ML20094M066
| ML20094M066 | |
| Person / Time | |
|---|---|
| Site: | Shoreham File:Long Island Lighting Company icon.png |
| Issue date: | 08/14/1984 |
| From: | Kammeyer J, Mathews C, Pischinger F, Seaman C, Swanger L, Jay Wallace, Wells C, Youngling E LONG ISLAND LIGHTING CO. |
| To: | |
| Shared Package | |
| ML20094L822 | List: |
| References | |
| OL, NUDOCS 8408150530 | |
| Download: ML20094M066 (300) | |
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'[tk[0 i LILCO August 14, 1984 g AGO 15 A9156 L F u - .- ..
UNITED STATES OF AMERICA D derf $ '~"R NUCLEAR REGULATORY-COMMISSION 3N[b5L" /i:' Before the Atomic Safety and Licensino Board In the Matter of )
)
LONG ISLAND LIGHTING COMPANY ) Docket No. 50-322 (OL)
)
(Shoreham Nuclear Power Station, ) Unit 1) ) TESTIMONY OF CRAIG K. SEAMAN, EDWARD J. YOUNGLING, JOHN C. KAMMEYER, CLIFFORD H. WELLS, LEE A. SWANGER, JOHN F. WALLACE, CLINTON S. MATHEWS AND FRANZ C. PISCHINGER FOR LONG ISLAND LIGHTING COMPANY ON SUFFOLK COUNTY CONTENTION REGARDING CYLINDER HEADS ON DIESEL GENERATORS AT SHOREHAM Volume .1 of 2 Testimony and Attachments
.1 8408150530 840814 PDR ADOCK 05000 T
l TABLE OF CONTENTS g . Pace I. Background ............................................. 7 II. Improved Delaval Production Techniques Minimize The Potential For Leakage..................... 17 III. The Replacement Cylinder Heads Are Adequately Designed.................................... 47 A. The Ranges And Dimensions Of The Firedeck Provide For Adequate Cooling Of The Fi/edeck And Adequate Resistance To Mechanical Loads And Do Not Create Stress Risers....................................... 47
'B. Non-Uniform Bolt Spacing Has No Effect On Stresses In The Cylinder Head.................... 51 IV. The Operating Record Of The New Heads Demonstrates That Leakage In The New Heads Should Not Occur At Shoreham........................... 62 V, Barring-Over Will Detect Leaks......................... 71 VI. Leaks From Casting Defects Will Not Develop While The Diesels Are In Standby............... 76 VII. Any Leakage Occurring During Standby And After The Barring-Over SurFeillance Will Not Impair Rapid Start-up......................... 80 VIII. Cracks Developing In The Cylinder Heads During Operation Will Not Prevent The Diesels From Performing Their Required Function............................................... 89 IX. None Of Shoreham's Replacement Cylinder Heads Has A Relevant Indication........................ 93 X. -
The Replacement Cylinder Heads Were Adequately Inspected After Operation................... 94 1
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XI. Conclusion............................................. 99 M M
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1 _g, .; -~ ~ .;~:. A i 0 ( 'Sh[c t UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION ~84 gg A9:55 I Before the Atomic Safety and Licensino Board . J-OCC, 3; tj;gUh.,
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In the Matter of- )
)
LONG ISLAND LIGHTING COMPANY ) Docket No. 50-322 (OL)
)
(Shoreham Nuclear Power Station, ) Unit 1) ) TESTIMONY OF CRAIG K. SEAMAN, EDWARD J. YOUNGLING, JOHN C. KAMMEYER, CLIFFORD H. WELLS, LEE A. SWANGER, JOHN F. WALLACE, CLINTON S. MATHEWS AND FRANZ C. PISCHINGER FOR LONG ISLAND' LIGHTING COMPANY ON SUFFOLK COUNTY CONTENTION REGARDING CYLINDER HEADS ON DIESEL GENERATORS AT SHOREHAM
- 1. Please state your names, business affiliations and
. addresses.
A. (Seaman) My name is Craig K. Seaman and I am employed by the Long Island Lighting Company as a Project Engineer. My business address is Shoreham Nuclear Power Station, Long Island Lighting Company, Wading River, New York. (Youngling) My name is Edward J. Youngling and I am employed by the Long Island Lighting Company as the Manager of the Nuclear Engineering Department at Shoreham Nuclear Power Station. My business address is Shorehara Nuclear Power j Station, Long Island Lighting Company, Wading River, New York. l l t r
i (Kammeyer) My name is John C. Kammeyer, and I am employed by Stone & Webster Engineering Corporation as Program Manager for the TDI Owners Group Design Review and Quality Revalidation Program. My business address is 1225 Harding Place, Charlotte', North Carolina. - (Wells) My name is Dr. Clifford H. Wells and I am employed by Failure Analysis Associates (FaAA) as Vice President for Research and Development. My business address is 2225 East Bayshore Road, Palo Alto, California. (Swanger) My name is Dr. Lee A. Swanger. I am employed as a Managing Engineer specializing in materials science by FaAA, 2225 East Bayshore Road, Palo Alto, California. (Wallace) My name is John F. Wallace and I am employed by case Western Reserve University as Professor of Metallurgy. My business address is Case Western Reserve University, 10900 Euclid Avenue, Cleveland, Ohio. (Mathews) My name is Clinton S. Mathews. I am employed by TransAmerica Delaval Inc., (TDI), 550 85th Avenue, Oakland, California, as Vice President and General Manager of the Engine and Compressor Division. (Pischinger) My name is Dr. Franz C. Pischinger. I am President of FEV (Research Society for Energy, Technology and Internal Combustion Engines) and full professor at the l l
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l l l University of Aachen, Institute of Applied Thermodynamics. My address is Erkfeld 4, Aachen, West Germany. l
- 2. Please summarize your educational and professional qualifications, and your role in evaluating the cylinder heads '
at Shoreham. A. (Seaman) As Program Manager for the TDI Owners Group Program, my responsibilities for cylinder heads included review and approval of the Quality Revalidation and Design Review task descriptions and review and approval of Phase I and II component reports. In addition, as Program Manager I was responsible for both the Design Group and the Quality Group. 4 The former group reported to me on design review matters, and the latter on inspections. Thus, under my direction design review and inspections were coordinated. I am familiar with the testimony filed by Suffolk County on July 31, 1984. My educational and professional qualifications are detailed in my resume, Attachment 1 to th.s testimony. (Youngling) Since May 1984, I have held the j position of Manager of the Nuclear Engineering Department reporting to the Vice President, Nuclear Operations. In this capacity, I am responsible for engineering support of the Shoreham station, including the three TDI Emergency Diesel Generators. l 4
1 l l l. l From 1981 through 1984 as Startup Manager, I was responsible for implementing the pre-operational test program for the Shoreham station. In particular, I was responsible for implementing initial operation and check out and subsequent pre-operational testing of the TDI diesel generators. I have been directly involved in the testing of diesel generators and have supervised the operation of Shoreham's diesels for over 2,000 hours. I am familiar with Suffolk County's testimony regarding the cylinder heads on the emergency diesel generators at Shoreham. My educational and professional qualifications are detailed in my resume, Attachment 2 to this testimony. (Kammeyer) As Program Manager for the TDI Owners Group, I have been responsible for the Design Review and Quality Revalidation effort for TDI Diesel Generators utilized at thirteen different power plants. I have had the responsibility for directing engineers and quality inspectors in the resolution of generic TDI engine problems, and for the design / revalidation of selected engine components, including cylinder heads. I am specifically familiar with the Shoreham diesel generators and their operating history and with the testimony filed by the County on July 31, 1984. My educational and professional qualifications are detailed in my resume, Attachment 3 to this testimony. l
~S-(Wells) As Task Leader in charge of the Design Review of the cylinder heads for the Owners Group Program, I reviewed service records, conducted calculations, reviewed i
manufacturino processes and completed the Owners Group Phase I and Phase II Reports on cylinder heads. I am familiar with Suffolk County's testimony regarding the cylinder heads on the
-emergency diesel generators at Shoreham. My professional and educational qualifications are detailed on my resume, Attachment 4 to this testimony.
(Swanger) As a Managing Engineer at FaAA, I have been a task leader in the Design Review of the TDI Engines, the FaAA Lead in the Quality Revalidation program, and a liaison between Design Review and Quality Revalidation. I conducted surveillance on much of the disassembly and inspection of the TDI Engines, including the cylinder heads. I am familiar with the cylinder head testimony filed by Suffolk County on July 31, 1984. ' My professional and educational qualifications are detailed in my resume, Attachment 5 to this testimony. (Wallace) I am a registered professional engineer specializing in metallurgy. In addition to my current position as Professor of Metallurgy at Case Western Reserve University, I perform consulting services for various foundries, including i TDI. I have been consulting for TDI since 1977, concerning improvements of cylinder heads and have spent over 200 hours in
. the TDI foundry in Oakland, California. I am familiar with the development.and implementation of improvements in the casting
.and production of the cylinder heads over the past several years at TDI. I was instrumental in the incorporation of several improvements in the casting process. A copy of my resume setting forth my educational and professional qualifications is attached to this testimony as Attachment 6.
(Mathews) As Vice President and General Manager of the Engine and Compressor Division of TDI, I am responsible-for oversight of the design and the manufacture of engines . (including cylinder heads). My educational and professional qualifications are detailed in my resume, Attachment 7 to this testimony. (Pischinger) I am familiar with the design, function and operation of cylinder heads as a result of several years of experience in diesel engine design. Specifically, FEV reviewed the cylinder heads on the Emergency Diesel Generators (EDGs) at Shoreham as a part of Phase II of the TDI Owners Group Design Review Quality Revalidation (DRQR) program. My educational and professional qualifications are detailed in my resume, Attachment 8 to this testimony.
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. I I. BACKGROUND
- 3. What issues have you been asked to address in your testimony?
A. (Youngling) , We have been asked to address Suffolk County's contention regarding the cylinder heads on the emergency diesel generators (EDGs) at Shoreham Nuclear Power Station (Shoreham). That contention (as most recently amended by the County's use of brackets to delete certain material in its July 31, 1984 Filing), states as follows: The replacement cylinder heads on the Shoreham EDGs are of inadequate design and manufacturing quality to withstand satisfactorily thermal and mechanical loads during EDG operation, in that: (a) the techniques under which the replacement cylinder heads were produced have not solved the problems which caused the cracking of the original cylinder heads on the Shoreham EDGs; (b) the "barring-over" surveillance procedure to which LILCO has committed will not identify all cracks then existing in the replacement cylinder heads (due to symptomatic water leakage); (c) the nature of the cracking problem and stresses exacerbating the cracks are such that there can be no assurance that no new cracks will be formed during cold shutdown of the EDGs; (d) there can be no assurance that cracks in the replacement cylinder heads and concomitant water leakage occurring during cold shutdown of the EDGs (which would not be detected by the barring-over procedure) would not sufficiently impair rapid start-up and operation of the EDGs such that they would not perform their required function; (e) there can be no assurance that cracks in the replacement cylinder heads occurring during operation I L I
of the EDGs would not prevent the EDGs from performing their required function; (f) variations in the dimensions of the firedeck of the replacement cylinder heads create inadequate cooling, where too thick, and inadequate resistance to mechanical loads, where too thin, and create stress risers at their boundaries; (g) the design of the replacement cylinder head is such that stresses are induced due to non-uniform bolt spacing; (h) at least one replacement cylinder head at Shoreham has an indication; (i) the replacement cylinder heads at Shoreham were inadequately inspected after operation, because: (1) a liquid penetrant test was donc. on the exhaust and intake valve seats and firedeck area between the exhaust valves on only 9 of the 24 cylinder heads, and such tests were done after only 100 hours of full power operation; (2) ultrasonic testing was done on the firedeck areas of only 12 cylinder heads; (3) visual inspections were performed on the valve seat areas of only 32 of the 98 valves, and on only 7 firedecks of the 24 cylinder heads for indications of surface damage, our testimony, in summary, is that the rep}acement cylinder heads on the Shoreham diesel generators are of adequate design and manufecturing quality to withstand satis-factorily thermal and mechanical loads during EDG operation, in that: l
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- 1. There is reasonable assurance that leakages will not occur in the new cylinder heads because of: (i) improved casting techniques, (ii) the application of stress-relief techniques, and (iii) additional and more frequent inspections of the heads.
l ! 2. The replacement cylinder heads are adequately designed, since (i) the ranges and dimensions of the firedeck provide for adequate cooling of the firedeck and adequate resistance to mechanical loads; (ii) stress risers are not created at their boundaries; and (iii) non-uniform bolt spacing has no effect on stresses in the cylinder head.
-3. The successful operating history of the new heads demonstrates that the new heads should not develop leaks.
- 4. Even if cylinder head leakage should occur during operation of the engine, it will be detected.
- 5. Leakage will not initiate after shutdown because leaks of cylinder heads will not develop when the diesel engines are in a standby condition and, in any event, such leakage would be detected by LILCO's barring-over procedure.
- 6. Even if leak ge of the cylinder heads were to dev" Lop during r.tandby or go
, undetseted during operation, resultant leakage will not. impair the rapid start '
capability of the diesels.
- 7. Even in the unlikely event that a new cylinder head were to leak during operation, the leakage will not impair the operation of the diesel engines.
- 8. None of the replacement cylinder heads at Shoreham has any relevant ;
indications. '
l 9. The replacement cylinder heeds were adequately inspected because the heads l were subjected to (i) a 100% factory inspection by TDI which was audited by LILCO,-(ii) additional pre-operational-
- 1. . inspection by the NRC, and (iii) post-operational inspections including liquid penetrant tests on 10 cylinder heads,-ultrasonic testing on~13 firedeck areas, and visual inspections on 7 firedecks.
The testimony in addition describes and explains the barring-over surveillance procedure that LILCO will use to detect leakage, if any,.after. shutdown and prevent accumulation of water that could impair the rapid start capability of the diesels.
- 4. Before proceeding to the specific points discussed
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in your testimony, please describe the R-4 cylinder heads at ' Shoreham. A. (Wells, Swanger, Mathews, Seaman) Attached to this testimony as Exhibit H-1, is a drawing of an R-4 cylinder head. The R-4 cylinder head is a complex, one-piece, steel casting consisting of upper, center, and lower decks joined at the periphery of the cylinder by eight compression members t (stud bosses). These compression members transmit the head stud preload from the cylinder head nuts to the lower deck (the "firedeck"). Part of this preload compresses the Flexitallic gasket at'the top of the cylinder liner, and clamps the liner
l collcr against the landing surface in the. block. The remainder I of the load clamps the cylinder head to the block top and resists combustion pressure. The firedeck is supported at its center by the fuel injector housing, by the four valve ports, and by the air start valve housing. The valve seats are hard surfaced with Stellite weld deposit. The interior of an R-4 cylinder head, revealed by progressive flame cutting, is shown in-Exhibits H-2 and H-3, which indicate the key structural members and their dimensions. The cylinder head, liner, block, and studs comprise an integrated structure that contains the high pressure combustion gases and reacts the side load from the piston.
- 5. As background, please briefly describe the leaking of the old cylinder heads at Shoreham.
A. (Youngling, Kammeyer) Early in the preoperational testing of the Shoreham diesel generators, a cylinder head in l Diesel Generator 101 developed a small leak from the cooling water jacket into the firing chamber. Subsequent inspections revealed that two other cylinder heads had also developed small leaks in the exhaust ports. These leaks did not interfere with the operation of the engine. These leaks developed in the original (or old) cylinder heads.
