 LILCO Safety Manual v2. 6 ESK-5R2209-14, Elementary Diagram, Emergency Bus Normal Supply ACB 101-1 2 -2.7 ESK-5R2210-15, Elementary Diagram, Emergency Bus Reserve Supply ACB 101-2 2.8 ESK-5R4301-19, Elementary Diagram, Emergency Generator Breaker ACB 101-8 . 2. 9 ESK-6R4301-6, Elementary Diagram, G-101 Starting Air Compressors ,2.10 ESK-6R4304-11, Elementary Diagram, G-101 Fuel Oil Transfer Pump .i 1 JTG APPROVEa NOV 81983 A13510
( - L. UNCONTROhkEBLLED '-
- PT.307.004A-2 -gg
- . pf 'of h Jb-dlo*I tf I
~' .p 2.11- ESK-6R4307-X, Elementary Diagram, G-101 Before and .- After Lube Oil Pump and Heater i ll 2.12 ESK-6R4310Elementary
, 8(o 0 folt!Diagram, G-101 Jacket Water Heater and Pump- / 2.13 ESK-6R4313-2, Elementary Diagram, Diesel Generator .G-101 Protection !
/4 G6ofulrr 42.14 ESK-8R4301-YJ , Elementary Diagram, Emergency Diesel Generator G-101 Protection l
/2.15 ESK-8R4304-7, Elementary Diagram, Emergency Diesel Synchronizing Circuit 2.16 0 044b4 ESK-8R4305 ,11, Elementary Diagram, G-101 Voltage. Regulato'r 2.17
? abhslrf ESK-11R4301 4, Elementary Diagram, Emergency Diesel Generator 101 Sheet 1 & ts.b dJH! 2.18 ESK-llR4302-Id, Elementary Diagram, Emergency Diesel Generator 101 Sheet 2
~1 %lositt 2.19 ,ESK-11R4307--E, Elementary Diagram, Fuel Booster Pump -d 2.20 Manufacturer's Drawings
'2.20.1 . 11600.02-1.12-5H, Lube Oil Piping Schematic 2.20.2 11600.02--1.12-6M, Starting Air Pip 4.ng # Schematic sf 6 & Jrt-2.20.3 11600.01-1.12-7J;, Jacket Water Piping Schematic d.20.4 11600.02-1.12-74M, Engine Pneumatic Schematic Mi 2.20.5 116 00. 0 2-1.12-7 5,E ,o.h 4foll/- Panel Pneumatic Schematic 7)$a.f4/oirV 11600.02-1.12-StC, Panel Installation 2.20.6 M 0 4 if..lrP 2.20.7 11600.02-1.12-95 , Panel Electrical Schematic i- 20.8 11600.02-1.12-94P, Panel Electrical Schematic s2.20.9 11600.02-1.51-94J, Front View Layout for BOP Main Control Board
'2.20.10 11600.02-1.12-43G, Wiring Diagram Static 4 Exciter s2.21 % System Description (S/D 1020.307), Emergency Diesel Generators Revision 1 l A13511. 2 JTG APPROVEQ NOV 81983
I (* . PT.307.004A-2 UNCONTROt.@ For informa@n On4 2.22 Operating Procedure (SP.23.307.01), Emergency Diesel t Generators Revision E / gp I *, ; g ?s 4H 1 E g' v2.23 Operating Procedure (SP.23.309.01), 4,160 V Emergency Bus Distribution Revision 4 2.24 Shoreham Specification SH1-89, Diesel Generator Sets, Revision 2, January 26, 1983 J.25 Manufacturer's Instruction Manual, R43-1 Volume I, II and III J.26 Regulator Guide 1.108 " Periodic Testing of Diesel Generator Units as on site Electrical Power Systems at Nuclear Plant". Rev. 1 August, 1977. (Paragraphs C.2.a.9 and C.2.e)
@ 27 SNPS Proof and Review Copy Tech Spec 3.8.1.1.and 4.8.1.1.2 dated July 22, 1983. ,,2< 2 8 Operating Procedure (SP.27.307.02) Emergency Diesel Generator Cylinder Head Leak Detection Test, Revision 1.NOTE: All personnel signing this procedure must fill out thelfollowing information for future reference: Level of Name Initials Title / Qualification (Wr,htten7 Printed) (Written / Printed) Organization I, II,-III e' b $ n/ D ,Ano lC lL .'b w/L5V ~1Y h5 9Ar % (Uu'An 'rt/w r M/b.wra Kr/s.a. rr/w. .x - KK.a s//., L = t LYb ~~rn CN /C s a oG A .,s n,e9 a.o tw,- Itd nors Te. lt.su c Llud.n,va M/am exk 1 i 1 fr2L72 %a &-
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$Ild,\l4.!$M:didd5StiAf3343i PT.307.004A-2 UNCONTROLt.E0 ' For Information M 3.0 PREREQUISITES 3.1 The master punch list contains no deficiencies that l 2, will affect this test. List any exceptions in Section 11.0. 1
~Verified MN 4 kC b Date 3, , / 3.2 Verify applicable C& s have been performed, and i have been approved. 3 i
, .) \0 h l VerYfi'1 ~] Date 3.3 The Lead Startup Engineer has released test for performance (SU Form 8.1).k..I- w.L l~/C-5 Verged Date 3.4 Emergency Diesel Generator Mechanical Preoperational Test Procedure PT.307.001A-2 and the Emergency Diesel Generator Electrical Pre' operational Test Procedure 2 PT.307.003A-2 have be e . JArAv. Ve ifi / D' ate 3.5 Notify the Watch Eng neer OQA prior to performing test. h _ ww A#'PEI Date
. Vergied 3.6 Notify the LILCO System Operator prior to performing test.l (n. Ann..g< d#1a 4$ Veriged Date 3.7 Notify DeLaval representative that this procedure is about to commence. Il ?r '& bt!-O Ver4 tied Date 3.8 Establish communication between an operator at the
. Emergency Diesel Control Panel and an operator in the Main Control Room at the Emergency Diesel Generator portion of Panel 1Hil*MCB-01.k 0. b Veri ed b%u fi.* <0 Date 4 JTG APPft0Vm NOVgg
I UNCONTROLLED
' PT.307.004A-2 ?ct infonnaden Onhi 3.9. Diesel engine inputs to the process computer need not be verified if the computer is not available.Computer (jkisnotavailable.
- f. M -N vegajied Date 3.10 Ensure all documents used at time of this test are of the latest revision.
OtWdm #- / Verified Date l l 3.11 Verify valve lineup in accordance with Appendix A. l( bw - Verified 4-fDate o -ff (- 4.0 PRECAUTIONS 4.1 A sudden. increase in lubrication oil temperature and amount of vapor from the crankcase ventilating discharge,can indicate some overheated' internal part of the engine. This could signal an approaching piston seizure and a possible crankcase explosion. A sudden increase in lube oil' temperature requires immediate unloading and shutdown of the diesel. 4.2 Sustained operation of the diesel below 875 131 (critical load) should be avoided. However, when unloading unit, reduce load between 100'- 200 KW prior to opening die.sel generator output breaker. 4.3 Sustained operation of the diesel in the range of 250 to 400 rpm (critical speed) should be avoided. 4.4 When starting a cool engine after shutdown, observe the manufacturer's starting procedure in Section 4 of Volume I of the manufacturer's instruction manual. 4.5 Ear protection should be worn by personnel in the Diesel Generator Room during diesel operation. 4.6 An operator should continuously monitor the operation of the diesel and auxiliary equipment throughout the entire test.- At least one set of loc readings should be taken whenever the diesel is started. 4.7 Diesel Room air temperature and humidity should be frequently monitored during diesel testing (especially in the vicinity of the air dryers and : (. fuel oil day tanks). ) g g g m Nuv o 1983 5 A13545
b PT.307.004A-2 / t)NCONTROLLED For information Onts 4.8 .Any fuel oil or lubo oil r, pills should be wiped up as soon as possible to avoid fire hazards. 4.9 Portable fire extinguishing equipment should be readily available during diesel testing. 4.10 When leaving a diesel generator room, ensure that the fire doors between individual diesel generator rooms are closed. 4.11 Lube oil strainers'should be cleaned when the differential pressure across1them reaches 20 psid. 4.12 Lube oil filters should be changed when the differential pressure across them reaches 20 psid. 4.13 Fuel oil strainers should be cleaned when the differential pressure across them reaches 2.0 psid. 4.14 Fuel oil filters should be changed when the differential across them reaches 20 psid. 4.15 Lube oil pressure should not exceed 65 psig, or drop below 50 psig. 4.16 Jacket water pressure should not exceed 30 psig, or drop below 20 psig. 4.17 Fuel oil pressure should not exceed 35 psig. 4.18 Lube oil and jacket water temperatures shoul'd not exceed 200*F. ! 4.'19 The exhaust temperature limits for sustained ~
, operation is 150*F between any two cylinders at full' l load. The maximum temperature limit at any load is 1100*F. Should these limits be reached, reduce load and notify Test Engineer.4.20 For sustained operation, 200 psig is maximum firing pressure difference between any two cylinders at any load. Should these limits be reached, reduce load and notify Test Engineer. 4.21 Turbocharger lube oil pressure should not drop below 25 psig. ( 4.22 If the diesel is to be shutdown for greater than 9 4 hours during any portion of this test, perform a L i cylinder head Icakage surveillance per Reference 2.28 (SP.27.307.02). i (. JTG APPROVED NOV 8 1983 A13546
. = . . ~ . - . - - . .-' ~ ( PT.307.004A-2 I UNCONTROLLEO \ Ecr information On!1
' 5. 0' INITIAL CONDITIONS 5 . 11 Engine 101 is shutdown ready-for testing and its output. breaker 1R22*SWGR101-8 ACB is open.hf Ve@ified we--- :: f-/c -!/ Date 5.2 Verify equipment is energized in-accordance with Appendix B, System Component Power Supply Checklist, , by initialing next to each step.
, hf$/~VerXUied
- 4-10 -! $Date 5.3 Service Water System is in operation to supply cooling water to the Jacket Water Cooler. h bmwn h/d h Date VertUied 1 5.4 Emergency Dies'el~ Generator 101 HVAC System is in
- operation.
h4 x==w hl0
- Date Vergied I -
5.5 Fire Protection (Cardox System) is available in diesel room 101, or Fire Watch has been provided in case of fire. . m h/0*$h
, Veri { Led Date 5.6 Verify *ENG101 has been barred over using barring device within one hour of first diesel start, and no, presence of water was found. I
$ (.(ww Veriffed hid 'Sh Date 5.7 Diesel Generator Fuel Oil Storage and Transfer System is in operation.I M l-Is d4 Verig.ed Date 5.8 At emergency switchgear 1R22*SWG101, check the following at diesel generator supply breaker ACB 101-8 compartment: - 5.8.1 Local control switch midposition. > b1 w <!-~ N $ 4 l Verified Date 7 l i JM MROVE NOV 81983 l A13547 l
- . _ . . . . __ _ . __ _ --_ _ ___ . _ ..___. _ __ _ ___,_ _ ._ _.~.
(' ( PT.307.004A-2 -
, UNCONTROLLED Ecr Information Ontt ~5.8.2 Circuit Breaker closing springs charged. hM 4d c~ -t'h Date Vergied 5.8.3 GREEN (Open) indication shown for breaker. d(< - 4-u Date Vergi~ed 5.8.4 Primary protection lockout relay 86P-101-8 reset.
~(N h(eDate if Verijied 5.8.5 Backup protection lockout relay 86B-101-8 reset. 0 k'll -@ VerJfied Date 5.9 Place or check the following s. witches at the emergency diesel generator *G101 local diesel control panel *PNL-DG1 in the positions indicated: 5.9.1 Mode selector switch in REMOTE. i , ru miv d'IC '1'$- Ve'rgjied Date 5.9.2 Before and after LO pump / heater (*P-226A) and
*H-015A in AUTO.i m b/: Aid Vergied Date 5.9.3 Fuel booster pump *P-109A in AUTO. , Ver bliedcw J-// -il Date l 5.9.4 Jacket Water pump / heaters (*P-238A and l *H-014A and D in AUTO.
.w !<// !?Vergied Date l 5.9.5 Both starting air compressors *C-003A and
*C-004A in AUTO. -'-I ' a' " (g (.6 m (-te -lf V Verifidd Date JTG APPE0VED NOV 81983 A13518'/[ PT.307.004A-2 (l' UNCONTROLLED Fcr Information On!f ,,' 5.9.6 Primary fuel oil transfer pump *P-201A in AUTO hl M Y-/C-ff Date ! Ver11lied 5.9.7 Secondary fuel oil transfer pump *P-202A in AUTO. i da b%. 4-/ # -$[ Date Verfied > 5.9.8 White control power available light ON. h- w 4~ lR_T$$ Verified Date 5.10 Verify starting air pressure as indicated on local diesel control panel *PNL-DG1 is greater than 220 psig. L$$btv6.m V-/C-$f Date Veri {ied 5.11 Verify Before and Af.ter Lube Oil' Pump *P-226A is operating. d,I h % 4 -/ 0 8
, Vergied Date 5.12 Verify Jacket Water Heater Circulating Pump *P-238A is operating. & l_ . bre l$Date
.Verffied 5.13 Verify. lube oil temperature is above 140*F. ; b I.'!h~/ w 4 11 -!$Verigedi Date 5.14 Verify jacket water standpipe level is greater than 10 o' clock and jacket water temperature is greater than 140*F. {
. (W h*It -$h Date , VergLed 5.15 At diesel generator *G-101 hydraulic actuator / governor, record the following settings:5.15.1 Speed Droop O Initials ds//I (0 - 10) g JTG APPROVm NOV 81983 9 A13519 j
PT.307.004A-2 (,- / UNCONTROLLED Ear ici s "== Onig 5.15.2 Load Limit b Initials klf g (Fuel Setting) (Min - Max) 5.15.3 Speed Setting /#.0 / Initialc (IA (0 - 23). C 5.16 Check air dryers *AD-002A and *AD-003A to ensure they are both running and that the cooling fin air passages are not blocked. hw Ved fied Y-/a -f4 Date' 5.17 Ensure the fire doors between the diesel generator rooms are closed.