- 6. What actions did LILCO take in response to the discovery of the leakage?
A. .( Youngling, Seaman) LILCO took the following actions in response to the discovery that the'three old l cylinder heads developed minor leakage._ First, LILCO has l replaced all of the original cylinder heads (the old heads), l including-the ones with leaks, with those of the current production model (the new heads) which benefit from improved > casting techniques that reduce the possibility of casting defects. In addition, in contrast to the old cylinder heads, the new cylinder heads benefit from a stress-relieving process as well as additional and more frequent manufacturing process inspections which detect casting flaws that may have occured in the manufacturing of the head. Second, LILCO-initiated the use of a barring-over procedure during each engine shutdown to ensure detection of leakage in the unlikely event it occurs and to prevent impairment of rapid start capability. Finally, LILCO participated in the TDI Emergency Diesel Generator Owners Group Program in order to ensure the reliability of the components of.the diesel generators at Shoreham, including the cylinder heads. This program demonstrated that the replacement cylinder heads at Shoreham are capable and reliable and adequate for their intended service.
- 7. When you use the terms new and old cylinder heads in the context of this testimony, what do you mean?
A. (Wallace, Mathews, Wells, Youngling, Kammeyer) Since 1974, when LILCO's original cylinder heads were cast, Delaval has continued to make improvements in the casting, manufacturing, inspection and testing of the cylinder heads. A list of manufacturing improvements dating fr,m 1976 is attached as Exhibit H-4. Some of these improvements are more important than others. One important change was the application of a stress-relieving process following completion of the manufacturing processes. This stress-relieving procedure, instituted in August 1979, is described in detail below. New heads are those heads manufactured after this stress-relieving procedure was introduced. Thus, in general, cylinder heads cast after October 1978 are new cylinder heads in the context of this testimony. The difference in dates reflects the time it takes from the casting of a head to the completion of the manufacturing process. Another important improvement occ 2rred i l in September 1930, with casting number A6-697F, when new I l pattern equipment was introduced. This new pattern equipment incorporated several imnrovements to enhance the quality of the casting by minimizing the potential for casting flaws. The new Shoreham heads benefit from both of these major improvements. Cylinder heads may alternatively be described in this testimony
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.as either " Group I," i.e., heads cast prior to October, 1978;
" Group II," i.e., heads cast between October, 1978 and September, 1980,; or " Group III," i.e., heads cast after September, 1980. The original heads that leaked at Shoreham were all Group I heads. All the replacement cylinder heads at Shoreham are Group III heads. Attached as Exhibit H-5 are TDI casting certifications for the Shoreham cylinder heads. Group III heads, along with being stress-reliered like Group II heads, in addition incorporate the new pattern equipment mentioned above. These and examples of other improvements incorporated into the new cylinder heads now used at Shoreham will be discussed in more detail below.
- 8. Are the failures of three of the original (Group I) heads at Shoreham " relevant" in this proceeding? [ County Filing at 65]
A. (Seaman, Youngling, Wells, Swanger) No. The cylinder heads at Shoreham are Group III lieads, heads manufactured under dramatically different casting, inspection, and stress-relieving procedures than were the original Group I heads at Shoreham. As discussed in section IV of this testimony, nuclear and non-nuclear operating history shows that l no Group III heads have leaked. That Group I heads did leak is , irrelevant to the integrity of the heads currently installed on ! the Shoreham EDGs.
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- 9. Are the County's conclusions regarding the adequacy l of the design and manufacture of the replacement cylinder heads
-correct? [ County Filing at 62-63]
A. (Youngling, Seaman) No. The design and manufacture of the replacement cylinder heads at Shoreham are indeed adequate. Each of the County's conclusions is wrong. As will be discussed more fully in succeeding sections: a) The County has not, and cannot demonstrate that there is a " potential for cracks to initiate and propagate" in the replacement cylinder heads at Shoreham, " leading to leaks into the cylinders." The replacement cylinder heads at Shoreham are all Group III heads. There have been no. reported leaks in Group III heads, and there are approximately 600 Group III heads in service. Moreover, the replacement cylinder heads at Shoreham were inspected after 100 hours at full load and found satisfactory. As of July 29, 1984, additional hours at full load have been added to each engine as follows: Engine 101 has an additional 104 hours; Engine 102 has an additional 63 hours; and Engine 103 has an additional 52 hours. No water leaks into the cylinders have resulted. . b) TDI's improved manufacturing process, including increased inspections and testing during that process, has resolved the deficiencies that led to the cracking of the original Group I heads. That there are no reports of leake in Group III heads is a testament to this, and to the adequate design of these cylinder heads.
c) There are no cracks on the surface of the firedecks of the replacement cylinder heads that could cause water to leak into the cylinder and, in the unlikely event a crack did develop, LILCO has adopted a barring-over procedure that would detect any deleterious leaks that might occur. Moreover, tests have demonstrated that substantial amounts of water in the cylinders will not impair, let alone prevent, rapid start capability. d) Foundry procedures followed by TDI during the casting of cylinder heads make them as similar to each other as possible. In any event, the state of the head immediately after casting is irrelevant, since the heads are then subjected to many more manufacturing steps, including rigorous 100% inspection and testing procedures, before the head becomes a , finished product. There are only finished cylinder heads at i Shoreham. l e) Inspections of the replacement cylinder heads after 100 hours of operation at full load were adequate. The reinspection program was adequate since the heads had already been subjected to 100% inspection by TDI at the factory, under LILCO auspices. f) The FaAA stress analysis correctly concludes that while the combination of thermal and pressure stresses might result in some initial plastic strain in the cylinder head, 4
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deformation would not progress to the point of impacting acceptability. II. IMPROVED DELAVAL PRODUCTION TECHNIQUES MINIMIZE THE POTENTIAL FOR LEAKAGE
- 10. What was the cause of the leaks in the old cylinder heads?
1 A. (Wallace, Mathews) Examination of the failed j heads showed that they had preexisting casting defects which caused the leak when subjected to operating stresses. Because 1 the old Shoreham heads had not been stress-relieved as a final l step in the manufacturing process, residual stresses likely J contributed. One defect was a hot tear and the other two were sand inclusions. These conclusions were documented in failure analyses prepared by Richard A. Pratt (now deceased) of Delaval. These failure analyses are attached as Exhibits H-6 and H-7 to this testimony. A hot tear is a jagged defect which occurs in the interdendritic areas as a result of solidification and solid state contraction of the steel. A trained person may easily recognize most hot tears because of their dendritic structures (fern-like appearance). 'As Mr. Pratt observed, the crack on the old Shoreham cylinder head had such an appearance. Sand inclusions are casting discontinuities that result when sand erodes or breaks away from the mold or the core and
-mixes into the molten metal during the casting process. The presence of the sand weakens the section in which it is located by reducing the cross.section of the metal in the section and
-hence reducing its ability to bear stress. As a result, a crack or leak *may develop through the inclusions. Sand inclusions,-as were the ones on ti:e old Shoreham cylinder heads, are readily recognized by the presence of sand and their fine porous appearance.
11.. Pleasc summarize briefly what was done to ascertain the cause of the failure in each ins.ance. A. (Mathews) With respect to Failure Analysis (F.A.) 0150 (Exhibit H-6), Mr. Pratt visually examined the head to ascertain the condition of the combustion face and internal l water passages. The head was then hydrostatically tested in accordance with Delaval's hydrostatic test procedures to locate i the leak. The observed leakage consisted of slow seepage that ! welled up into drops and weeped away from the crack. This small amount of leakage was detected at a hydrostatic pressure of 100 psig. The jacket water system normally operates at 30 to 35 psig when the engine is running and approximately 2 psig when the engine is shut down. The extent of the crack was marked and a specimen containing the crack was milled from the firedeck. The specimen was then physically forced open along the crack. The two pieces were then examined visually and
under a microscope to determine the nature and extent of the original defect and the propagation path through the firedeck. On'the basis of these observations, Mr. Pratt concluded that ic - was readily apparent that the failure was caused by a hot tear. Mr. Pratt later showed the pieces to Professor Wallace, who was at Delaval conducting a failure analysis seminar, and he concurred that it was a hot tear. 2 With respect to TDI F.A. 0151 (Exhibit H-7), Mr. Pratt ' performed the same visual and hydrostatic tests. The area of the leak on each of the two heads was then cleaned, measured and visually inspected. Following these inspections, the area of the leak was ground out and the removed material was visually examined. This examination revealed sand, which confirmed that the cause of the leaks were sand inclusions.
- 12. Has FaAA, as part of the Owners Group Program, also analyzed the cause of the leaks in the old cylinder heads?
A. (Wells, Swanger) Yes. We similarly found 1 problems with TDI's earlier casting process, including mold quality; core-shifting and firedeck machining practice; and metal flow and solidification.
- 13. Please describe these problems.
A. (Wells, Swanger) The problem with the mold quality was that the occasional breaking of cores or washing i 1
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-- and scabbing of-the mold surfaces lead to entrapped material (inclusions)1which served as stress concentrations and may have
.resulted in cracking during service. The problem with core-shifting and the'firedeck machining practice was that the shifting of cores within the mold during the casting process and the gaging procedures used during subsequent machining of the firedeck, may have led, in certain instances, to thin firedecks and/or exhaust port walls which, in combination with l t
other casting defect: may have contributed to cracking. Finally, the problem with metal flow and solidification was that the flow and supply of liquid metal into the mold and the i
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solidification pattern within the mold occasionally led to hot tears which may have initiated cracks during service.
. 14. Do you believe that the cracks in the old cylinder heads could have occurred for reasons other than the presence of casting flaws, including " design deficiencies?" [ County Filing at 66]
A. (Wallace, Mathews, Wells, Swanger) No. The failure analyses conclusively established that casting defects were the cause of the leaks in the original cylinder heads. As will be shown in section III of this testimony, the County has not demonstrated that design deficiencies exist. The County's discussion of the possible causes of cracks "in any 4-cycle engine cylinder head" is sheer hypothetical conjecture, lacking any experience data or calculations to support it.
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- 15. Was it necessary.to perform metallography, bulk chemical analyses, scanning electron microscopy and localized-chemical analyses in order to do a complete failure analysis?
[ County Filing at 78-79] A. (Wallace, Mathews) No. The failure analyses conducted on the old Shoreham heads are adequate and accurately l establish the cause of the leakage. They followed the standard and recommended methodology for conducting failure analyses. I It was unnecessary to perform other tests for a number of reasons. First, the procedures followed and the observations made in the failure analyses clearly established that the cause of the leakage was the result of operating stresses acting upon a hot tear in one case and sand inclusions in the other two I
, cases. As discussed earlier, these types of casting defects i
have unique appearances such that someone who has had past experience with hot tears and sand inclusions would be able to ascertain readily that they in fact were the cause of the leakage. Second, as far as the other tests are concerned, the 1
- information that would have been obtained from these tests-1 would be either superfluous or unnecessary. Third, since Delaval intended to repair the heads and place them bac'k in
; service,'further destructive testing was unwarranted.
- 16. Why was it unnecessary to conduct metallography in j connection with the Shoreham failure analyses? ,
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A. -(Wallace, Mathews) Again, the cause of.the' failures was readily apparent from the examination described in the failure-analyses. Moreover, metallography establishes the grain structure and matrix of the casting and thereby gives an indication of the suitability of heat treatment. But this information is established in a way more directly related to head performance by the tensile properties of the metal. Therefore, it is not-necessary to know the precise grain structure or matrix of the metal in order to establish whether
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the heat treatment of the cylinder head was suitable, if'the tensile properties of the metal are known. Delaval performs a tensile test on the keel block (test bar) that is cast from the-same heat as the cylinder head and subjected to the same-heat , treatment at the same time as the. cylinder heads. The keel bars are poured and heat treated in accordance with recommended
- - ASTM standards so that the keel bars give an accurate thermal I'
l history of the heads themselves and the physical test results on the keel bars are representative of all castings in that particular heat. The tensile tests that Delaval performs on the keel bar measure the precise yield strength and the ductility of the steel. Meta 11ography would not have to be performed for the Shoreham heads because the same information l i that it would have given regarding heat treatment was already established through the tensile tests that Delaval performed in the manufacturing stage.
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, 17.- - Do you believe .that metallography would give insights-into the presence of coring and of' residual stresses and, if so, is it valuable information?
l A. '(Wallace) Let us take them one at a. time, , beginning with coring.
- 1. Corina. Although metallography will reveal :
, coring, this is not valuable information relative to the
. . failure of the Shoreham cylinder heads. Coring is produced by. i 4
the-segregation of chemi' cal elements during solidification. It is the usual and expected result for a given solidification rate and chemical composition and has no untoward consequences. The presence of coring is not related to the three leaks that i occurred in the old Shoreham cylinder heads.
- 2. Residual Stresses. Metallography gives no information regarding the presence of residual stresses.
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! 18. Why was it unnecessary to perform scanning i electron microscopy in connection with the Shoreham failure j analyses?
A. (Wallace) Scanning electron microscopy gives a picture of the fracture surface and might help identify the siteaof crack initiation and whether the mode of failure was
; fatigue or overload. This same information was readily I ascertained for the Shoreham cylinder heads without performing scanning electron microscopy. Where, as in the case of the old ;
Shoreham cylinder heads, the failure was obviously the result i l
of either a hot tear or sand inclusion, it is unnecessary to
-perf orm scanni ng el ect ron microscopy.
- 19. Why was it unnecessary to perform a localized chemical analysis in connection with the Shoreham failure analyses?
A. (Wallace) As already established, in the three 4 old Shoreham heads, the. hot tear and sand inclusions were readily ascertained. Thus there was no need to perform a localized chemical analysis for the Shoreham failure analyses because it would give no pertinent information useful in determining the cause of failure.
- 20. Why was it unnecessary to perform a bulk chemical i analysis in connection with the Shoreham failure analyses?
; A. (Wallace) The bulk chemical analysis provides the chemical composition of the most significant chemicals present in the metal of the cylinder head. This same information was l already established by the ladle analysis which Delaval performed during the manufacturing process. The heat from i which the castings were produced was known and therefore the chemical composition of the cylinder heads was known. The ladle analysis that Delaval performs is an established industry-wide method, approved by ASTM, which provides an
\ ' l l accurate representation of the chemical composition of the I heads cast from that ladle. Thus, it was unnecessary for the p - . . _ . -
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l 1 failure analyses on the Shoreham heads to include a bulk chemical analysis.
- 21. Did residual stresses play any role in the leakage at Shoreham?
l A. (Wallace) Probably. Residual stresses, which are { virtually always present in manufactured metals, in all likelihood contributed to the failure of the old cylinder heads. The precipitating cause of the leakage, however, was the operating stresses; without them the. leaks would not have ( occurred. The old cylinder heads were not stress-relieved at the end of the manufacturing process and therefore likely had residual stresses that contributed to the propagation of the casting flaws and subsequent leaking of the old cylinder heads. The new heads are stress-relieved and remaining residual stresses are insignificant.
- 22. The failure analyses indicated that corrosion was 1
present on the cylinder heads. Did it cause the leakage? i 4 A. (Kammeyer) Corrosion did not cause the leaks at Shoreham because, as noted previously, the failures were ! obviously due to operating stresses acting upon casting defects. Although a small amount of rust was present on the cylinder heads, it did not cause the leaks. It should be noted that at Shoreham, corrosion is minimized by rust inhibitors that are added to the jacket cooling water pursuant to Delaval i
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a recommendations. These inhibitors reduce the--potential for corrosion by raising the pH level of the cooling water and otherwise eliminating the corrosive environment.