/) I .(cm 4-le-ff .VefgLed Date 5.18 At the diesel generator *G-101 section of control room control panel 1H11*MCB-01, place or verify the following s. witches are in the positions indicated:5.18.1 Diesel generator *G-101 start control switch in AUTO.
$* l b _ ._ 6!a-f2 Vergied Date 5.18.2 *G-101 governor speed changer in mid position.I k { . brans d-il il Vergfied Date 5.18.3 Bus 101 program reset to RESET. (L) Acw Verifidd R:-t1 Date' V 5.18.4 Bus 101 program test switch in NORMAL. Verif
/) 11 d L~~ 4 isa Date
- 5.18.5 *G1C. voltage regulator control switch in mid
, position.0 b Yve m . 4-t/ N/ Verifig C Date U jig APPc0Vm NOV 81983 10 A13550
i (' e UNCONTROLLED
. PT.307.004A-2 For Information only l 5.18.6 Jacket Water cooler *E-013A outlet valve i IP41*AOV-016A in AUTO.d bdowe l- 1.* N Verifjied Date 5.18.7 125V Bus A de volts greater than or equal to 125 volts. I d'1ww d-h if Date
~Verifjed
/* / l-- ~ A r <t-OCA Witness Date' 5.18.8 125V dc Bus A battery ground detector lights are both dim and alarm point 0357 (125V Bat A Ground) is not annunciated.(f. l kws 4-f d *$4 Vergfied Date A-llb -~ Y ' lok + OQA Witness Date 5.19 Verify cmergency bus 101 is being supplied from the NSST (101-1 closed) # or RSST (101-2 1 closed) , check one. L \ w . C.' - * .: AL Veriged Date 5.20 Verify the Honeywell Visi recorder and/or the GE Transient Analysis Response Computer is connected to 2, record the following 7 inputs as follows: Channel 1 - Engine Speed (RPM) 9 output of tachometer , Channel 2 - Generator AC Voltage 9 *PNLGP1 Channel 3 - Generator AC Current (Amps ) e 1H11*MCBC1 Channel 4 - Generator Load (Watts) 0 1H11*MCC01 Channel 5 - Generator ACD 101-8 closure 9 SWGR 101-8 Channel 6 - Diesel start from start circuit Eeup/m #7 Channel 7 - Generator freq. from 1H11*MCB01 Indicates Visirecord , GETARS / or a Both recording inputs. d, b .iiew _ _ _ 4-W/f Vorif4yd Date i
\i s AFPROVm NOV 81983 A13551
uecoe:TactMD PT.307.004A-2 For Informathm M 5.21 Wire a temporary selector switch (capable of handling
- t. , J.
6 RTD's) to the Generator Winding RTD's. Connect the output off the selector switch to a digital volt meter. This setup will be used to determine the hottest Generator winding temperature. Record temporary hookup in SNPS lifted lead and jumper
~L j Q _ V g VWri5 m 4
't Data 5.22 Verify no abnormal alarms are initiated, which would prevent a successful start. $hn- p k~to-fk Veriffed Date 5.23 Connect a micromite to the output of the generator pedestal bearing RTD to permit measurement of bearing temperature. Record any necessary temporary connections in the lifted lead and jumper program. 2 & S-Ve ry),ed a b.h; 'Date l1 l l
\.gamaown NOV 8 E93 12 A13552 > 1
/ UNCONTROLLED T For infctmation Only[. PT.307.004A-2 6.0 ENVIRONMENTAL CONDITIONS 6.1 Diesel room temperature below 120*F. 6.2 Diesel room humidity below 804 relative humidity. At start of test: Diesel Room Temperature: IO 'F 2 Diesel Room Humidity : /8 % O 'L= Verified
- t/o tf Date 7.0 SPECIAL TEST EQUIPMENT 7.1 Stop watches.7.2 High spe'ed visirecorder with at least 7 channels.
. 7.3 Getars computer (if available).7.4 Temporary.RTD measuring switch box. 7.5 Psychrometer 7.6 Digital Voltmeter { 7.7 'Micromite
- NOTE: All above used test equipment should be recorded'on Table III. .
i (. . JTG Arra0Vm NOV 81983 1' A13553
For WW
*WUon Ong PT.307.004A-2 f 8.0 PROCEDURE NOTE: All KVAR values-specified are lagging vars. 2 8.1 All prerequisites in Section 3.0 and initial conditions in Section 5.0 have been satisfied. Any exceptions are listed in the Exception Section, Section 11.0, (2 Uw Vet.fied 4,o -if Date stk ms S' -/0 -9V 00A witness () Date 8.2 Verify that the emergency diesel shutdown parameters were recorded on Appendix D just prior to the next diesel start, are within tolerances per Table II, and engine is ready to be restarted. (If engine has been shutdown for more than 12 hours the initial conditions of paragraph 5.0 have been reverified).8.3 Start emergency diesel generator 101 and load to at least 1750KW and 700 KVars. 8.4 Run the diesel generator,at load for at least one (1) hour while completing all the data in Appendix D. The.one (1) hour run at load shall be timed using a stop watch. NOTE: The time to start,. load and shutdown the 2 engine shall not be included in the one hour. 8.5 Reduce generator load to 100 - 200 KW, run at this load for 2 min to allow unit cooldown, open its output breaker 101-8 and then shutdown the diesel engine by depressing stop pushbutton. i NOTE: Prior to shutdown from the 23rd start, perform step 8.8. i ! 8.6 Verify that the engine was successfully started, loaded to constitute a valid test and that the data recorded on Appendix D conforms to the ranges of Table I and Table II. l 8.7 Repeat steps 8.2 through 8.6 until twenty three consecutive successful starts and qualification runs l are accomplished. NOTE 1: Sign-off of the above steps will be done in Appendix C. Should a start be considered a failure (..
. (per reference 2.26) indicate auch on Appendix C, correct the problem and begin the first qualification start again. Any failures will be explained as an exception in Section 11.0.14 RG APPMdE481983
( PT.307.004A-2
' r[DCIfUN00NTR n ormation Oq . I 8.7 - continued #As. ~8 NOTE 2: At least one of t 23 consecutive starts should verify the diesel generator is capable of being y d-started, synchronized, loaded to greater than or
.r/n& equal to 3500KW/1500KVars in less than or equal to 60 i seconds, and operated with this load for at least 60 minutes.8.8 Final Baseline Data at Various Diesel Load Levels 8.8.1 Verify the emergency diesel generator is running at approximately full load (3500KW/ 2625 K Vars) then ecord unning data in Appendix E. 1 i / If Yeq Date 9J >A . Alul?q 4'QA Witness g ID&td 8.8.2 While still at full load, record cylinder pressure data in'A pendix l1 Af V VtM M Aed Date S+- A budm
,/OQA Witnes's elulBf 'Da te' ~ / -i 8.8.3 Reduce load to approximately 75% load, (2600KW/200.0 K Vars) long enough for parameters to stabilize, then record data in l1
.y jfpf Y/Date Vedhrfiea . h.14 een Witness [/4h/w
' D Ate /8.8.4 Reduce diesel generator load to approximately 50% (1750 KW/1300 K Vars), run long enough to stabilize parame rs, e record data in l2 l
- Appendix E.
k j l VeMfJ,ed'
% Y ff Date i d(w/A fkd, %r194 OQ$(Witness ' Date] / 1 15 liTG #PROYEA NOV 81983 A13555 l i
l PT.307.004A-2
- e
; UNCONTROLLED \ l[ ', ror informatfon On.% l 8.8.5 Reduce diesel generator load to approximately
~25% (900 KW/650 K Vars), run long enough to ' i" stabilize parameters, then record data in 12 IAppendix E. Q {Q h bate' 't/ab
*Date Veriffed W/2. ~ YHllW pAWitness /Sate 8.8.6 Shutdown diesel generator in accordance with SP.23.307.01, paragraph 8.1.6 and leave engine in standby or as directed by test engineer. h iff)@ IlftI81/ Verifi ed / Date t L l I l I ( !( l l 16 JTG APPROVED NOV 8 1983 A.I.3556
. _ , ,. . -. - - _ . - - - - - , , , - . . - - - , - - - ~ .-/UNCf.mir@LLED -For Information Onfg ( [. Page 2 of 4 TCN #1 PT.307.004A-2
/8.9 Post Outage Load Run (5 hours) 8.9.1 Start the Diesel Generator an parallel to its emergency bus. Load ):he Diesel to approximately 3500KW and 2000 KVARS as monitored by the main control room meters. Establish engine equil brium conditions
- prior to continuing test.
Ver ed Date O Uitness Date 8.9.2 Blo k t gpvernor load limit setting on the t a(o bKW Slowly raise the load i until.the load stabilizes at 3900KW
'+ 0..}5% - 1.'0% (i.e. load between 3861KW and 3910 W) as measured by the watt hour meter ove a minimum three minute time interval.Th control room operator- should agmultaneously . increase the var loading to btain a final reading'between 2800 KVARS -
\ 2900KVARS. . \ /Verified Date
}X U OQA Witness Date! fy qd l
; L i b I (65) \l,f ]6 k 4)p* .lw. , 16a 1 i A13557
q 1
, ** UNCONTRCL!,ED f (. , for Information Onig I, Page 3 of 4 TCN #1 PT.307.004A-2 ,8.9.3 Run at this load for one hour,'r cording all every 15 minutes. parameters.in Appendix E Cross out the existing step numbers on Appendix E and fill in step 'no. 8.9.3 for this run. Ensure generator field current does not exceed 305 amps and field resistance is less than .395 ohms. Verified Date
/ .00A itness , Date 8.9.4 Reduce load o a value greater than or equal ; to 3500KW an 1900KVAR. Run at this load for at least four hours. Record all parameters
. listed in., Appendix E every 20 minutes for the first two hours. For the remaining two hours record ta every 30 minutes. Cross out the exist g step numbers on Appendix E and fill n st p no. 8.9.4 for this run.s Verified Date W . 00A witness Date 8.9.5 At the end of the 4 hour run, change the tesol load or shut down the diesel engine as i ected by the Test Engineer. , k/ ' Verified Data s'\ [ OOA Witness Date ( h V ' t, g J h ,$ty 1 < . 6 16b A13558
r
/ UNCONTRot.LW -( '- For information Onig ' 5 PT.307.004A-2 1 9.0 SYSTEM RETURN TO NORMAL 9.1 Place the diesel generator,in its normal standby condition as directed by est g neer. SA S f. Very),4d Date 490A Witness Af 4ll?.}f4
/ Date 9.2 Indicate in Appendix A the as left condition of each , valve at the completion o t is est. / n% 4l. -c.'W, V6 fgie Date 00A Witneds /h o_ <Y' .il)$ Date (/ 9.3 Ensure all temporary test equ ment has been removed. Gaghu"n Y & JI t'L 'T! Verified b./ Date
,.k Ah1/M V 00A Witness De 9.4 Perform a cylinder head leakage surveillance per SP.27.307.02 (Ref. 2.28) at 4, 8 and 12 hourp after shutdown.After 4 hours: sat V unsat A 14
*/!2l* ll Verlhed Date .6 Cu a. AAV #hally
.9Q<6 Witness 'Date After 0 hours sat - at Rfi$5u Verlfted * 'wtDatew z h4 24 CQA'Witnces (/ 4h2/Py D'a te After 12 hours: sat / unsat b J ilrY94 U/L.il 00A Witnans ff' u! !. Date 37 na APPROVta NOV S 1033 A13559
1
; UNCONTROLLED -(). cor information Only Page 4-of 4 TCN #1
'PT.307.004A-2 10.0 ACCEPTANCE CRITERIA 10.1 The Emergency Diesel Generator 101 successfully completed 23 consecutive valid tests with no failures as defined in Regulation Guide 1.108, Rev. 1 paragraph C.2.e. A ~ valid test shall be defined-as achieving a successful start, .followed by a loading to at least 50% of centinuous rating and continued operation for at least one hour, as per reference 2.26.Ver' kN f w f*I2-$f Date
// Y$ Date OQA~ Witnes s NOTE: All charts will' be available 'to backup readings of ,Appendix D. These charts will be submitted to the PRC with the approved procedure. 10.2 During 'the post outage load run, the d3.esel n ran continuously for 5 hours at loads 3900KW (1 hour), and 3500KW (4 hours), (Sectic .9).
~'TOJ#l Verifie Date h bb OY~e " il s hqT f OpA WiEness Tate
/ , /a4 ' a
\0s W .n , 7 te l
; t 1f. (- l (~ 18 L A13560
, - , - , , , ,-----w,.,, , , . - , .-m-,.- -,-,---.-c-.3 y ...f - ( "t G.NTROli.07 %(' t*8' int:r:r:MI:.-: Or.!? l ( PT.307.004A-2 11.0 EXCEPTION SHEET Initial / Initic'/ Item Description of Exception Date Disposition Date a d /rs
*i frEP 3./0 $eferences ine/ kale l , ., l% It te bre nces sa ces .1 anis e / Ni,Ledla , na< <a a > roce fua- a re- nofof 1 I's rl A LlaJ feu.<i,,, , , ,a L<< A ~feKnt na. der . AIS 4-io ff ('s A kwl as '*- O't$ 4-is - tf u a fM. 2 $UAl OoO 57,ik N % $h Y OLl'O 4Erl Se*cl w 4 STEP 84 - 4lo*l&4 frardene) ken $eA'ST' ' %dr VL ch a? k est b en,d sn x m;1 -d.,,d,,vi,4,u, <
' ^w ast addd,L e; 6 % asr 4dand YAedevelw- % k k sMI6 h;A
&e[SclcmI Sf,, _S w e t s ve/4nd'ew aluheded/ k, l fit! bht leinIa]' cI6khl 'Yw rll$v . k e % iw //ABq' ' l b94-h4llI2 $l
. n 71 ( C. 19 RG APPROVEn NOV 8 1983 A13561
= _ . _ _ _ _ _ _ _ . . _ _ . _ . _ . . . _ _ _ - . _ . _ _ . . _ _ _ - _ . . _ _ . _ -.l UNCONTROLLED (~ PT.307.004A-2 l..- For information Onl3
-11.0 EXCEPTION SHEET Initial / Initial /Item Description of Exception Date Disposition Date ,i 't et?S Qum. Ev!N A& Sketab Y Pee b b e 3*YlbeI s e.c r/hr Mw(&aJeen>)
- 6v n isH4 add a fle Alb W .sM a' nl zHe A ne 2> Al twlv.