- 23. What steps has Delaval taken with respect to the new cylinder heads to minimize the potential for casting defects that might lead to leakage of the cylinder heads and-thus provide a reasonable assurance that the new cylinder heads l will not develop leaks?
A. (Wallace, Mathews) Delaval made a number of improvements. These improvements fall into three categories: a (1) casting techniques, (2) stress-relieving and (3)
; inspections.
- 24. Please describe the improvements in casting i techniques that Delaval has implemented with respect to the new cylinder heads that.have been installed at Shi eham to minimize the occurrence of casting defects that could lead to leaks.
- A. (Wallace, Mathews) To minimize the occurrence of casting flaws which could lead to leaks in the new cylinder heads, Delaval has made several improvements in casting techniques including the following:
- 1. Risers
- 2. Cores
- 3. Gating
- 4. Chills
- 5. Molds
- 6. New Pattern
- 7. Heat treatment
- 8. Pickling An explanation of each of these items follows together with a brief description of representative improvements made in the new Shoreham cylinder heads.
- 1. Risers. Molten metal poured into a casting contracts as it cools and solidifies. There is a possibility that this volumetric contraction during solidification may cause shrink cavities or voids. Risers are an integral part of a casting mold,. located on the outside of the casting and l usually cylindrical in shape, that contain excess molten metal.
This excess molten metal is allowed to flow into the casting during cooling and solidification. Risers are sized and located such that directional solidification can occur, i.e., the interior sections-of the casting solidify first, with the , riser being the last to solidify. This ensures a constant feed 1 of molten metal into the casting during the solidification , process. Based on Delaval's continuing review of the results of foundry inspections conducted on the cylinder heads, changes were made in the size and location of risers to eliminate the l l formation of undesirable shrinkage cavities. For example, the top center exothermic sleeve riser over the fuel injection bore l was changed from a 6" diameter 12" high riser to a 10" l l l
i
. diameter, 15 1/2" high riser with a 6" contact surface. This change-eliminated an occasionally-occurring shrinkage cavity in 'the fuel injection bore area. Another important riser change was to increase the diameter of two risers from~7" to 8" and to increase the height by 2", to produce a greater reservoir of molten metal. This casting technique change eliminated an l occasional shrinkage cavity in the fire and intermediate decks.
l ~ The new Shoreham heads benefit from this improved use of risers.
- 2. Cores. Cores are sand shapes used to form the internal passages of the cylinder head casting. Molten metal flows around the cores during the casting process so that the metal solidifies around the cores. After solidification, the removal of the cores produces the. designed passageways within N
the cylinder head. In the old cylinder heads, the upper jacket water passageways were created using five separate core pieces placed individua11y in the mold cavity. This use of multiple cores increased the risk of core shifts which could resul?. in variations in wall thickness and the formction of sand inclusions from broken sections. This could possibly lead to thin walls and cylinder head leaks. Mr. Pratt's failure analyses with respect to the old cylinder heads at Shoreham indicated that core breakage and core shift likely played a role in the defects that caused the leaks. The new cylinder
l 1 heads are cast using three cores instead of five, assembled outside the mold and placed in the mold cavity as a single integrated core shape for the upper water jacket passageways where previously_five separate pieces were used. This reduces the potential for core breakage and shifting.
- 3. Gatino. The gating consists of the sprue, runners l
l and ingates through which the molten metal flows into the mold i cavity. Molten metal is poured into the vertically tapered sprue, which connects with the horizontal runner system and ingates. The gating directs and controls the rate of flow into the mold cavity. Proper gating minimizes or eliminates turbulence during the pouring operation. Turbulence can result in casting defects such as sand inclusions, non-metallic inclusions and cold laps. In the casting of the old cylinder heads, the gating was located at the mold joint and allowed the molten metal to flow in four directions. This arrangement led to moderate turbulence that caused occasional sand and non-metallic inclusions and cold laps. Delaval changed to bottom gating where the metal entered into the two blind side risers only. This arrangement promoted uniform filling of the mold cavity thereby reducing or eliminating turbulence and sand erosion. This also aided directional solidification which reduces the possibility of hot tears and shrinkage in the fire and intermediate decks.
.l 1
l 1 l l
- 4. Chills. A chill is a piece of metal inserted in the mold cavity _or core surface to promote directional solidification and rapid cooling of the casting surface metal.
. Directional solidification is enhanced by the use of internal chills, which increase the solidification rate of casting
! sections adjacent to the chills, thus' preventing shrinkage cavities. Surface chills allow rapid cooling of the casting surface, which helps to prevent hot tears. Rapid cooling of the casting surface causes the formation of a thick skin on the cooling metal. This thick skin prevents rupture of the metal ! surface during the solidification process. For example, in the , casting of the original cylinder heads, no chills were used on the intake core in the area between the intake valves. In the 4 casting of new cylinder heads installed at Shoreham, Delaval added chills in the intake core at the bridge between the - intake valves to promote rapid cooling. This eliminated hot tears which had been encountered between the intake valve seats. This type of defect occurred in one of the old Shoreham l l cylinder heads. See Exhibit H-6. 1 5. Molds. A mold forms the external surface of the casting and determines the shape of the casting. Molds are made of sand which contain bonding agents, and which retain their shape after being rammcd into shape around the mold I pattern. The green sand used to make the molds for the old I 4 ..,,.s_ - . _ , _ . . , . , _ . - _ . . _ _ _ , - , , , . , _ . - , _ _ . . . , . _ _ - _ , . . . _ _ _ . , , - . , _ _ , . . . , _ , , _ _ . _ _ _ _ , _ , - . ,
cylinder heads contained.6% moisture and required eight hours oven drying time. This molding process resulted in a mold from which small pieces occasionally separated from the edges of the mold cavity, thereby creating a potential for sand inclusions. Indeed, Mr.'Pratt noted in his failure analysis that this was likely the cause of the sand inclusions that led to two of the leaks in the o1.d Shoreham heads. To remedy this, Delaval switched from green sand to sodium silicate ester-bonded sand. By the use of this material, oven drying was eliminated. The resulting mold is stronger, and sand erosion and breakage are minimized. The result is a reduction in the potential for mold breakage and resultant sand inclusions.
- 6. New Pattern. All of the preceding changes, along with several other improvements such as tapering the decks and the fuel injection hole, were incorporated in a new pattern beginning September 11, 1980. The new pattern was designed, produced and started casting on September 11, 1980 with casting number A6-697F. All castings made after that date were produced with this new pattern. The net result was a marked reduction in the required cleaning and repair of the rough castings, and a higher quality casting.
- 7. Heat Treatment. The old cylinder heads received a full anneal heat treatment in accordance with Delaval's No. 1 Metal Specification, which resulted in mechanical properties
meeting ASTM A-27,-Grade 65-35 (65,000 psi minimum tensile strength, 35,000 psi yield strength). The new cylinder heads, which are in accordance with Delaval's No. 7 Metal Specification, are normalized and tempered. The resulting mechanical properties are a 70,000 psi minimum tensile strength and a 36,000 psi minimum yield strength. These improved mechanical properties of the new heads, resulting from the present heat treatment, produce a more fatigue-resistant cylinder head. The new cylinder heads at Shoreham benefit from this process.
- 8. Picklina. Pickling is the process in which the heads are immersed in a hot acid bath to remove surface sand, rust or scale resulting from the casting and heat treatment processes. After immersion in the acid bath the heads are dipped in neutralizing and cleaning solutions. Pickling cleans the entire cylinder head, even areas completely inaccessible to mechanical cleaning. The resulting clean passages throughout the cylinder head promote both the proper flow of the various
( fluids and heat transfer between the cylinder head and the coolant. The old heads were not pickled, whereas the new heads at Shoreham benefit from this process. i
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- 25. In your opinion, have these changes in manufacturing techniques adopted by TDI solved the casting problems with the original cylinder heads? [ County Filing at 80-81]
t A. (Wells, Swanger) Yes. FaAA has independently verified these changes in manufacturing procedure and analyzed their effects, and concluded that because of these l manufacturing improvements, the potential for preexisting flaws in Group III heads is significantly less than for Group I and II heads. Equally telling is the fact that we know of no Group III heads that have leaked.
- 26. Do you believe that many of the changes TDI made in its manufacturing process were in response to production costs, and were "ad hoc?" [ County Filing at 66 and 80-81]
A. (Mathews, Wallace) Absolutely not. Changes made in TDI manufacturing processes were far from "ad hoc." In making these changes, TDI followed accepted foundry practice. The upgrading of casting techniques is a constant process. This involves reducing the required amount of cleaning and the removal of fins as well as reducing discontinuities. The process is iterative. Changes are made in the gating, risering, cores and molds to address any 1 discontinuities or conditions that require cleaning. With a casting as complex as the cast steel head, many changes are naturally involved. The present Group III heads are the product of this improvement process. The fact that none of l l
l these heads has failed to our knowledge proves the success of this process. TDI follows standard industry practice withl respect to documenting its improvements in manufacturing l procedures.
-The changes made by TDI were primarily intended to l further improve the quality of the cast head. As a normal part L of the manufacturing of steel costings, the removal of discontinuities and the filling of thefvolume with sound weld f - metal are employed. The removal of these discontinuities and
, their replacement requires time and money, and changes in the casting process'to minimize these factors are desirable. These
; changes improve quality, and f requently red tce manuf acturing cost at the same time. Reducing the cost of manufacture and j improving the quality of the heads are not mutually exclusive ! goals. However, TDI never compromises manufacturing needs on the basis of cost considerations, as implied by the County.
l 27. How did FaAA verify that casting problems were addressed by changes in TDI production procedures? , A. (Wells, Swanger) FaAA first reviewed the manufacturing history of the R-4 cylinder head, through j independent reviews of TDI casting, heat treating, weld repair, and nondestructive examination procedures. Reviews were made f of TDI records, failure analysis reports, inspection records and of written statements of TDI personnel and consultants. In 1 l-
x
- 1 j
addition, a review of the manufacturing steps for cylinder-heads was conducted by FaAA at the TDI plant in Oakland on February 15 and March 20, 1984. Thus, the information concerning_ previous and current mangfacturing procedures has-been verified by FaAA, and recent history of manufacturing ! process changes has been obtained from a number of sourceu, i i including TDI specificaticn revisions and trip reports by C.R. Isleib and J.F. Wallace. These trip reports are attached-to this testimony respectively as-Exhibits.H-8 and H-9. i
- 28. Has FaAA described as well as verified what I
changes were made in mold and core design? [ County Filing at i 82-83] A. (Wells, Swanger) 'les . FaAA has described what changes were made in mold and core design, namely, the change i to a sodium silicate ester sand for the mold and the use of i shell cores. Contrary to the County's assertions, the change to sodium silicate ester sand for molding sand cannot increase
. the chances for gas porosity in the casting since the.
permeability of sand is a controllable parameter of the molding medium. In addition, an accurate comparison of the previous and current mold and core designs was made. Consultant Robert Isleib and Professor Wallace visited TDI's factory to make that f comparison. 1 1 l t
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-36 ,
Additionally, the County is incorrect in its implication that placing a gate in a mold is optional. A gate r is not optional in the mold process. Both the old and new I L patterns have gates. Gating is designed to control the flow of metal into the mold cavity. -The gates in the new pattern have been modified to further improve the flow of metal into the mold cavity and to ensure-a sound casting with no hot tears in critical areas. Also, it is precisely because a riser which is i too small can contribute to shrinkage defects that TDI j instituted a major increase in the size of risers in its new i pattern. Moreover, chills promote directional solidification i and thus reduce shrinkage as well as hot tears. Contrary to the County's assertions, chills decrease the likelihood of gas porosity. ) Further, FaAA has analyzed the effects of both the 1978 TDI procedure to post weld heat treat the heads to 700*F after deposition of the stellite valve seat overlay (described in Exhibit H-10) and of the changes referred to in a 1980 TDI ! Service Information Memo dated November 10, 1980 (attached as Exhibit H-ll). The effects are reduced residual stresses and thus reduced cracking in the stc11ite seats. Alsc, stress-relieving is simply not intended to eliminate
" geometrically-induced stress, gas porosity, inclusions, shrinkage or hot tears;" these are eliminated by the i , ,
aforementioned improved casting procedures and increased inspections. Moreover, the' problem of poor gaging procedures during fired'eck machining referred to by the County has been addressed by using ultrasonic testing. Also contrary to the
-County's assertions, the firedeck is desianed to vary in 1 l
thickness, depending upon the stress that a particular area will be subjected to. What is more, firedeck thickness is not a " problem," design or otherwise, at Shoreham. All firedeck thicknesses at Shoreham have been checked or analyzed, independently of TDI, by the NRC, LILCO, and FaAA, as shown in Exhibit H-12. All firedeck thicknesses were found acceptable. Finally, TDI's manufacturing improvements have indeed successfully addressed earlier casting problems. This fact is l not belied, as the County suggests, by statistics concerning rework on cylinder heads at the foundry or machine shop. The state of the heads immediately after casting is irrelevant to an evaluation of the integrity of the cylinder heads at Shoreham. The cylinder heads are not considered finished until inspected at the factory, and until any defects, identified by enhanced QC procedures, are repaired. These procedures result in a higher quality finished product when the head finally leaves the factory. These inspections and repairs are part of the manufacturing process. Of course, there are only finished cylinder heads at Shoreham.
t
- 29. Please describe the stress-relief techniques that you mentioned.
A. (Wallace) Stress-relieving is an important step from which the new heads at Shoreham benefit. Residual stresses, primarily caused by' repair welding and deposition of the valve seat overlay into the cylinder heads, could contribute to the formation of cracks during engine operation. The old cylinder heads were stress-relieved prior to machining and valve seat welding. The new heads are stress-relieved as a final manufacturing operation to significantly reduce res,idual stresses so that leaks should not occur. The cylinder heads, are heated to approximately 1100-ll25*F and held for 3 to 4 hours -- a sufficient time to reduce the stresses to an insignificant level. This thermal treatment lowers the yield
. strength of the steel to a low level at the 1100-J125"F.
i i temperature which allows the steel to yield or flow relieving residual stresses. This lowers the residual stress level to the yield strength at the stress-relieving temperature (1100-1125* F.). In addition, an interim stress-relief was employed in the heads at Shoreham after welding the stellite seats in the ports, as described in Exhibit H-ll. This consisted of placing the head immediately after welding back into the insulated furnace held at 700*F. The head had been removed from this furnace for welding and was returned to it I 1
i l immediately after welding. The welded heads were slow-cooled to 300*F. before removal from the insulated furnace. .This allowed the gradual cooling and relief of sufficient stresses to avoid cracking the welded stellite. The subsequent stress relieving treatment of the entire head at 1100 to 1125'F. l described above essentially relieved residual stresses I throughout the head.
- 30. What are the inspect on methods used during i
manufacturing that you mentioned earlier that give a reasonable assurance that any casting flaws which could propagate into a crack will be detected? A. (Mathews, Wallace) Principally, Delaval subjects the new heads to a 100% magnetic particle testing which is an ASTM approved and industry-wide method of inspecting for casting defects. An electric current is induced by coils and prods in thc metal that is being inspected. A magnetic field is produced in the metal at right angles to the flow of the electric current. If the magnetic field is interrupted because of a casting discontinuity, the magnetic field will become discontinuous at the surface of the metal. The surface of the metal is flooded with a liquid containing fine particles of ferro-magnetic material and the magnetic field causes the particles to collect at the location of the defect. Delaval uses a fluorescent material with the iron powder to make detection of a flaw much easier using an ultraviolet light. As l l l l
e we stated abov'e,100% of the new cylinder heads are magnet;c particle inspected. In addition to this magnetic particle testing, Delaval performs hydrostatic tecting and other pressure tests as well as ultrasonic (UT) thickness measurements.
- 31. Please describe the hydrostatic testing of the new heads.
A. (Mathews, Wallace) The new heads are hydrostatically tested twice to detect casting flaws that may propagate into leaks. Before stress-relieving, the cylinder head is filled with water at 180*F and held at a pressure of 100 psi for one hour. Following a successful water test, the cylinder head is then stress-relieved and pickled and the hydrostatic test process is rep'eated. If leaks are found, these are repaired by welding and the stress-relief is repeated. It should be noted that the 180*F exceeds the standby temperature of the Shoreham diesel generators. The old heads were hydrostatically tested only once, and that was with unheated water at a lower pressure (75 psi). The increased pressure, higher water temperature, and additional repeat testing applied to the new cylinder heads, including those now installed at Shoreham, make it more likely that casting defects will be detected.
)
- 32. What other pressure tests are conducted on the new cylinder heads?
A. (Mathews) For the new cylinder heads, air tests are performed on both air and gas passages, separately. These tests are accomplished by pressurizing the applicable portions of the head to 250 psig and immersing the head in water and observing for bubbles. This additional testing provides further assurance that flaws will be detected.
- 33. Please describe UT thickness measurement checks.
A. (Mathews) The UT thickness measurement uses an ultrasonic principle in a digital thickness device (gage) for measuring the firedeck to help ensure proper finished thickness, hence adequate strength. Such measurements were conducted by QC on the new Shoreham heads immediately following the rough machining operation performed on the firedeck side. These measurements showed all thicknesses to exceed 1/2". QC then instructed the machine shop to finish machining the cylinder heads to achieve as close to 1/2" thickness as possible.
- 34. In your opinion, did the FaAA/TDI Owners Group inspection criteria for cylinder head inspections have an adequate basis? (County filing at 87-93]
I A. (Mathews, Wells, Swanger) Yes. Following - accepted industry-wide practice, TDI established its testing
l' l-criteria based on an experience base of a large population of
; heads in service. Moreover, FaAA's role was not to establish inspection criteria. Rather,.FaAA performed a review function, a
and found that an. adequate basis did exist for TDI. inspection criteria. Furthermore, it is not true as the County states in this portion of its testimony that "any crack or void can be assumed to grow." Cracks or voids will only grow when the applied stress field exceeds the intrinsic ability of the cast steel to resist crack growth. The conditions under.which-cracks can grow may be determined either by calculation through fracture mechanics, or through utilizing an experience base such as TDI's, with over 1,500 Group II and Group III heads in service.
- 35. Do you believe that there can be confidence in inspections carried out by TDI before the heads were delivered to Shoreham? (County Filing at 86-89]
A. (Mathews, Youngling, Kammeyer, Seaman) Yes. The cylinder heads were 100% inspected as described above before being delivered to Shoreham. These inspections were, moreover, audited by LILCO, as noted in Exhibit H-13. The inspections were performed by TDI using approved non-destructive examination (NDE) procedures. During manufacture, TDI inspects the entire head to locate those areas that need to be repaired. Testing techniques are generally
defined by service conditions, not by the individual component. Such procedures are not.usually written specifically for a component, and TDI refers back to generic procedures. Moreover, TDI magnetic particle inspection procedures do , specify which areas of the cylinder head are to be inspected. l Further, the County errs in stating that TDI did not inspect the replacement heads at Shoreham by magnetic particle techniques. TDI only started to use this procedure in April, , 1984 for finished heads, but iY has done magnetic particle inspections of castinas since 1978.
- 36. Mr. Mathews, would TDI inspection procedures permit acceptance of a cylinder head with a visible relevant indication so long as it does not leak during hydro-test?
[ County filing at 88] A. (Mathews) Absolutely not. The County's discussion of.TDI's inspection procedures is misleading. TDI does not permit acceptance of a cylinder head which has a visible relevant indication if the indication is in a critical area, regardless of whether it leaks during hydro-test. The indication that l's the subject of the County's Exhibit 22 was 4 not on the firedeck, but rather on the outside vertical face of the cylinder head (the machined face bottom port area), a non-critical, low-stress area. The location of this indication is described in Exhibit H-14 at 4, and illustrated in Exhibit
! H-15 at 5.
- 37. Mr. Mathews, have you stated that TDI may well deliver cylinder heads to nuclear plants that have cracks or sand inclusions in critical areas? [ County Filing at 88]
A. (Mathews) No. TDI would not deliver a cylinder head to a nuclear plant if the head had a crack or sand l inclusion in a critical, high-stress area. I have stated instead that in a cylinder head that has a finished weight of over 1,000 pounds, there may be areas which are non-critical, low-stress areas, and if flaws existed in these areas, they might be deemed insignificant so that they need not be repaired.
- 38. In your opinion, are TDI's inspection and testing techniques capable of detecting subsurface casting defects and cracks in the replacement cylinder heads? (County Filing at 88)
A. (Mathews, Wallace, Seaman, Youngling) Yes. The en' tire surface of the firedeck is machined. If problems existed with subsurface discontinuities not identified by magnetic particle examination, the machining operation should
; make these visible. Also, it should be noted that ths post-operational inspections that were done at Shoreham after the engine ran for 100 hours would have detected subsurface defects that developed into leaks. And, LILCO's barring-over procedure has provided and will continue to provide the required assurance that water leaks into the combustion chamber j have not developed.
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i 39.- To summarize, which of the inspections and examinations described above were performed by TDI on the new Shoreham cylinder. heads? A. (Mathews) All of the inspections and examinations that we have described -- the magnetic particle test, the hydrostatic test, the pressure test of air and gas passages, and the UT thickness measurements -- were performed by TDI on the new cylinder heads installed at shoreham. TDI inspection tests are documented in Exhibit H-5.
- 40. Did'LILCO take any extraordinary steps to ensure that the replacement cylinder heads were properly manufactured and inspected?
A. (Seaman, Youngling) Yes. LILCO reviewed TDI's manufacturing and inspection procedures, audited certain of the TDI inspections, and arranged for LILCO personnel to inspect a sampling of the heads.as they came out of the shop. LILCO also employed consultant Robert Isleib, a metallurgist and casting , expert, who visually inspected 13 of the heads and reviewed , i TDI's manufacturing procedures.
- 41. Were any other inspections performed prior to putting the new heads in service?
A. (Seaman, Youngling, Kammeyer). Yes. As described " in Exhibit H-14, the Nuclear Regulatory Commission performed certain nondestructive testing as follows: thirteen heads were selected at random at Shoreham and subjected to visual
1 l l inspection and a UT thickness chock of the firedeck. Visual inspection showed no relevant indications. UT thickness checks showed the minimum firedeck thickness was within the acceptable range. In addition, a total of 9 valve seats from 3 cylinder heads was examined using a liquid penetrant test. One linear indication was reported. This indication was created by I machining, and not a casting flaw, and was dispositioned as non-relevant.
- 42. Were these pre-operational inspections the only ones performed on the cylinder heads at Shoreham?
A. (Seaman, Youngling, Kammeyer) No. In addition to the various pre-operational inspections performed by TDI, LILCO and NRC, the following post-operational inspections were performed by LILCO as part of the TDI Owners Group Program:. ultrasonic testing of the firedeck on 13 heads; liquid 1 penetrant inspections of the firedeck and valve seat areas in 10 heads; and visual examinations of 7 firedecks. These inspections were done after 100 hours of operation at full load. (On diesel engine 102, certain of these inspections were l done on the cylinder heads after an additional 100 starts.) No l relevant indications were found. Also, firedeck thicknesses l l were found to be within acceptable limitations. These post-operational inspections are more fully discussed in section X. These tests were documented in DRQR Reports such as l the ones attached to this testimony as Exhibit H-lG.
III. THE REPLACEMENT CYLINDER HEADS ARE ADEQUATELY DESIGNED j A. The Ranges and Dimensions of the Firedeck Provide for Adequate Cooling of the Firedeck and Adequate Resistance to Mechanical Loads and Do not Create Stress Risers J
- 43. In your opinion, does a design deficiency exist in the replacement cylinder heads because of variations in thickness of the firedeck? [ County Filing at 70-71]
A. (Wells, Swanger, Mathews) No. The firedeck is not intended to be of uniforr thickness. Its design contemplates intentional point to point variation in thickness depending upon anticipated pressures and thermal stresses at particular areas. For example, where an area is subjected to predominently mechanical stress, the firedeck will be intentionally thicker. If subject to predominently thermal stress, the firedeck will be intentionally thinner. An acceptable nominal range is between 1/2" and 3/4" depending upon the particular area. Further, an acceptable deviation from the 1/2" would be a range between .4" .6*; an acceptable deviation from the 3/4" would be a range between .6" and .9" because the thicker portion of the firedeck is pressure stress constrained and not thermally constrained. Inspections show that these dimensions have adequate tolerances. Moreover, contrary to the County's allegations, TDI has in fact analyzed the acceptable limits of firedeck thickness, as Exhibit H-17 and attachments thereto show. TDI calculates that .400" l 1 l ___ ]
minimum thickness is functionally acceptable. (The minimum thickness in a shoreham cylinder head is .460".) Accepted industry practice contemplates that design criteria such as these continually evolve. The nominal 1/2" design value for firedeck thickness between the exhaust ports was precisely that nominal -- a figure merely specified on a drawing, subject to this evolutionary process. The County has simply fabricated a purported maximum firedeck thickness standard of 0.515 inch with arbitrary tolerance allowances.
- 44. Dr. Pischinger, do you concur that it is common for manufacturers to incorporate different thicknesses in areas of the firedeck?
A. Yes. In areas where reduced thermal stresses are desired, reduced firedeck thicknesses are commonly used. Where , large, mechanical stresses are present, thicker sections are l necessary.
- 45. In your opinion, are the replacement cylinder
, heads at Shoreham adequately designed despite the fact that "TDI did not change the design of the cylinder head when (in 1971] it increased the horsepower of the R-4 series?" (County Filing at 68-69)
A. (Mathews, Wells, Swanger) Yes. First, the status of the cylinder head design in 1971 has no bearing on this
- proceeding. Second, there were in fact design changes that increased the cylinder head's ability to deal with operational
' loading. Third, the TDI head was overdesigned for the R-3, e
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.with the expectation that TDI would eventually increase horse-power. .The R-3 thus had a margin capable of handling the Shoreham requirements. As is standard industry practice, the output performance of TDI engines is in a constant state of evolution.
l l 46. Do you believe that variationsLin the thickness of the firedeck create inadequate cooling because "too thick?" (County Filing at 71]
- A. (Wells) No. T'he variation in firedeck thickness from a minimum of .460 inch to a maximum of .881 inch results t
in a temperature difference of only about 70* F. on the gas
- side. This temperature difference results in a difference of thermal stress on the order of only 10 ksi. Thus the firedeck is adequately cooled from the standpoint of both maximum i
i temperature and thermal stress. l 47. In your opinion, is the firedeck too thin to provide adequate resistance to mechanical loads? [ County Filing at 71] t A. (Wells, Swanger) No. Observations of the firedecks of many cylinder heads show that the firedeck has adequate resistance to deformation and fatigue cracking, viz:
, 1. Examination of 24 cylinder heads operated for 100 hours at or above 100% load at Shoreham have shown no i ; indications of deformation or cracking.
1
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- 2. A31 instances of firedeck cracking that have been reported have been attributed to the presence of manufacturing defects and not to excessive deformation or bending stress.
I I f 48. Dr. Pischinger, what is your opinion of the Group i III_ cylinder head firedeck with regard to " variations" in thickness? A. (Pischinger) The Group III cylinder head is comparable to other cylinder heads used in the industry. Based on their demonstrated performance, and if FaAA recommendations regarding inspections are followed, it is my opinion that these cylinder heads are absolutely adequate for their intended service at the Shoreham Nuclear Power Station. The thickness of the firedeck is appropriate in terms of both cooling and stress.
' 49. Are stress risers created at the boundaries between thick and thin sections of the firedeck? [ County Filing at 71]
A. (Wells, Swanger, Mathews) No. The change in thickness is gradual rather than abrupt and theiefore does not result in stress risers. The intersections of various ports and internal passages with the firedeck may locally increase the level of stress but have not been found to result in deformation or cracking in the absence of manufacturing defects.
~^
l L l B. Non-Uniform Bolt Spacin Has No ) Effect on Stresses in the Cyl nder Head I
- 50. In your opinion, does non-uniform bolt spacing induce stresses in the replacement cylinder heads? (County Filing at 73]
A. (Wells, Swanger) No. The bolt (cylinder head stud) spacing does not affect the stresses in the cylinder head. The bending moment in the head results from the deformation of the firedeck between the top of the liner collar and the block top. The head stud preload is reacted both by the periphery of the head and the liner. Therefore, the spacing of the head studs is irrelevant to the bending moment. In any event, the basic configuration of the head and its attachment to the block, which is common to all TDI R-4 and RV-4 engines, has not resulted in deformation or fracture as a result of this bending moment. The firedeck is actually of uniform thickness over the cylinder bore except between'the exhaust valves, where the thickness is intentionally tapered to one half inch. No problems have been experienced with exhaust 1 valve leakage except with marine engines operating at overload on residual fuel. Residual fuel was the cause of valve leakage in those cases. l i . _m._
- 51. Did FaAA perform any analyses that confirm the design adequacy of the replacement cyl:.nder heads?
A. (Wells, Swanger) Yes. We conducted an evaluation of thermal and pressure stresses in various areas of the firedeck. We first reviewed the transient and steady-state i l tempera.ture distribution in the firedeck. A one-dimensional i model of a flat plate exposed to the diesel combustion cycle on one side and engine cooling water on the other was used to evaluate the internal temperature distribution in the firadeck of the cylinder heads.
- 52. Was FaAA's review of the design of the replacement cylinder heads adequate? (County Filing at 73-74]
A. (Wells, Swanger) Yes. FaAA performed a design review, not a design analysis, since a design analysis was , unnecessary. The Owners' Group program was intended to address known problems based upon experience data. The design adequacy of the cylinder heads was ne 3r at issue. Rather, the problems with TDI cylinder heads were conclusively established to be manufacturing defects. Thus, FaAA's evaluation focused on TDI's manufacturing techniques and independently verified TDI's improved casting procedures. In addition, FaAA performed an evaluation of thermal and pressure stresses on the firedeck, using a conservative model with respect to deformation. This evaluation confirmed what has already been shown by the review l
of historical data, that is, the cylinder heads are adequately designed.
- 53. What were the assumptions that were used in the thermal and pressure stress analyses?
A. (Wells) The assumptions used were as follows:
- 1. The firedeck of the cylinder is a flat plate made of 0.5% carbon steel with the following thermal properties: thermal conductivity of 31 BTU /hr/ft/*F; density of 4891bs/ft3; specific heat of 0.111 BTU /lbm/*F. -
- 2. The steady state, full load combustion cycle temperatures were applied as soon as full speed was reached, and no credit was taken for the gradual increase in load. Thus the temperature gradients calculated are conservative.