1 AfMJ;;e bekf hk{ 6 de ds ad i am/n d it>> L/ k
$$ l up com/ is k M Amd4>a Al Udi % k/ /d CN TT 3c:n .co4 4-? c. e<.e. y n .ykM Tee 6pARg S k Q 9 . 3 .~ M i &> M n d e l 4lit-laJ r.Sef wo - J t / hsh--eeEnmc d t,'uR MA Ev' ch4 i,, bcmo wA-b.$w,-weD,d-At MCt- mh&d
'Timi . h. ,suge nA- Ae- ^Cnke ma.c.%C T!<c . -vos (fT 3<O oe't.-b i = Din h cteudC i u b 4b_r t-T 60 l Net hteeAbTuh C mde_hO at )h pli . _ . . 4 /4/nlc:d 7 Ei y/ ; .y a y r.vs ,~ s . v* w -- y' I -re Cs A'Mni1: & .- sp .- t OP s'n:07ag'i- ue sr
'" 3m=%.w;y. 4 <,f ~19A 'tl'~ JTG APPROVEQ NOV gagg,
l
' UNCONTROLLED l(.- PT.307.004A-2 (. For information Only l l 11.0 EXCEPTION SHEET ! Initial / Initial / l l Item Description of Exception Date Disposition Date , S ku0Au2d3 l'
># E //n a 3/2-
- W
'/ / /'l TL Cw h,.- Ix4'M,r L, L, ,, Ae n,'s ,.: C 4, 4 E) , - i bik./ ir.v.d n ) L s rs 44/.e+ cd.wlkii n4
&J 4 Am'u , Jr w d 4,a s?,;.6,k b ,% a m , L 4, r o2w drik . Ae A i a f4-e, / o LO. / ,he - ,a 4 ,Ss4 /4 6 Ol6 @IllI9lW /k kis w A-2 ~IN b ., 2 64- lo CJL8.9%cLwYL1&nt~L\ ~ T+ 6s,, L t C.~ Teden.1 se . -ul ~ +- W x1 L L .t L h, wrL~l n w A- J & . JAz/tv 94(Y,ks- N
. , m Cu t 'T~F(le'se, acts-1) TEs +.;;f- 1. ei- w a m A-21 /'s a , o U.'c./ /E .g '~I[,ee < ./)'L - en% n / - v;II L n ,LI a ,1 ann, . e_.) w.'M hw a . <A . h , & + 0.4, ~L:./ ~, e , ' , . + . . u L i. ic A cik , #. i . w-sp. A; f.X A /,-n .>< ~ s 4*'7 n a k -. " G* A~ ' of * /Lo , ek, s,,u.t..#fu <b '-/ ( <a @-'/// 6IR l t 1
!!TG APPROVEa NOV A819'hd. 563
~[ PT.307.004A-2 I. UNCONTROLLED i For Information Onl1 l l 11.0 EXCEPTION SHEET Initial / Initial / Item Description of Exception Date Disposition Date 7 h $AC Mom /$ gel ~ /2C at/ mF sna.b N t;E'rd/ op<n ln - 1
& diJ r4& e-&di /4 Jhx/rs h!,V/ d ish a/ / /k.- sA 6 ~lAc d,A/ A oaaA -od wl// nua//v' r 4.,%J 4 o, <~ e 4< E 4 /NE A. nA, , 1,4 J uA kro,jfe/> - Webs- ,
<W ic G, w C//Iq/? V f , 1 lI i t 19C, HG MPROVEQ NOV 8 1983 A13564 l
/ UNCONTROLLED -I (33 For Information only({ PT.307.004A-2 i i ( 11.0 EXCEPTION SHEET' i i Initial / Initial / Item Description of Exception Date Disposition Date . 7 S k 87A4,4 1' - l? 71e 'ch,f Ada h ,M 7// Tix nev
/tteem(OyNned<d,l}i, JA7b+ (levesA~ Aw ~d r) -,% ' d ,. ! t J X A " 6;&;- e Ii. u.80cn-)<:w.;,. s4 < + > a c &M c,4 4 -/, . u A Me--
"d t ,c./c R . ? *-eer.,).~ A--g. os a A-e4-./ 4A
$W64.S gooa. Arv 's j 4 1i -[! l
- 1 I
. 1? A l 1 1: . , I
; 199 JTG APPROVEQ NOV 8 1983 A13565 1.L .
l M t (;.- UNCONTROLLED
/d2 cOMM -2., Of0fmation Ogg Test Procedure #I EXCEPTION SHEET Test Procedure Section # /[O Page /'- of 6 Init./ : Init./ I Date Discosition Date Daccription of Exception t htt/9ls$ss f Aiss J h ate 77 ro;> n// sn/ Da;-, kLe kei ks, 4. ewd >->be *6 Awe ise.m,H< refee ,ud 44 4 L. k02r'- o wA (n//) a~l in</vc num62- wp y-Ix c. A fon -> ) Aes % ' 6 /4f /h i , b2 -w
/ ME < rad,a f M/A bst$sa.s vebt b4) Em . $r Mrte f % d - U s iho ,a d 4 << k u.J nA c /4Wr+ Voir-ox.1. A , Acca/ a n.run Aw ' A f .4-s w;- r RAr- /M-r
/ _w hAsA-+Aw Ea4 &< ML-s 92 M M eend a w r.- 1 4- ' Os'/ /d$2 $ fu&tt /C / st 4'b~/gr.c CIs ~ YstE, b / ? * /r ' N. iscew&//< er,Gw u] N N // JJ acwcJ A M vac
/Ycy h c1 Cl r3~ h /~2S~~ V S & & /)d-Jo / A C/? / 0 / - f~ . -Dec is i se rt io , - s s ,; A$s Js w, Pau)=- e N 2's'h /m sAusee.f f(l A13566
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_,..ro... a i a . uns Thudt ui$"" 7AdenhTROLLEU' . . SURVEILLANCE REQUIREMENTS ror Infor'mation Ony 4.8.1.1.1 Each of the above required independent circuits between the offsite transmission network and the onsite Class 1E distribution system shall be: .
-a. Determined OPERABLE at least once per 7 days by verifying correct breaker alignments and indicated power availability, and
- b. Demonstrated OPERABLE at least once per 18 months during shutcown by transferring, manually and automatically, unit power supply from the normal circuit to the alternate circuit. -
( 4.8.1.1.2 Each of the above required diesel generators shall be demonstrated
, OPERABLE:I
- a. In accordance with the frequency specified in Table 4.9.1.1.2-1 on a STAGGERED TEST BASIS by:
$ 1. Verifying the fuel level in the day tank.
- 2. Verifying the fuel level in the fuel storage tank.
. 3 .' ~Verifying the fuel transfer pump starts and transfers fuel / rom the storage system to the day tank.
! ' 4. Verifying the diesel starts from ambient condition and accelerates to at least 450 rpm in less than or equal to * ' 13 s~econds. The generator voltage and frequency snall be .4160 2 420 volts and 60 2 3.0.Hz within 10 seconds after the E start signal. The diesel generator shall be started for this htest by using one of the following signals: (a) Manual (b) Simulated loss of offsite power by itself . .. (c) Simulated loss of offsite power in conjunction with an ES.: ,
. actuation test setpoint '(d) An ESF actuatic itself [ g
- 5. Verifying the dia:a1 generator is synchronized, loaded to "
a
'. greater than or equal to 3500 kw in less than or' equal to .60 seconds, and - operates with this load for at least 60 minutes.e c .___ -m . se s m .m , - . .-; h _ B. . Verifying th'e diesel generator is aligned to proviTe stindby- ^./ 4 power to the associated emergency cusses. 1 } 7. Verifying the pressure in all diesel generator air start r receivers to be greater than or equal to 215 psig. t
- b. At least once per 31 days and after each operation of the diesel where l the period of operation was greater than or equal to 1 hour by checking L for and removing accumulated water from the day tank.
y . 1 k.) - l . SHOREHAM - UNIT 1 3/4 8-3 [. . A13568 6 6
/ UNCONTROLLED I- For Information only .j, M ,,/. . J/, - ~ / -8 PT.307.002-2 ~ 'i 9.0 SYSTEMS RETURN TO NORMAL 91 ' Inform the Watch Engineer that the Integrated j Electrical Test is complete and that the plant mi, be .returned to Normal in accordance with station procedure at his direction. _? '
~ . "_ / 9 .' 2 Remove all temporary test equipment installed by . / section 5.10 and initial those portions of Appendix C. / Attach a completed copy of Repair / Rework R43-713 to( APPENDIX C as attachment C2.
-y- Verified Date %s^ ,
- e. _~,,
9.3 Remove temporary test f.4ture installed.in step 5.9~ via Repair / Rework E32-6', and in.itial Appendix C. Attach completed copies of Repair / Rework E32-67 and MWR 83-0851. to Appendix C as attachment C1.. Verified Date OOA Witness Date 9.4 Return LOCA level transmitter isolation valves to normal service position and initial as required: 1H21*PNL-04 INITIAL /DATE lH21*PNL-05 INITIAL /DATE 1B21*LT-155A 1B21*LT-155C IB21*LT-154A 1821*LT-154C IB21*LT-157A 1B21*LT-155D IB21*LT-157C 1B21*LT-154D 1B21*LT-154B . 1821*LT-157B 1821*LT-155B 1B21*LT-157D CAUTION: When returning transmitter to service operate instrument valves slowly to preclude spurious LOCA signals.
~ ' . Verified Date A13569/ UNCONTROLLED - -r A e . p j'7 c a , hir'd. For 7 Information Only(- 1
/M'f ; i PT.307.002-2 5.9 The loss of offsite power (LOOSP) event is initiated by simultaneously tripping the NSS and RSS transformer Primary Protection. The loss of coolant (LOCA) event is initiated by simulating HIGH DRYWELL PRESSURE for Test 8.1 and by simulating LOW reactor water level for tests F.2 through 8.5. Both LOOSP and IOCA' events are celectable at the TEMPORARY TEST FIXTURE to be used as follows: The event must be selected by enabling LOOSP cr LOCA or both. The event is then initiated by placing the event switch to the INITIATE position. Verify circuit modification is installed according to MWR #83-0851 and Repair / Reworks E32-067 (Aopendir. C) and initial Appendix C. Verified Date ! P ^D L ^ , 5.10 Verify-temporary cables for instrumentation are installed in ac'cordance with Pepair/Rewo'rk R43-713 (APPENDIX C2) and temporary test instrumentation test t results (Appendix E2) to provide temporary GETARS i computer points listed in Appendix A2 and init,ial
~( Appendix'C. Verified D3te N .
\ 'O Dare
~-- s ' - 'QA ~ Witness f- ;5.11 Calibrate the GETARS computer points listed in Appendix A2 and attach the calibration data as .' l T.ttachment E4. Verified Date OOA Witness Date 5TG APPR0nD 4AR 161984
" A13570~ / . . .Tchrudry 1 h ,
,- Nevision 12 .* j o gggg 1 .-l yucLEAP. POWER STATION STAI*rt;P MEM 7.6
.iiharcher. Nuclear Power Statien - Unit 1 ~ ~ ' %g REPAI2/ REWORK MEQTST_ [ d ~M_
' ' ~ ~ ~ / hMl/ I!dlbSystem# : 40QA ( )MC Quality Assurance function to be perfomed by:9 t f($T s2J M L Ta!"f 7" l Al%f 6f?.A TrET) - il System or Subsyst.en Descriptions ' l _ Completion Date Required QA Category: 50 L_f /
? %'~~M l__ _3 &/1 PC r?idI 4 O A 9Lf S MD pe,rfor= tlh. t0110 wing wark:
.vfiifl! TYCf 9 g/[#Af 7" (( i?d 7, 667 'Reason for Work: '7'O t ction f Werk to be performed in accordance with the following applicable Add cons ru _
~
- 2. .