- 3. The heat transfer goefficient on the cooling water side is 2300 BTU /hr;/ft /*F. and the surface temperature does not exceed 212*F.
- 4. The cooling water te.nperature was conservatively taken to be 120*F at start-up and to increase linearly with time to 175*F during a period of 20 minutes after start-up.
- 5. The temperature inside the cylinder is given in Exhibit H-18. For crank angles from -100* to 80*,
it was calculated from an ideal gas relationship. This calculation made use of data for pressure and volume within the cylinder, moles of constituents in the cylinder, and some reasonable assumptions about the fraction of fuel burned as a function of crank angle. The calculated temperatures are somewhat higher than the expected temperatures because the calculated number of moles of gas in the cylinder did not allow for the increased moles due to intermediate combustion products or vaporized fuel. Thus the calculation is conservative.
- 6. The heat transfer coefficient inside the cylinder is given in Exhibit H-19. It is based on a relatioit given by Waschni for diesel engines. It can l l
l l l be rewritten to a form similar to the McAdams equation for heat transfer in turbulent flow, but with a larger l constant. The i e rtant feature of the Moschni. equation is that it allows for augmented heat transfer during the time when combustion. takes place. i l 7. The Woschni equation is designed to include ! thermal radiation. However, the Woschni equation is usually used for intermediate-size cylinders in which, thermal. radiation is not as important as it is in large cylinders, such as the 17-inch bore under consideration i here. Therefore, during the combustion period (beginning at a crank angle of approximatel -20', and ending at a crank angle of approximately 40{), thermal - radiation was accounted for separately. For the period of thermal radiation, the thermal emissivities and view 1 4 factors for the gas and the cylinder head firedeck were equal to 1.
- 54. What were the bases for these assumptions?
A. (Wells) These assumptions were based on several references, including the following: (1) " Prediction of Thermal Loading of Supercharged Diesel Engines," by Gerhard Woschni, in Diesel Enaine Thermal Loadir.a, SP-449, SAE, September, 1979, p.33; (2) McAdams, L.H., Heat Transmission. McGraw-Hill Book Company, 1954; (3) Timoshenko and Goodier, 7heory of Elasticity. Second Edit;,on, McGraw-Hill Book Company, 1951; (4) Roark, Raymond J., Formulas for Stress and Strain. Third Edition, McGraw-Hill Book Company, 1954.
- 55. What was the method of solution for these thermal and pressure stress analyses?
A. (Wells) The method of solution was a numerical computation by computer employing an explicit finite difference scheme. The time step for the scheme was.0.007407 seconds, or j 20* of crank at full speed. The node spacing was 0.02 inch to cover the range of firedeck thickness. Solutions were obtained for plate thicknesses of 0.3, 0.5, and 0.8 inch to cover the range of firedeck thickness.
- 56. What were the results of the transient heat transfer analysis?
A. (Wells) The important features of the results are illustrated in Exhibits H-20, H-21 and H-22. The temperature difference across the plate is shown as a function of time from start-up in Exhibit H-20. The data plotted there are all selected at a crank angle of 20*. The response of the plate is less than 2 minutes for each of the thicknesses. The temperature difference is larger for the larger thicknesses. l
- The temperature gradients through the plate for a thickness of 0.5 inch are shown at various times after reaching full load in Exhibit H-21. These gradients show the effect of the transient associated with the firing stroke. The results show the maximum gradient is reached at steady state.
The temperature of the plate on the hot side is shown as a function of crank angle for quasi-steady state conditions in Exhibit H,22. The temperature swing is about 40*F to 50*F.
I l
. \
The surface temperature rises quickly at top dead center, and drops slowly during the rest of the cycle. ' 5 7 '. What did the results of the thermal stress calculations show? A. (Wells) The transient thermal stress was first calculated for the range of gas-side temperature of around 40*F to 50*F. Since this temperature increases rapidly from the l compression stroke to the expansion stroke, it is reasonable and conservative to assume that it occurs over a relatively shallow depth and, therefore, is completely constrained. The gas side surface is thus subjected to a range of biaxial stress
- in compression equal to
MEAT =
- A a :s -
,_, - S.0 ksi In addition to this high-frequency thermal stress the difference in temperature between the gas side and water side introduces a thermal stress cycle once in each start that must be considered from the standpoint of low-cycle fatigue. It is more difficult to estimate the degree of constraint in this case.
- Exhibit H-20 shows this temperature difference to be around 260*F in the thickest section and around 180*F in the
.; thinnest section. It is assumed conservatively that the i firedeck can expand freely in the radial direction, but cannot I
displace' vertically, i.e., it is restrained against warping by ) clamping moments at the periphery, valve ports, and the injector port. Considering the firedeck to be a simple flat plate, the gas side surface will be subjected to compressive l stress, and the water side to tensile stress, of amount equal ! to: 0 = 0. 5 1-v
'which predicts a range of bending stress of about 25 ksi between exhaust valve ports and 35 ksi between intake valve ports.
- 58. Please describe the pressure stress analysis.
A. (Wells) The locations in the head that have i reportedly experienced leaks resulting from fatigue crack growth are the area of the firedeck between exhaust ports, the repair at the base of the fuel injector port, the exhaust ports, and the exhaust bridge. These locations are indicated in the photographs attached as Exhibits H-2 and H-3. In addition to steady-state mean stresses resulting from clamping the head by the studs, and from the thermal gradients discussed above, the firedeck is loaded in bending by the peak gas pressure. High-cycle fatigue resulting from the firing pressure is believed to have propagated cracks from preexisting flaws in the firedeck.
- . - - .n a -. ,.n , e.,. , ,, n~.- ..---. - - 7-.- --,,..-.----.y~ ,--e, - - - --w~
m - - - p i f If-the firedeck is idealized as a circular flat plate l with a clamped outer boundary, the maximum bending moment occurs at the boundary, and the range of bending stress for a uniform thickness of 1.0 inch ist
- g. = 97 kai (49 kai amplitude)
P = pressure, 1670 psi; a = mean radius of gas seal, 9.0". The firedeck is actually <f variable thickness and part of a complex structure consisting of two decks tied together and stiffened by the intake and exhaust ports and the injector - port. If the structure is considered to consist of'two parallel decks constrained to deflect together, the bending moment on each is the same, and the stress reduced to half the level, or 49 kai (25 kai amplitude). The stiffnesses of the interconnections between the firedeck and upper deck would place the stresses for this idealized structure somewhere ( between these limits. However, the local stresses in the critical areas defy analysis because of the complexity of the geometry. From a global strength viewpoint, the central portion of the firedeck may be considered to be a flat plate clamped at its boundaries having an average thickness of 3/4 inch. Assuming uniform loading and no stress concentration effects, the bending stress may be calculated from the expressions gn y a. I C T N E$
since the firedeck is supported through the injector port to the upper deck at the center, the bending moment and stress are assumed to be reduced by one half, i.e., df pyg = 58 kai,(29 kai amplitude). The maximum combined stress under thermal and gas pressure loading is reduced =at the periphery of the firedeck since the thermal bending and gas pressure bending stresses partly cancel. The steady-state thermal stress reduces the absolute value of the mean gas pressure bending stress at the periphery such that the range of stress on the gas side, for example, ist
#may = 49-35 = 14 kai
- g. = 0-35 ==35 kai Thus the margin against plastic deformation is increased.
However, the stresses near the center of the firedeck may, by the same reasoning, be increased by the combination of thermal i and gas prosaure bending, and may exceed the yield strength (40 ksi) of the material on the gas side. Provided the range of stress does not exceed twice the yield stress, the firedeck should be dimensionally stable even if yielding occurs during the first cycle. The global stress range is well below this value, although locally there is a possibility of cyclic plasticity because of stress concentrations. S
- 59. On the basis of these analyses, please summariau FaAA's conclusions regarding design adequacy of the cylinder heads at Shoreham.
A. (Wells, Swanger) The calculations of thermal stresses at 100% showed a small (5 kai) range of stress on the gas side resulting from transient heating and cooling of the firedeck in each firing cycle. Also, the calculated transient thermal stress during a fast start was predicted to be essentially the same as the steady-state value over the full range of firedeck thickness. The calculated nominal stress range in the firedeck at 100% load from firing pressure was found to be sufficiently low to preclude permanent deformation. The combination of the thermal stress and the pressure stress was predicted to result in some initial plastic strain near the center of the firedeck, , but deformation would not progress to the point of impacting acceptability. Thus, FaAA's analyses confirm the conclusion that there is reasonable assurance that deformation will not occur in the new cylinder heads.
- 60. In your opinion, were the results of FaAA's l thermal and pressure stress analysis valid? (County Filing at 73-76] l
i A. (Wells, Swanger) Yes. FaAA performed a valid comparison of stress levels from the standpoint of pressure loading and low cycle thermal loading and their combination, and adequately analysed the effects of variations in thickness of the firedeck on thermal stresses. First, the idealised model of the firedeck was a conservative one. The analysis FaAA did showed that a further detailed analysis was not required because the basic design of the cylinder heads from a temperature or pressure standpoint was adequate. Second, contrary to the County's assertions, the temperature distribution in the firedeck is only affected by the single thickness variation in the vicinity of the exhaust valves. Third, actual peak firing pressure is about 1670 psi, contrary to the County's unsupported assertion that it is 1800 pai. Fourth, the excerpt the County quotes does not refer to I head stud spacing but rather to the complexity of firedeck geometry and cooling passages, and water and gas passages. Fifth, the underlying data supporting the FaAA analaysis was ' supplied during discovery. Sixth, the County has not, and cannot point to any instance where a head failure was due to inability to handle thermal or mechanical loads. It has been conclusively shown by previous failure analyses and by operating experience and inspections, that the only problems with earlier cylinder heads resulted from manufacturing I i
defects. Moreover, FaAA's analyses were conservative in that no heat flow parallel to the firedeck was considered. The analyses showed correctly that no problem existed with the overall dimensional stability of the firedeck. IV. THE OPERATING RECORD OF THE NEW HEADS DEMONSTRATES THAT LEAKAGE IN THE NEW HEADS SHOULD NOT OCCUR AT SHOREHAM
- 61. Does the operating history of Group !!! cylinder heads support FaAA's conclusion that the replacement cylinder heads at Shoreham are adequate for their intended service?
A. (Mathews) Yes. The operating history of the new cylinder heads provides a nubstantial degree of assurance that leaks will not occur in the replacement cylinder heads installed at Shorehar.. Delaval has placed its new heads in service on approximately 160 engines, totaling over 1,500 cylinder heads. Many of these heads have seen extensive service and have accumulated as many an 23,000 successful operating hourn without cracks resulting in water leakage into the cylinder. Denpite the largo number of new cylinder heads and the largo number of accumulated operating hours on the new cylindor heads, only six heads aro known to have developed leakn. Moreover, those woro all Group !! heads. No Group !!! heads have ever been reported to leak, and there are approximately 600 Group !!! heads in nervice. The leaks occurred for reasons that are inappitcable to Shoreham, for this reason alone, but also for other reanonn detailed below.
- 62. What does the operating experience at Shoreham show?
A. (Youngling, Seaman) The heads at Shoreham were subjected to over 300 hours of operation, including 100 hours at or above full load, after which most of them-were inspected. No leaks were found. Moreover, since inspection, additional hours at full load have been added to each engine as follows:
-Engine 101 has an additional 104 hours; Engine 102 has an additional 63 hours; and Engine 103 has an additional 52 hours.
These additional hours are documented in Exhibit H-23. No water leaks into the cylinders have resulted. This provides additional' assurance that the heads qualify for unlimited life under the conditions required at Shoreham. Contrary to the County's assertion at page 85 of its l testimony, the operating history of Group III heads at Shoreham can be verified as follows: 23 out of 27 Group III heads at Shoreham were checked independently of TDI, and the other four were checked by TDI. All were found within acceptance criteria. There is no support for the County's assertion that the operating history of only 16 of the replacement cylinder heads at Shoreham has been verified., i
- 63. Please clear up the County's confusion regarding l whether or not TDI has reviewed the operating history of the l new cylinder head. [ County Filing at 85-86]
(Mathews) When a TDI cylinder head leaks, it comes to
my attention, and I know of only six which have leaked in over 1,500 Group II and III heads placed in service, and these leaks j occurred in Group II heads. To my knowledge, no leaks have I occurred in any Group III heads. Thus, the operating record of the new TDI cylinder heads demonstrates that leakage in the cylinder heads at Shoreham is not likely to occur.
- 64. How many new cylinder heads have been made by Delaval?
A. (Mathews) Approximately 2,300 new cylinder heads have been cast since June 1978. A portion of these heads has been installed on production engines between August 1979 and the present. A second portion of these heads was supplied to existing field units as spares and replacement sales. A third portion of the heads remains in Delaval's plant in various stages of completion or in its in'ventory. t 65. On what do you base your conclusion concerning reasonable assurance that the new heads at Shoreham will not leak? A. (Mathews) My conclusion about the performance of l 1 the new cylinder heads is based not only on my experience and knowledge gained in the course of employment at Delaval, but also on surveys recently conducted by Delaval.
- 66. What do you mean by experience and knowledge gained in the course of your employment?
A. (Mathews) The stress-relieving procedure instituted in 1979 bro 6ght the head failure rate to almost zero. And, the new pattern equipment placed in service in September 1980 brought the head failure rate to exactly zero.
- 67. Please describe Delaval's surveys.
A. (Mathews) In early August 1983, we began surveys to confirm our conclusion that it is unlikely that leaks will occur in the new cylinder heads. We identified all of the cylinder heads with casting dates after June 1978. We then determined to the best of our knowledge to whom each cylinder head was sold and on-which engine it was installed. We contacted the owners of the cylinder heads and obtained information about the number of hours accuuulated on each head and the number of heads, if any, that have experienced leaks.
- 68. Did the results of these surveys confirm your conclusion that the new cylinder heads will not leak?
A. '(Mathews) Yes. Of the approximately 2,300 new style heads cast since mid-1978, over 1,500 have operated in engines. The distribution of accumulated hours is as follows: Number Number of of Hr. ads Hours Per Head 60 more than 15,000 hours 112 more than 10,000 hours 397 more than 5,000 hours 'I -
641 more than 1,000 hours 778 more than 100 hours Approximately 600 of the new style heads are Group III heads with the following distribution of accumulated hours: 17 have more than 5,000 hours, 107 have more than 1,000 hours, and 148 have more than 100 hours. One engine with new cylinder heads has over 23,000 hours of operation. Of the approximately 1,500 new cylinder heads with operating experience, only six heads are known to have experienced cracking. None of these are Group III heads, although there are approximately 600 Group III heads in service. The cylinder heads supplied by Delaval for the Shoreham diesel engines are new Group III cylinder heads and, given the operating history of these new style heads, it is highly unlikely that any additional cylinder head leaks will be experienced at Shoreham.
- 69. Many of the new heads are in engines with marine application. Is operating experience on marine diesels relevant to determining whether the new cylinder heads at Shoreham are likely to develop leaks?
A. (Wells) Yes. Although there are differences in operating conditions between diesels in marine applications and diesels in nuclear standby service, in this particular instance
~
and for this particu1ar component, these differences do not render the data inapplicable. Indeed, where differences exist, they support the conclusion that the, heads in nuclear standby diesels are less likely to develop leaks than the heads in marine service. - The fatigue failures of old style cylinder heads at [ Shoreham.were the result of high-cycle. fatigue. Since high cycle fatigue is a function of peak firing pressure there is no essential difference in the operating conditions between diesels in marine application and diesels in nuclear standby service to the extent that these pressures are ccmparable. i Also, many direct reversing medium speed marine diesel engines - currently. manufactured by Delaval are started and stopped many times during maneuvering with automatic controls similar to 4 those used in nuclear standby diesels. Additionally, the fast-start requirement of nuclear engines does not impose any more severe thermal stress than would be experienced in a slow
- start, as illustrated in Exhibit H-21.
< However, marine diesels, especially those operated with . l residual fuels, are subject to much more severe loading in the vicinity of exhaust valves than are diesels in nuclear standby , service. These engines are subject to hot corrosion and/or j accumulation of carbon deposits that may result in exhaust gas leakage and severe overheating of valve seats and exhaust i 1
ports. Another difference between marine engines and nuclear standby. diesels is the level of transient thermal stress. In l the case of nuclear diesels such as the ones at Shoreham, steps have been taken to minimize the level of thermal stress. Both the lube oil and jacket water systems are kept at near operating temperature and only one startup per month is required in the case of the Shoreham emergency diesels. In ! contrast, marine engines are started up far more often.
- 70. In your view, are the six known leaks of the new
- heads relevant to the new Shoreham heads?
A. (Mathews) No. Again, the six heads that leaked were all Group II heads, while the heads at Shoreham are all Group III heads. But the leaks are not' relevant to Shoreham for other reasons as well. Let us explain the circumstances of each failure. One failure occurred on the S' tar of Texas (head no. K71-542D). This head was removed for work on the valve seats and a crack was observed in the area of the intake port. No leakage had been observed during operation and none was found during a hydIrostatic test. This crack was attributed to excessive thermal stresses imposed on the cylinder head due to operating the engine in an overloaded condition. The engine 3 had also been subjected to severe overload conditions for extended periods of time.
,, - e .-,r, - - , - - - , m - , --,=--,--m- w e,--- e,ew ,----.,e -m - s~ e
Three head failures (head nos. P68-891E, N93-518F, and N30-344E) occurred on the starboard main engine of the M/V l Edwin Gott. These failures are attributable to incorrect jacket water chemistry treatment and a known water-air entrainment problem on the starboard engine of the Gott. All ! three of.thIese failures initiated from the jacket water system side of the heads. The fifth head (head no. H83-786W) was also on the starboard engine of the Edwin V. Gott. This head, although-cast in October 1978, was not stress-relieved prior to service. It was shipped prior to the implementation of a final stress-relieving process as the final step in the standard manufacturing process. The three failures on the Gott linked to water treatment are not applicable to Shoreham because LILCO monitors and controls jacket water chemistry. Moreover, the Shoreham diesels have not experienced the air entrainment problems found on the starboard engine of the Gott. These problems are attributable to the design of the jacket water system which is substantially different from the jacket water system used at Shoreham. Specifically, the standpipe which receives hot jacket water from the engine and slows its flow down to let entrained gases bubble and separate at the top of the standpipe was capped by U.S. Steel and piped to an overhead expansion i i
tank 20 feet above the top of the standpipe. The 1 1/2 .nch connection pipe did not allow entrained gases to separate from the cooling water, and hence resulted in water highly j contaminated with entrained gases providing inadequate cooling to the cylinder' heads. i The sixth head was #P44-85E, cast 2/12/80. It. j developed a leak because of excessive grinding of the exhaust bridge prior to operation.
- 71. Have there been any other types of cracking not resulting in leakage in new heads at sites other than Shoreham?
A. (Mathews) There have been no other cracks in the I new cylinder heads which have resulted in leakage into the cylinder chamber. Some new heads have, however, experienced valve seat cracks. These cracks have been experienced in the cylinder heads installed on marine main-propulsion engines burning heavy (residual) fuel under abnormally high loads and
\
with insufficient maintenance. The cracks resulted from operating the engine with burned out exhaust valves, wherein high temperature combustion gasses passed between the localized valve failure and the valve seat. These valve failures were l precipitated by harmful elements typically found in residual fuels. High localized thermal loads imposed on the seats l caused the seat material to overheat and yield during operation and subsequently crack when cooled. The cracks extend radially b - _________._.__m -
across the valve seat material and have'been found to penetrate to a depth of approximately 3/16". In none of the new heads have the cracks extended-through'the head casting material and into the cooling water spaces, thus there have been no water leaks in valve seats'of new style cylinder heads. Indications of localized overheating (discoloration) and the water tight integrity of castings with valve seat cracks confirm that the cracks are not caused by casting flaws. Moreover, as noted
.above, the valve seat cracks have been experienced on engines which use residual fuels. The Shoreham engines use No. 2 diesel fuel which does not contain the harmful elements found in residual fuels. Consequently, the valve burning and subsequent valve seat cracking problem are not relevant to the issue of cylinder head leaks at Shoreham.
V. BARRING-OVER WILL DETECT LEAKS
- 72. In the unlikely event that a casting defect occurs and is not detected by the inspection procedures during manufacturing, is there any way to detect leaks should they occur?
A. (Youngling, Seaman, Kammeyer) Yes. Even if a casting defect were to go undetected, it would only develop into a leak, if at all, after the cylinder heads are subjected to operating stresses. The reasons for this are covered in section VI. Leaks during operation can be detected by l
monitoring jacket water system level and cylinder exhaust gas temperature. In fact,-one of the three leaks (the hot tear) that occurred in the old cylinder heads at Shoreham was detected by observing a decreasing jacket water level. The operators were able to determine which cylinder contained the leak by observing a lower than normal exhaust temperature for that cylinder. Even if a leak were not detected during operation, the use of the barring-over procedure that LILCO will employ at Shoreham will detect leaks of any consequence. This procedure is consistent with and more stringent than standard industry practice. LILCO will implement the barring-over procedure as specified below as an added measure of 1 assurance. i
- 73. Please describe the LILCO barring-over procedure.
A. (Youngling, Kammeyer) This procedure, Shoreham Procedure 27.307.02, " Emergency Diesel Generator Cylinder Head Leak Detection Test," gives assurance that leakage, in the unlikely event that it occurs, will be promptly detected and that it will not impact the quick start capability of the diesels. The most recent revision of this procedure is attached as Exhibit H-24 to this testimony.' In accordance with . this procedure, the plant operator will first open the cylinder indicator cocks and, using the barring device, will i i
l mechanically turn.the engine over two complete revolutions. Water present in quantities exceeding the combustion chamber clearance volume will be forced out through the indicator-cocks where it.will be observed by the operator. In addition, the procedure requires that the operator roll the engine over utilizing starting air.with the fuel stpply isolated and the indicator cocks open. During this step even small amounts of water in the combustion chamber (as little as eight ounces) i will be blown out the indicator cocks along with the starting air. Hereafter reference to the "barring-over procedure" will mean.both the mechanical barring-over of the engine and the blowing-over or turning of the engine with starting air.with indicator cocks open.
- 74. Are the barring-over intervals adequate to detect
- leakage?
- A. (Youngling, Kammeyer) Yes. The barring-over intervals specified in the procedure are appropriate in light i
of the nature of the low leakage rates involved in these instances. The three affected Shoreham cylinder heads developed small leaks as a result of operating stresses acting on casting flaws in the cylinder heads. The first barring-over
. 1 is four hours after shutdown because the temperature in the combustion chamber following shutdown is sufficiently high that any characteristically small leakage is likely to evaporate and . = - . - - - , , - . - = - - > . ~ . , - - ,- . , , . , ~ , . - ,,,.---,-,a.,,c+-----,--m,n,-.m.-g, , -pwe7n,-,--, warn-- -- -- --e
therefore not be detected. At four hours, however, any deleterious leakage will be detected. If water is not detected at four hours, it is likely that the leak -- if one exists -- is of relatively small magnitude so that significant quantities of water would not build up during the next four hours. However, the procedure is repeated at eight and twelve hours after shutdown to ensure that small leaks are detected. If no leakage is detected at twelve hours, it can be concluded that the assumed steady state leak rate would generate less water in a four hour period than the minimum detection volume (8 ounces). Therefore, this leakage rate (less than 2 ounces per hour) would result in filling the dished area of the piston crown. This is true as the amount of water needed to fill the dished area of the piston crown is approximately 150 cubic inches or 83 ounces. Any leakage in excess of what the dished area of the piston will hold, would ficw past the piston crown because the two ounce per hour leakage rate is much less than the piston bypass leakage rate of approximately one gallon per hour (one gallon is 128 ounces). See Exhibit H-25. Small amounts of water equal to the volume of the dished area vill not impair the rapid start capability of the engine. In fact, TDI performed a test in which 98% of the clearance volume of the cylinder (440 cubic inches) was filled with water and the engine started
successfully with no damage. This test is described in Exhibit
.H-26. In sum, any head leakage that will exceed the piston bypass leakage rate of 1 gallon per hour would be easily detected by the barring-over procedure, and any leakage less than that rate would have no consequences on the operation of the engine.
- 75. Will.barring-over remove all. water from the cylinder, therefore precluding impairment of the engine's rapid start capability? [ County Filing at 97-98]
A. (Youngling, Kammeyer) Yes. Barring-over includes blowing the engine over with compressed air, at specified ihtervals after engine shutdown, thereby exhausting any water , in the cylinder through the open test cocks. . Rapid start capability would not be impaired since this procedure will remove virtually all water from the cylinder. Any residual water would not affect the rapid start capability of the engine a because the water would simply be expelled through the exhaust valves with the compressed air. i 76. Will the barring-over procedure, including blowing the engine over with air, damage the engine? A. (Mathews) No. Both the barring-over and blow
, over are conducted with the indicator cocks open. Water in excess of the clearance volume will be forced out the indicator L
cocks during barring-over. Water occupying less than the
clearance volume will be blown out of the cylinder when
. starting air.is. applied. Thus, even if a cylin. der were filled with water, neither the barring-over nor rolling-over with starting air would generate sufficient pressure in the cylinder with the indicator cocks open to damage the engine. This conclusion is confirmed by the fact that barring-over procedures of the type used at Shoreham are standard industry practice. Delaval has produced approximately 475 17" bore x l 21" stroke engines totalling 5,474 cylinders and is-unaware of a single incident where. damage to an engine has resulted from barring-over with water present in the cylinder and with the test cock open. These procedures are designed specifically for detecting and removing water from diesel engine cylinders.
1 VI. LEAKS FROM CASTING DEFECTS WILL NOT DEVELOP WHILE THE DIESELS ARE IN STANDBY l
- 77. Is it likely that a leak originating from a casting defect would develop when the engines are in a standby state? [ County Filing at 96]
A. (Wells, Swanger) No. Contrary to the County's assertions, once the engine has reached its equilibrium standby condition, cracks will not open up. Thus, a crack cannot first begin to leak during cold shutdown, t ) .
i l Further, cracks do not have an intrinsic " critical size." A crack may have a critical size only_for a given ; tensile stress field, and no crack will leak water unless I opened by a tensile stress. The notion that a crack could. l I j first begin to leak during cold shutdown and-then grow until it
" ruptures," sending torrents of water flooding through it, is totally unfounded. No crack in a cylinder head has ever 4
" ruptured," during standby or otherwise.
- 78. Might corrosion cause a crack or leak to develop during standby of the diesels? [ County Filing at 96]
A. (Wells, Swanger) The County asserts that
" stresses other than operating stresses, such as stresses from 4
corrosion products acting to force the crack apart, may cause the crack to propagate or grow after shutdown." This is simply untrue. When corrosive products wedge the crack faces apart, those products will plug the crack. This is so because the
- only way corrosion products can exert force on crack faces is to fill the space between the crack faces. If the corrosion products completely fill the space between the crack faces,-
they will pluo the potential leak. Although corrosion product crack wedging has been reported, this mechanism requires very specific corrosion conditions, materials and temperatures. No technical foundation exists to suggest that low strength carbon j i steels are susceptible to this cracking mechanism. Rather,
,, , . , , , ~- -
water chemistry, electro-chemistry potential, pH, temperature, and alloy composition are the significant parameters with respect to corrosion of low carbon steels.
- 79. Would a crack necessarily propagate after shutdown because of certain stress factors? [ County Filing at 95-96]
A. (Wells, Swanger) No. Operating stresses are the i most significant stresses acting on casting defects, and since operating stresses are caused by cylinder firing pressure, operating stresses are eliminated once the engine is shut down. This leaves the other potentia] types of stresses mentioned by the County, i.e., residual stresses and corrosion. (The County's concept of geometrical stress is not recognized in the discipline of stress analysis.) But residual stresses have been substantially reduced in Group III heads as a result of stress-relieving treatments. Moreover, residual compressive (squeezing) stresses inhibit crack propagation or arrest cracks that have propagated into a compressive stress field. Residual a tensile (stretching) stresses typically must be a significant fraction of the yield strength to result in corrosion problems. Since the heads have been stress-relieved, the stress driving force would be negligible. In _hort, a crack will propagate only under certain circumstances. For a' crack to grow, there must be a tensile residual stress of sufficient magnitude. Residual stresses can also be compressive, and such stresses k
1
- I I
would not cause a crack to propagate. The County's discussion fails to take these considerations into account. Moreover, cracks are not necessarily " stress raisers." The presence of a crack can relieve a " manufactured-in" stress. h Also, cracks do not "by their very nature" propagate '"until f they hit a massive part or void, such as an exhaust valve." Cracks in a cylinder head have no inherent nature ensuring that they will grow. Such a crack will not grow unless subjected to a sufficiently high tensile field. No flow (or capillary transfer) of water can take place unless tensile stress is applied to open a crack. Nor do cracks arrest when they " hit" a void "such as an exhaust valve." First, cracks do not arrest when they " hit" a void. Cracks do not " hit" anything - cracks have no momentum. Rather, they propagate through solid materials. Second, a crack could not in any event physically , t
" hit" an exhaust valve, as the exhaust valve is not metallurgically attached to the head. It is also incorrect to say that cracks "never decrease in dimension, especially when the crack surfaces are covered with corrosion products."
Cracks often close up, if a compressive stress field is ( applied. Indeed, corrosion products usually seal a crack and 1 prevent water flow. Moreover, for water to flow through a l crack at all, it must not only be opened by tensile stress; the crack must also extend all the way from the firedeck to the
cooling passages. The County does not demonstrate any-mechanism by which water will leak into,the cylinder. l l- 80. Will water flow through a crack during' cold l shutdown even though there is. essentially no water pressure to drive the water through the crack? [ County Filing at 100] i; i- A. (Wells, Swanger) No. Osmotic pressure cannot generate any pressure to drive coolant through an open crack. To develop an osmotic pressure, a physical barrier, specifically a semi-permeable membrane, must separate the coolant in the crack from the bulk of the coolant. There is no such membrane. Also, with no opening from the cooling passage to the cylinder, no liquid could flow. With an open passage, no osmotic pressure would be developed. o VII. ANY LEAKAGE OCCURRING DURING STANDBY AND AFTER THE BARRING-OVER SURVEILLANCE WILL NOT IMPAIR RAPID START-UP
- 81. In the unlikely event a nev crack did develop after shutdown, or if a leak which starts during operation goes undetected, will the rapid start capability of the diesel be impaired?