or c:Aintenance procedure: ~7i7 6M (A)if t2 "D }C U -f"/ord MMCH fD Wei~ ~O ri3 r to00433-3o7
/lA h (- . f,ll.4 4/D/'2- performing work., ,g // j
, 3.Notify _Startup' Enqiliecr [ AM)&u/ {If. E'R - If}ihE (S&W Lead
~4,
- 4. Ecquest hyproved f f f f M . hi $fb' Advisory Eng./Date Lead Startup Engincer / date
, k when the This fem must be signed and returned to the party requesting the wor S.work is completed. The above work has been veg leted. A work sum:narv and necessari docu- . l- . . . mentatien is attached. Field QC or operational QA/Date
~Supervisor /Date " 6. The following rotest(s) are required and completed: !g Startup Engineer /Date i l, LILCO Operational QA Engineer /Date
- ' () Unico Construction l' DISTPJBtTFICN
- Original to: Organization Ferfoming Works (via Turnover coordinator) , or N Superintendent e
, Startup. A Unico Construction \ Copies Tor Organizatiori Not Performing Work:(via Turnover Coordinc Superintendent . StdrtUS I v eeation,il OA A13571. / UNCONTROLLED ' - ~For !nformation Only (~ PT.307.004A-2 (. TABLE I EDG NORMAL OPERATING PARAMETERS Parameter Range Generator Voltage. 4,160.+ 190 volts, -310 volts j l Generator Frequency 60 1.2 Hz I Lube Oil Pressure 50 to.65 psig Turbo Oil Pressure 25 to'35 psig Jacket Water Pressure 20 to 30 psig Fuel Oil Pressure 20 to 35 psig , Lube Oil Temperature (Outlet) 170*F to 180*F
~Jacket Water Temperature (Outlet) 160*F to 170*F Generator Winding Temperature less than 32.0*F' Generator Bearing Temperature less than 180*F q Generator Load greater than 1750 KW'- Generator Vars greater than~700.KVar Generator. Current greater than 250 knps Combustion Air Pressure greater than 20" Hg Diesel Generator Room Temperature less than 120*F. Diesel Generator Room Humidity less than 80% relative - humidity l k.' 20 $ m APPROVEn N OV 8 E33 A13572
<wa -- .-- , _ , _ _ . . , - - _ __ . _ . .c -._--,.-,,..____-%_,wm, ,,yn., ,,,y.,,_-,,,.,,y, -_,,_,.,,,,,9--
b PT.307.004A-2 (- UNCONTROtt.EO For information Onig TABL." II EDG SHUTDOWN /PRISTART PARAMETERS Parameter Range Lube Oil Inlet Temperature 140'F - 170*f Lube Oil Level less than 10" from S/D mark Jacket Water Inlet Temperature 140*P - 170*F Jacket Water Level 9 - 1 o' clock Starting Air Pressure greater than 200 PSIG , Group I Shutdown Pressure greater than 50 PSIG 4 l .- L ) l l iTG APPit0VEQ NOV 8 1993 21 l A13573
., . . - - - , . . - - - - . - , - - - - - ,,y- . - . . - , , ~ . yy ,.,w,,- ,-, w,,w , , -/ UNCONTROLLED(~ . pT.307.004A-2 . . - !.Monnadon Only TABLE III k TEST EQUIPMENT LOG cal. due Procedure r Test Equipment Used M&TE#/ date Parameter Measured / Step No. 4 art! 5.21 Arol<$. YeII w* ).r bN f ' A-$'5A $tas Wr w YYmb- -' ' 50 c.o J ' '
% -.h,. .;15l n ,1 g4 Cm (na L L % i:, 6 > :s i e i .97 or w a rc.t/ 4 5 7 s' L t -t 4 *Sawy ha f f. J f'SyOb>W emf '3 ~l' f75 74 E4u N'</y 7 c9 G (., i 22 iTG APPROVED Nuv e e33 A13574 l 1
, O l ju BO AE PISTON WITH CONVENTIONAL CROWN - ROSETTE C m
+ RUN 1 UP / $ 50 - + RUN 1 DOWN I %- a RUN 2 UP / / ; 40 - RUN 2 OOWN L . O RUN 3 UP ~O RUN 3 00WN zU 30 -
, w . a
- a:
i
' 20 -H =
$ - E e @ 10 J . O W D 500 1000 1500 2000 ml PRESSURE [ psi] O j 60 AE PISTON WITH MODIFIED CROWN - ROSETTE C w w
+ RUN 1 UP $ 50 - + RUN I DOWN f . n RUN 2 UP 40 - 0 RUN 2 COWN 0 RUN 3 UP tm u 30 z w . a:
' 20 -H m - La
@ 10 .J @0 O 500 1000 1500 2000 PRESSURE EpsiJ a,,, as a function of pressure for stud boss rosette C with conventional and modified crown.l FaAA-M-84-8-1
I 200 AE PISTON WITH CONVENTJONAL CROWN 2 -
+ RW I UP O ' + RUN 1 DOWN 150 -h , a RUN 2 UP a ' o RUN 2 00WN h O RUN 3 UP w 5 100 - O RUN 3 DOWN E . J - 50 ' ' E - z - N u - 0 ' ' ' ' ' ' ' ' ' " " ' ' ' ' O 500 1000 1500 2000 PRESSURE [pel] 200 AE PISTON WITH MODIFIED CROWN 2 .
+ RUN 1 UP o - + RUN 2 OG#N h 150 -a RUN 2 UP s - O a RUN 2 DOWN h 0 RUN 3 UP
,5 100 -l E - A l J - l5 1 . O ' ' " ' ' " " l 0 500 1000 1500 2000 PRESSURE [pel] Axial strain as a function of pressure for strain gage rosette R located at outer portion of wrist pin cavity. FaAA-M-84-8-1
I I I 600 A DNAL CROW f a j n / l C -
+ RUN 1 UP / i + RUN 1 DOWN /E 500 . \ j . O RUN 2 UP
/ /RUN 2 DOWN 8 u 400 - O RUN 3 UP
/ . /E O RUN 3 DOWN + 300 -
- - +n. _J 200 - W E y 100 - U l I l O ' ' ' ' ' ' - - O 500 1000 1500 2000 PRESSURE EpsiJ Axial strain as a function of pree,sure for strain gage rosette P located at inner portion of wrist pin cavity. l l l FaAA-M-84-8-1 ( l l i
700 -
.AE PISTON WITH CONVENTIONAL CROWN / /n c 600 -
+ RUN 1 UP ,o L
. . g:e ' acWN / /O
$ 500 -0 RUN 2 UP / O 7 E'I # 0 0 ^^9 / 8 b 400 - O RUN 3 UP /
/- d d /u n - o wuu 3 OOWN , 300 - z . 4 1 I 200 O d z l z . u 200 - 0 0 - 500 1000 , 1500 2000 PRESSURE Cpsi3 700
.AE PISTON WITH MODIFIED CROWN nc 600 + RUN 3 UP f ,
)/ - m o . , - s-500 -0 RUN 2 UP /,/ !
..A. / i.g . b 400 - O RUN 3 UP 3 300 - f/ ! i z . o , d 200 -
/ .z i z $ 100 - ;u 7 l 0 2000 0 500 1000 1500 l PRESSURE Cps 2] l Figure 3-8. Axial strain as a function of Dressure for stratr ga;+ rosette N located near octer ring at 90c #"0: *rist sic tan tv FaAA-64-2-14
483 681 631 407 378 662
- 417 x -
388 NN
\ 246 N 332 \ 3 \ k N 202 205 Pesults of templug measurements of peak temperature as a function of position on crown (cupplied by TDI).i l l FaAA-M-84-8-1
l l Pair H,1 Pair F,G K
.:. . .: \l
- ! ' ' '5' h.i:, : $.$b :.g;.;,
- !:a
(( T N l$ S!! .