A. (Mathews, Kammeyer) No. We do not believe that leakage would occur during standby and go undetected but even if it did, the amount of water that might leak into the cylinder would be too small to have an adverse impact on the rapid start capability or operation of the diesel. l
l l
- 60. Why do you believe that the amount of leakage into '
the cylinder'would be small? [ County Filing at 94]
. A. (Mathews, Kammeyer) Any crack and the resulting leak' caused by casting defects would be small because we believe that improvements in the casting process and inspection techniques discussed in section II will ensure that any defects that exist and escape detection will be small. Put another l way, any crack that formed would be too tight for a large amount of water to leak through. Additionally, should any l cracks form, there would be only minor leakage because of low pressures (less'than 5 psig) in standby. With that small a pre'ssure, and that tight a crack, any water leakage would have i- to be minor.
4 Moreover, contrary to the County's assertions, operating stresses are in fact the most significant stresses j acting on casting defects. The County is incorrect in stating that cracks in cylinder heads will always propagate and grow, unless arrested by heavy material or a void. No such l generalization is possible. Cracks in cylinder heads do not always propagate and grow. To grow, cracks need a tensile stress field of sufficient magnitude. Moreover, cracks do not I arrest when they run into voids or heavy material. A crack j i arrests when it grows into a compressive stress area, or when it runs out of a tensile stress area. 4 l D
-y,- .. -, ,,-,ww.----+,,, -.----...ww, .,,,c-.,,-.,.y.,,-..,-www.w..,<%,. .--,e,v ,yw-.--,- ...--,,--.,ei-.,..., ,, .#, ,. ---- - -- - - --
- 82. Would undetected leakage from a cracked head into the c linder affect rapid-start capability? [ County Filing at 97-98 A. ('Mathews, Kammeyer) No. Rapid start capability
-will not be impaired by an undetected leak. It is our opinion
! that substantial amounts of water (sufficient water to virtually fill the clearance volume) must a'ccumulate in the cylinder before rapid start capability will be. impaired. Given the slow leak rates expected if a crack is present during cold shutdown, the amount necessary to impair start-up will not accumulate. Water leaking into the chamber will first fill up the dished area of the piston which can hold 150 cu. in. of water. Once this happens, water will overflow the piston and flow down past the piston rings and into 'the engine sump. As the test described in Exhibit H-25 concludes, the leakage rate , that can be achieved past the pistons is approximately 0 75 to 1 gallon per hour, much larger than the leakage rate that can be experienced in a cylinder head during shutdown. Thus, no more than 150 cubic inches will accumulate'in the chamber, any additional leakage would bypass the piston. Our experience confirms that this amount will not impair the rapid start capability of the engine. The County's assertions at pages 97-98 of its testimony are unfounded. It is not true that if the liquid in the cylinders is greater than the " critical volume" but less than l .1 ... . . ____-__-_.-o- _ _ _ _
l the' clearance volume, the liquid may not show up during the barring-over procedure,-with dangerous pressures building. The blowing-over procedure will_ blow water out of the test cock. l Additionally, in the research and development test described in Exhibit H-26, 440 cubic inches of. water was placed into_the cylinder and tested. It was.found that water in this gross amount (98% of the clearance volume of the piston) did not impair rapid start capability. Nor did the water cause the studs to stretch or the gaskets to leak. The County also incorrectly states that " water leakage ? into the cylinder head could lead to a catastrophic failure should the cylinder head go ' solid with water.'" There is a always water in the cylinder head (in the water passages). Also, whether the configuration of the piston crowns is dished or undished is irrelevant. The dished crown has nothing to do with whether or not there is leakage past the piston rings. i What is more, the County implies that scoring of the cylinder liner due to water leaking will inevitably lead to j rapid seizure of a piston. The insignificant scoring of 4 ). cylinder liners that has been observed at Shoreham and at other TDI applications has never been a causal factor in the rapid seizure of a piston. i
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As to cracks in the firedeck even absent water leakage, the combustion gases will.not " airlock" the cylinder head because the water passages in the head will cause the coolant-to carry the gases to the jacket water standpipe. In addition, there would'never be enough exhaust gas to affect the coolant temperature as the County postulates. There have never been j any problems with " gassing up" of the jacket water pump because j the standpipe in the water system is designed to allow the separation of gases. Moreover,-the minimal additional heat. input from a small crack in the firedeck would not make a
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difference in cooling water temperature. Adequate overdesign in heat exchangers would handle minor temperature rise should it occur. Finally, during normal operation of the engine, there is substantial heat flow from the cylinder into the cooling water in all the cylinders. Combustion gases have a low specfic heat compared to cooling water, and therefore, a small amount of gas allowed to enter the cooling water would not carry with it any significant heat.
- 83. Could-corrosion inhibitors in the cooling water of the EDGs affect rapid restart if leakage occurred? [ County Filing at 99]
l l
A. (Wells, Swanger) -No. First, there would not be
~
enough leakage. There would not be enough salt or corrosion products to have any significant effect.. The effect on lubrication would thus be inconsequential. In any event, no engine has experienced this. Moreover, the cylinder liner, piston and piston rings are coated with oil and tenacious carbon deposits that would prevent access of coolant to the metal surfaces. Thus, we do not believe that there will be a chemical reaction between the corrosion inhibitors and the metal surfaces.
- 84. Will the corrosion inhibitors prevent corrosion in the cylinder if leakage should occur? [ County Filing at 99]
A. (Wells, Swanger) Yes. If passivation occurs it will prevent subsequent corrosion, contrary to the County's claims. I
- 85. In your opinion, could corrosion products act as a barrier and prevent the passage of water between the piston and the walls and into the lube oil sump? [ County Filing at 99]
A. (Wells, Swanger) No. If in the unlikely event l corrosion inhibitors re, ached the metal surfaces of the piston, piston rings or cylinder liner, the passive film that would form would only be a few molecules thick, and would have none of the effects attributed to it by the County, and no influence on the operation of the engine. Further, without the action of 1 I
_ combustion gas pressure to seal the piston rings against the cylinder liner, and with the presence of an intentional gap at the ends of each of the piston rings, most water that might enter a cylinder-through a small crack would drain past the piston into the engine sump where it would not affect the rapid start capability of the engine.
- 86. Do you believe that passivation will occur immediately on contact with the metal, but that the speed of any corrosion development is unpredictable? [ County Filing at 100]
A. (Youngling, Seaman) No. Since the components that would allegedly corrode are covered with oil or carbonaceous deposits, it is highly unlikely that either corrosion or passivation will occur. Further, LILCO specifically maintains a level of. corrosion inhibitors to prevent corrosion. The County brings into question the size of a critical crack without the necessary reference to the need for an external tensile stress field to define a critical size.
- 87. In your opinion, is a steel cylinder head strong enough to resist cracking caused by corrosion?
A. (Wallace, Wells, Swanger) Yes. The conditions of corrosion that will exist in the head are minimized by the presence of corrosion inhibitors in the cooling water. Snould any minor corrosion occur, it will have essentially no effect on the stresses in the walls of the head. No technical
l l e foundation exists to support a corrosion assisted crack growth , mechanism in low strength' carbon steel. Moreover, the change
.in the steel of the cy1.inder head to a lower carbon content cannot be cited as a cause for cracks to initiate or propagate.
Indeed, a steel with lower strength will exhibit higher . ductility, enabling it to blunt the ends of cracks through
- plastic deformation, reducing the tendency of the crack tip to multiply any external applied tensile stresses that might
] exist. All known leaking of Group I or II TDI heads has been ,
- related to causes other than the corrosion assisted cracking postulated by the County. Corrosion assisted cracking of cast steel is not possible with the water treatment specified at Shoreham. .
- 88. Do you believe that water leakage past piston rings would prevent rapid start or damage the engine during operation by reducing lubrication? [ County Filing at 98]
A. (Mathews, Kammeyer) No. We do not believe that l water leakage past the piston rings would prevent the Shoreham ; 4 diesels from performing their required functions. First, as explained above, once the engine is shut down a significant leakage rate is unlikely. If leakage were to occur, it would be quite small. Given the large volume of the lube oil system (approximately 700 gallons), significant amounts of water would have to leak into the system before any reduction in ,
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I lubrication could be expected. Second, the-lube oil system at Shoreham is kept at a standby temperature of 140-150*F, which tends to vaporize water contained in the system. The partial pressure of water at 150*F is approximately 3.5 psi, therefore, liquid dripping into the sump will be heated and will vaporize. This water vapor would exit the crankcase through the lube oil sump vent, reducing tae water content of the lubricating oil. Third, truly significant quantities of water leaking into the lube oil would be detected by changes in the jacket water system level which has a low-level alarm. In i this case, steps would be taken to investigate the leakage, change the cylinder head and analyze the lubricating oil, if I necessary. Thus, we do not believe water leakage from a cracked head would result in a reduction of lubrication which would prevent the engine from performing its required functions.
- 89. Are there any other reasons why you believe that water leakage into the crankcase would not impair the rapid start capability of the Shoreham diesels?
A. (Mathews) Yes. It is not uncommon for water to enter the crankcase of a diesel. In fact, all internal combustion engines experience a normal condition called blow-by l in which a small percentage of the combustion gases blow by the piston rings into the crankcase. These combustion gases l l 9
3 contain a significant amount of water. The blow-by on the Shoreham diesels is constantly mixed with the highly agitated lubricating oil and contaminates it at the rate of approximately nine gallons per hour. As would happen with any leakage past the piston rings, this water contaminaton is continuously boiled off from the hot lubricating oil and exits
.the engine from the crankcase vents.
- 90. With respect to your point that large amounts of leakage would be detected by monitoring the jacket water system, if the leakage was slow, would the jacket water system level be an effective indicator?
A. (Mathews) Not necessarily. But if the leakage was slow, the buildup of water, if any, in the lube oil would be detected by the regular analysis of the lube oil that is conducted in accordance with LILCO's preventive maintenance requirements. VIII. CRACKS DEVELOPING IN THE CYLINDER HEADS DURING OPERATION WILL NOT PREVENT THE DIESELS FROM PERFORMING THEIR REQUIRED FUNCTION
- 91. Do you believe that leakage occurring during operation of the Shoreham engines will affect their operation?
(County Filing at 101-102] A. (Mathews, Wells, Swanger) No. Water is not a stranger to the combustion side of the diesel engine. When engines operate they continuously ingest large amounts of water i
I I l vapor and this water often takes the form of droplets. Additionally, the chemical reaction of the fuel with oxygen in the combustion air creates over 1 and 1/3 pounds of water for each 1 pound of fuel burned. These are normal operating characteristics of diesels at Shoreham as well as all other diesel engines. Each engine at Shoreham typically ingests 150 gallons / hour of water, with the combustion' air either as vapor or droplets, while operating at full power on a humid day. Each engine will create approxiniately 300 gallons / hour of water vapor during the combustion process. These amounts of water are substantially greater than would be expected to leak from a crack or defect in a cylinder head. Thus, any leakage that
, might occur would be carried out the exhaust with no adverse impact on engine operation.
Even if large amounts of water entered the cylinder the County's claim that water would impair lubrication and cause seizure of the piston and fracture of the piston skirt is unsupported. Indeed, in other internal combustion engines large amounts of water are intentionally injected into the engines to assist in cleaning the combustion chamber, or in other instances to assist in the combustion process, without any impairment of the lubrication of the cylinder, seizure of the piston, or fracture of the piston skirt. The County's j attempt to distinguish the situation at Shoreham (County Filing i I L_
j l I l at 102) is not feasible. The amount of salt residues from : corrosion inhibitors in the cooling water at Shoreham would be inconsequential. The individual salt crystallites that would form would be of micron or sub-micron size. Interestingly, research on intentional injection of abrasive particles in this t
, size range has been shown to improve the' performance of combustion engines by polishing the moving internal parts of the internal combustion engine.
- 92. In your opinion, could cracks in the cylinder head cause long-term problems such as erosion of the turbocharger blade, scoring of the cylinder liner, and damaged piston rings?
[ County Filing at 102-103] A. (Kammeyer, Seaman, Youngling, Wells , Swanger) No. First, water passing out with the exhaust gas will'be in the form of steam at exhaust gas temperatures in excess of 900"F, and will not erode the turbocharger blade. Thus, the consequence of turboblower speed falling cannot occur. Second, any possible water leakage into the cylinder will not cause any substantial scoring of cylinder liners or damage to piston rings. Indeed, the Shoreham TDI Engines have demonstrated the ability to operat,e with minor scoring of the cylinders with no damage to the piston rings and with no reduction in power. The County seems to suggest that scoring of the cylinders and damage to piston rings would allow gases into the ! cooling water system. This demonstrates a fundamental
misconception regarding the arrangement of the various intake, exhaust, lubrication and cooling systems of the TDI Engines at Shoreham, since there is no path from the piston rings to the cooling water system. The minor scoring of the cylinder liners at Shoreham did not result in any significant increase in
. blow-by, as evidenced by records of the crankcase pressure maintained by LILCO. ,
The possibility of a crankcase explosion as hypothesized by the County does not exist, because the atmosphere within the crankcase during operation of the EDG's does not contain a sufficient concentration of oxygen to support combustion or explosion.
- 93. Mr. Kammeyer, do you have an opinion regarding the potential-for exhaust gases entering the jacket water cooling system having an impact on the operation of the diesel?
4 A. (Kammeyer) I do not believe that Would have any immediate or any short-term effect on the jacket water system or on the diesel engines as a whole. We have continuous vents in the jacket water system and a large standpipe to remove gases both in the heat excnanger and in the pump, in order to prevent gases binding these components. In addition, we do routine sampling to ensure that the chemistry is in specifications and that our corrosion inhibitor is in specifications. Also, we have a conductivity cell that
l l continuously measures the conductivity of the water. That is installed to' ensure that in case of a jacket water heat exchanger tube leak, chlorides and excessive conductivity would j be detected. That would detect any abnormalities with the jacket water cooling system chemistry. IX. NONE OF SHOREHAM'S REPLACEMENT CYLINDER HEADS HAS A RELEVANT INDICATION
- 94. Is it true that at least one replacement cylinder head at Shoreham has an indication? [ County Filing at 92]
A. (Wells) No relevant indications have been reported on the cylinder heads at Shoreham. The County alludes merely to a non-relevant visual indication of no consequence on a non-stressed part of the head, as described in Exhibit H-14.
- 95. Was BILCO's response to this indication appropriate? [ County Filing at 92]
A. (Seaman, Youngling, Wells, Swanger) Yes. Contrary to the County's allegations, LILCO's response was entirely appropriate since an indication in a low stress, non-critical area vill not grow, either from operating stresses or corrosion. It should be noted that some surface indications are common in all castings. They can result from superficial features such as tool marks, pits, inclusions, cold shuts and
other. irregularities in~the surface of the casting. Most of these features would not be characterized as " cracks," due to their bluntness. These indications do not have any affect on fatigue behavior of cylinder heads at Shoreham due to their _ bluntness and/or small depth, especially when located in
-low-stress areas, as was the case with the " indication" noted by the NRC. The County's description of this indication as a " crack" is unwarranted. Also, because there is no cooling water on either side of this area, no corrosion is possible here. Finally, LILCO would absolutely not accept a cylinder head with a crack in a critical area, let alone "one or more" cracks.