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.:. .... I l}l! \ r::.h M , N
~ % lii ."kIlg db. .. 'A a \ Pair D,E Pn;r D,C
\"R Location of strain gage rosettes on instrumented AE skirt. l l l l l FsAA-M-84-8-1
- m. - ,--- . _ -. ._,..__._ . . _ ,
-..-m. ,,------..~..----.-------.y - - - - - . - , - - - - - , . - - . - - . - - - - - - - ~ , - , - . -- ,+v,-,- ,--,-St3OIARY W EXPERIENTAL OBSERVATIONS RELATED TO CR0 TAI / SKIRT INTERACTION l AE Gap, go, nominal 7. 5 mils min 7.0 max 8.0 Gap closure pressure, p*, nominal 1000 psig min 820 max 1050
' closure /'(no closure) at nominal 0.88 l 1670 psig min --max -- i i i 4 l l l n
STRAIN READINGS AM CALCULATED STRESSES FOR AE PISTON SKIRT FOR THE COMPLETE STUD 805S ROSETTES AT 1600 PSIG WITH A CONVENTIONAL CROWN (all strain values are in pin /in) I C D E F H c z -1740 -1668 -1722 -1605 -1583 ce 270 366 304 270 246 c45 -732 -787 -815 -602 -632 cg 270 375 310 272 247 cig -1740 -1677 -1728 -1607 -1584 ogg, ksi -6.5 -3.3 -5.4 - 5. 5 -5.9 oggg, ksi -43.0 -40.6 -42.4 -39.6 -39.24 ! The reported values are for 1600 psig, which differs slightly from the effec-tive firing pressure of 1627 psig. This 1.7% difference in pressure is considered to be negligible. i l
. ______e_.___________ __._ m4
, CWARISON W EXPERIDENTAL AIS IRNERICAL 1VALL'ES Of CYCLIC STRESSES FOR THE AE PISTON SKIRT i' g = 0.0075 inch 10adsplit=88% i Experimental l Numerical - - - - - - - - - - - - - - - - - - - - - - - largest smallest 4 observed observed i value value
*oggg -68.1 -44 -54] 8min (= 0.88 ogg;) -60.0 -38.7 -47.5 I inertia load ' omax 1.77 1.1 1*4 i < =(- pressure Icad minus inertia load) x oIII i o a[" ( max ~ min } } 30.9 19.9 24.5 l i o,[=f(o +o dn)] -29.1 -18.8 -23.0 1 i f *Only rsigma g was observed. All other values were calculated. I I
C(MPARISON OF EXPERIMENTAL GlSERVATIONS OF PEAK STRESS AT 1627 psig FOR AE PISTON SKIRT WITH CORRESPONDING FINITE ELEENT RESULTS USING EXTREES OF MtIST PIN BEHAVIOR 1 ! C III, ksi l rigid wrist pin 68.1 experimental , max 54 min 44 ave 49 soft wrist pin -41.4 I I i 1. 1 l t
L l CYCLIC STRESSES IN AE PISTON SKIRTS UNDER ISOTHERMAL Als STEADY-STATE COMITIONS l i i AE Notes F.E. nominal min max omin 1 <------------ -68.1 .--------- > o max lift-off 1 <-----....--- 7.32 -----------> no lift-off 1 <------- ---. 1.77 ---..-...-.> . k{ 2 96.9 83.7 45.7 121 kf 2 118 24.0 7.95 283 90 6 L 3 7 1.999 1.403 0 2.140 9 0. 157 0 0 0.285 11 0 0 0 0 j, 4 7 57.5 -59.7 -60.3 -58.4 o$oEhermal i 9 -62.1 -62.9 -62.0 -63.4 11 -66.7 66.2 -63.8 -68.1 o , 4 7 -33.0 -42.7 -50.9 -31.5 s2eSdy-state 9 -37.6 -45.9 -52.7 -36.6 11 42.2 -49.1 -54.4 -41.6 c43x, 5 7 7.91 7.74 1.77 7.96 steady. state 9 7.37 1.77 1.77 7.40 11 1.77 1.77 1.77 1.77
~all s ;resses in ksi, go and 6L in AIIS Notes:
- 1. From isothermal finite element calculations of skirt with crown, no gap closure.
- 2. From finite element calculations and estimates based on experiments.
- 3. Maximum crowr./ skirt lift.off distance in mils based on crown / skirt model.
- 4. From crown / skirt interaction model.
- 5. Equals amax with no lift-off if 6t = 0, adjusted from finite element chax with lift-off if 6L > 0 by use of crown / skirt interaction model.
I l c1
C(NFARISON OF PEAK STRESS IN STUD 805S REGION OF AE PISTON SKIRT FOR LOADS APPLIED ON IlglER Alm OUTER CONTACT RINGS. (Values calculated by finite element) l l l l - oggg, ksi force pA applied by uniform displacement on: inner ring 43.3 outer ring 3.3 p = 1627 psig A = bore area t I I I I i l
I COWARIS0N OF EXPERIMENTAL Alm IRNERICAL l GAP CLOSURE AND LOAD SPLIT Experiment Calculated j Gap, go, mils nominal 7.5 -- min 7.0 -- max 8.0 -- Gap Closure Pressure, psig nominal 1000 1040 t min 820 970 max 1050 1110 Load Sp. lit at 1670 psig nominal 88% 85% min -- 83% max -- 87% i I l I l t I 1 l L , -~
COWARISON OF' SKIRT STIFFNESSES AS EVALUATED FROM EXPERIENTAL OBSERVATION AND CROWN / SKIRT INTERACTION 20EL WITH CORRESPONDING FINITE ELEENT VALUES AE kj, kips / mil nominal 83.7 min 45.7 max 121 I 5 kf, kips / mil nominal min max 7.95 24.0 283 ki 81.2 95.3 l k o kio 500 kj 96.9 kf 118 1 1 1 K"G kjo 1 1 1 F"Fk o o io I I I l l l
6a(ksi) 100 - o
/f [ YS
~% %D# %g
!!k g . E .G:i A % %m -100 h -50 0 1003 6m(ksi) 50 a 6 YS 6YS 6 ult.Mean and cyclic stresses for infinite fatigue life. The shaded region shows the combination of stress amplitude (a a) and mean stress (am) that will not initiate cracks. i l I FaA A-M-84-8-1
l 1 1 i
- 60 vi y e Finite element f3 o Experiment *6 fa
- 40 9 g .Go :N4 j o y e 7.5 mils >
/. O / o 6$[ o - 20 g$' s' 0$ / / / ~~ \ / i i i i i N -60 -40 -20 0 20 40 60 MEAN STRESS, am (k si)Stress states for isothermeal AE piston skirt for various gap sizes plotted on graph of allowabTe stress amplitude as a function of mean stress. l l l l FaAA-M-84-8-1 m ..q
l l i
- 60 FI 90 Temperature to y a 7 1sothermal F- 3 A 7 Steady-state 5 a 11 Isothermal - 40 $ e 11 Steady-state / j. aa o UMaxo yS /* 'A
/ .* A - 20 ,/* Min o ys ...,, ^/**s,, , **+.,I I I e *., e
-80 -60 -40 -20 0 20 40 60 80 MEAN STRESS, am (ks0 Stress states for AE piston skirt for various conditions plotted on graph of allowable stress amplitude as a function of mean stress for various gap sizes and for isothermal and steady-state temperature conditions.FaA A-44-84-4-1 I ' - m
I SUMARY OF FRACTURE TOUGHNESS DATA FROM THE LITERATURE FOR , NODULAR CAST IRON WITH STRENGTH LEVELS SIMILAR TO 100-70-03 Elong. % Reference ksi-in/2l ku ]t' 8 p, 41 70 133 80 3.6 6-6 36 70 85.3 76 1.6 6-6 48 220 116 90 -- 6-7 40 70 116 90 -- 6-7
~85 70 90 58 --6-7 25 75 >80 >62 >3.0 6-1 47 75 -- 104 -- 6-1 Nominal value for calculations: 40 ksi-inl /2, 1 i l 1
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