X. THE REPLACEMENT CYLINDER HEADS WERE ADEQUATELY INSPECTED AFTER OPERATION
- 96. Were the replacement cylinder heads at Shoreham adequately inspected after operation? [ County Filing at 86-93]
A. (Youngling, Seaman, Kammeyer, Wells) Yes. The replacement cylinder heads at Shoreham were adequately I l inspected after 100 hours of operation at full load and the results of these inspections provide the required level of assurance that operational stresses will not induce cracking, and support FaAA's conclusion that the cylinder heads at j Shoreha:a are qualified for unlimited operation. 5
Since the cylinder heads were subjected to a 100% factory inspection by TDI, which was audited by LILCO, as well as to additional pre-operational-inspection by the NRC, the post-operational reinspection done pursuant to the DRQR confirmed the adequacy of the design and. manufacture of the heads.
- 97. Was the sample reinspection adequate?
A. (Youngling, Seaman, Kammeyer, Wells) Yes. The inspections carried out on the cylinder heads at Shoreham were f adequate to reveal any operationally-induced flaws. This is i true because the required level of quality of all of the cylinder heads was demonstrated by pre-operational inspections carried out by TDI, LILCO and NRC, which guaranteed that all the heads were of similar quality. The sample inspection was adequate, since any operationally induced flaws should have appeared on virtually all the sample heads or, as here, on none of them. Finally, all of the replacement cylinder heads at Shoreham have been evaluated by a routine barring-over procedure, which shows that no leaks have developed in any of the heads. Continued adequate performance will be verified by this procedure. f
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- 98. Why was inspection after 100 hours at full load adequate?
A. (Wells, Swanger) Information contained in the Steel-Castinos Handbook (5th Ed.) edited by P.F. Wieser, 1980 (p. 15-10), shows that the cyclic stress for cracking in 10 million cycles is 94% of the cyclic stress for cracking in 1.35 million cycles (corresponding to 100 hours of operation). Scatter of 6% in stress is commonly observed in fatigue data, therefore, it is likely that cracking indications would-be observed in the population of inspected firedecks if they had been operated for 1.35 million cycles at stresses above tFa endurance limit.
- 99. Would the post-operational inspections have disclosed surface defects on the replacement cylinder heads?
[ County Filing at 90] A. (Youngling, Wells, Seaman, Kammeyer) Yes. The County's allegations are unfounded. First, TDI's quality control program fot the replacement Group III cylinder heads is , not ineffective. All of the inspections LILCO and the NRC
- performed confirmed that TDI factory inspections were properly l
carried out. Because of the pre-operational quality level of the new heads, the sampling reinspection was adequate. Second, the portions of the sample heads selected to be examined were i the critical areas of the heads subjected to the highest operational stresses. Third, the County alleges that the
l 4 liquid penetrant: test was performed on the firedeck only in the , area between the exhaust valves. This is not so. The liquid penetrant test was also performed on the entire firedeck, including the valve seats. Fourth, contrary to the County's statement, inspections were not limited to visual and' liquid penetrant testing. Ultrasonic. testing was also done, as_the County points out in its very next sentence. The ultrasonic test was done for the purpose for which it was intended - to measure firedeck thickness. LILCO also witnessed:a sampling of magnetic particle testing at TDI. 100. On how many heads was the liqu.3 penetrant test done? A. (Youngling, Seaman, Kammemeyer) A liquid penetrant test.was done on exhaust and intake valve seats and l-the firedeck on 10 of the cylinder heads. i 101. On how many heads was ultrasonic testing done?- I A. (Youngling, Seaman, Kammeyer) The firedeck thickness was measured after qualification testing on 13 replacement cylinder heads. Prior to qualification testing, the NRC inspected 13 heads selected at random. Twenty-three replacement heads have now been inspected ultrasonically by LILCO and/or NRC. All firedeck thicknesses were found to be acceptable. This provides substantial confidence that TDI's 4
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1 l programL t o ensure. correct firedeck thickness on new cylinder heads was properly implemented; 102. On_how many heads were visual inspections performed?
~
A. (Wells, Swanger, Seaman) Visual-inspections were performed on 32 valve seat areas and on 7-firedecks. Prior to l qualification testing, the.NRC inspected 52 valves (13 cylinder 1 heads).- Sixty-four valves have now been visually inspected by LILCO and/or the NRC (16 cylinder heads). 103. In your opinion, is the visual examination of limited use? [ County Filing at 92] , A. (Seaman, Wells, Swanger) No. Visual inspection would detect most operationally induced flaws. Any flaws that could result in water leaking into the cylinder would probably be seen on the surface of the firedeck, a Moreover, the results of the visual inspection have not been ignored as asserted by the County. The incident discussed . by the County involved an indication approximately 3/8" long which the NRC staff discovered, as explained in Exhibit H-14. The indication was not ignored; it was evaluted by TDI and ! judged to be acceptable. TDI made this engineering disposition !~ since the indication was in a non-critical, low-stress area, i i 1.e., the machined bottom port area, as shown in Exhibit H-15. I + Thus, TDI advised the Staff that this indication - not " crack," as the County calls it - was within TDI's acceptance criteria. g , -y'+ - w y- ,y-<y- ,,y --,mw w-we--v4ew r - ,,-p-- , - , -e v y w w- m ov ,--y--i---e,+cv.w-ey-- y,- ,- y ,www--v+ye+-.--k-- ,-eg-,
XI. CONCLUSION 104. In light of the County's contention on cylinder heads, is it your conclusion that the cylinder heads at : Shoreham are capable and reliable and adequate for their intended service? A. (Youngling, Seaman, Wells, Swanger, Mathews, Kammeyer, Wallace, Pischinger) Yes. The replacement cylinder heads are absolutely adequate for their intended service and are capable and reliable. There are a number of factors l discussed in this testimony which, when taken together, provide more than reasonable assurance of this. 105. Please summarize these factors. A. (Youngling) These factors include:
- 1. Improvements in casting techniques and use of stress-relief, which reduce the potential for defects by ensuring a higher quality casting;
- 2. Additional inspections and non-destructive examination, which ensure that cylinder heads containing defects will not be placed in operation;
- 3. FaAA's analyses, which show that deformation will not occur in the replacement cylinder heads as a result of thermal and pressure stresses and that the heads are capable and reliable and adequate for their intended service; i
1
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- 4. The demonstrated operating record of the Group III heads, including those at Shoreham, which shows that no Group III heads have leaked although there are over 600 in service;
- 5. The fact that LILCO will use a barring-over procedure after each shutdown, which will provide added assurance that the heads have not experienced any leaks; and
- 6. Finally, in the unlikely event a defect did occur in the heads, it will be detected. In the remote event a defect escaped detection, leaks, should they occur, will be detected and, in any event, will not affect rapid start capability or diesel operability, i
1 l l i I
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e 1 1 e 1 e. O Attachment 1 l i
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CRAIG E. SEAMAN 358 CLUBHOUSE CT. CORAM, N.Y. 11727 (516) 929-6050 BUSINESS (516) 698-0503 HOME
SUMMARY
l i An aggressive, results-oriented engineer with extensive background in engineering supervision, mechanical ar.d structural engineering, and construction. Most recent assignment requires management of 150 engineering, professional and technical personnel assigned to resolve design a;.d quality concerns with a nuclear standby diesel generator manufacturer. f l 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 ravalidation of Transamerica 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 utilities 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, qua)ity control inspectors and clerical support.
~
AS SENIOR 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 utili.ty/ 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 Recirc 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.
DANIEL INTERNATIONAL CORPORATION ENRICO FERMI UNIT II (1973 - 1979) AS PROJECT ENGINEER
. Assigned to the Walbridge Aldinger Company (WACo) to establish the firm's 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 j 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 construction 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 CONSTRUCTION COORDINATOR
. Provided a recommendation to purchase previously rented heavy construction ett.ipment which resulted in a savings of over $500,000. . 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 - Age - 31 Height - 5'9" Weight - 160 Married - 1 Child Health - Excellent
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, YW~--y . "M"mww,-, _ _
v .; - . t ! Edward J. Yategling Manager, teaclear mgineering Department
\
4 Assigned as Manager, Ntaclear m gineering Department in May 1984. Report to the Vice President, Nuclear. Responsible for the overall operation of the Nuclear hgineering Department. The Nuclear Engineering Department is' charged with providing the technical direction for engineering, fuel management, and radiation pavi cdon for the purpose of maintaining the design basis of the Shoreham Itaclear Power Station. i j Besponsible for the organizational developnent of the Nuclear Engineering ! Department and the definition of functions and responsibilities of the f Nuclear Systems Engineering, Nuclear Rael, Itaclear Project Engineering,
- mgineering Assurance and Radiation Protection Divisiens.
j Provide timely technical FM to Shoreham plant operating staff for routine and abnormal operations in areas of nuclear engineering, ! core analysis, radiation pi h tien, health physics, chantstry and
- radiochenistry. Administer programs ~and approve procedures to provide engineering and engineering management for plant nodifications and f engineering studies. Establish reliability and risk assessnent capability aimed at improving plant safety and availability. Provide engineering em to Shorehan in the disciplines of thermal-hydraulics, heat l transfer, stress analysis, systans engineering, instrtmentation and I cxantrols, materials engineering, nuclear fuel design, core physics, safety i and reliability analysis, risk assessment, radiatica protection, shielding, j health physics, radiation chemistry, non-destructive examinaticm, corrosion j analysis, and nuclear weste technology. Direct engineering work to the j office of mgineering on matters enecapassing the disciplines of l
electrical, civil, power and enviraunantal engineering for projects related
- to Shoreham. Direct activities related to nuclear fuel cycle managernent
' and establish nuclear matacial accountability. Establish oore analysis systems to provide core follow support and advice on control rod withdrawal patterns. Provide technical direction for the Ccupany's Radiological ; Environmental Itnitoring Program. Provide radiation p5vuiction engineering and health physics technology assesseunts for im.vipuration in the i Ccepany's AIARA radiation dose reduction progran. E punsible for the l Ccapany's AIARA radiatica dose reduction progran. Participate with Nuclear Operations R & t and Plant Operating Staff in the developnent and inplamentation of the Corporate Licensing Policy. Prepara and approve all budgets related tn departmental activities m==y to ermply with Corporate requirements. Prepare testimony and participate in appearances before federal, state and local hearing boards as required (PSC Prudency, PSC Rate Case, NRC Hearings, etc.) . Administer R&D offorts within the Department in support,of the Corporate R&D program. I
Edward J. Youngling i Responsible for the finalization of the Shoreham Delaval Diesel Generator Design Review / Quality Revalidation Program. Graduated fran Imhigh University in 1966 with a Bachelor of Science Degree in Mechanical Engineering. Fran June 1966 to March 1968 attended Union j i College and achieved credits towards a Masters of Science Degree in Nuclear j Engineering. Successfully ocupleted the following training courses: ) " Introduction to Nuclear Power" by NUS Corp., July 1970
" Boiler Control Fundanentals" by General Electric Co., January 1972
" Fundamentals of BWR Operation" by General Electric Co. at the GE Dresden Sina11ator, August 1972
" Process Ccaputer Concepts and Practices" by General Electric Co.,
, February 1973 "Shoreham Research Reactor Training Pr w sma" at Brookhaven National Iaboratory Medical Research Reac'.or (NIC SROC License candidate research
> reactor. training requ.trement), May 1975 "Plann.tng for Nuclear anergencies" by Harvard School of Public Health, l' May 1976
" Interagency Course in Radiological anargency Response Planning in Support oi Fixed lar1*ar Facilities" by Pel== Regulatory Cconnimairvi, Septanter 1978
- "Custaner Engineer Training Fsws== in the Methods Used to conduct Maxinun
'Darbine Capacity Tests and Analyze Results to Detect and Correct cycle losses" by the General Electric Co., large Steam Turbine Division, September 1979 j
"Shoreham Nuclear Power Station Ort-Site Training Program" (NRC SBOC license candidate plant systans training requis 4), January - April 1979 j "LIIID Advanced Supervisory Workshop", April 1979 i
{
" Assertiveness Training Wonat=4", Noventer 1980 "LIIID Management Workshop", December 1980 "Shoreham General Brployee Training",1983 f
i Achieved a Senior Operator Certification fran the General Electric Ccmpany cm the Duane Arnold Energy Center Boiling Water Reactor. March 1981 - May 1984 Assigned as Startup Manager in March 1981. Respcmsible for the Preoperational test activities for the Shoreham Nuclear Power Station. i Report to the Vice President-thclear. Responsible for coordinating all ! Chechout and Initial Operations and Prooperational '14 sting. Set initial J M M en
- priorities by system / subsystem and m mitor constructico progress as it relates to the starty schedule. Had the authority to nodify cznstruction scherbia as ccmditions demand. Chaired constructica release meetings at which status of construction, as it relates to systems scheduled to be released, was discussed. Member of the Joint 'Ibst Group.
I!hsured that the established procedures of doctanentation critrol were followed. Responsible for the review, monitoring, supervision and approval Page 2
i Edward J. Youngling l l of Checkout and Initial Operations Tests, Preoperational Tests, and Acceptance Tests, review of all test results mamaries and sh.wd
- acceptance, rejectim or modification by the JIG according to results.
l Responsible for the production of all the software required for testing of Shoreham. Certified Invel III per ANSI N45.2.6 - 1978. In August 1983 named as Manager for the Shoreham Delaval Bnergency Diesel Generator Crankshaft Failure Recovery Piq. . Responsible for coordinating the failure analysis, rebuilding, ratesting and requalification of the three diesel generator units. t Prepared testimony, was depositioned and testified before the Atomic Safety and Licensing Board regarding Shorehan cmtentions dealing with quality i assurance, startup testing and emergency diesel generators. Prepared
, testimcny and testified before the New York State Public Cervice ! Ocamission. Respcmsible for direct interface with NRC Besident, Regional' t
and Staff personnel for matters related to the preoperational test program and emergency diesel generators recovery effort. l May 1979 - March 1981 ! Assigned as Itaclear Services Supervisor in May 1979, 4A to the i Manager, Nuclear Operations &-M Division. Responsible for the
! management and coordination of those support services required by inm
, Nuclear Power Stations. '1hese support services included coordination of major station modifications, performance of operational design reviews, coordinating the resources of other LIICO Departnants and outside consultants to achieve a desired result assigned to the Division, coordinating Img-range planning activities associated with plant
- maintenance, fuel cycle strategy and budget and cost control, monitoring 5
overall plant and individual q9-nt perfornance, maintaining a current l knowledge of federal regulations, industry codes and standards, and changes thereto applicable to the facility. Participated on the LIICO Corporate Task Forces assessing Shoreham design and operatims, ww. ate ocesunications, crisis management and overall ocupany eenrgency preparedness following the 'three Mile Island thit 2 accident. C.hairman of the Shoreham Review Task Group, responsible for developing action plans for inglenenting post 'DtI rem.sdations. Responsible for the Shoreham Centrol Rxm human factors design review. Developed the corporate policy manual defining interdepartmental responsibilities for the LIICO Nuclear Pr%smu. WO Page 3
1 Edward J. Youngling February 1975 - May 1979 Assigned as Chief Technical Engineer of the Shoreham Nuclear Power Station
- Unit 1 in January 1975. Responsible for the activities of the Instrunentation and Control, Health Physics, Radiochenistry and Reactor Engineering Secticms of the plant staff, including the developent of administrative and technical programs and pccc.&res to meet regulatory, ocupany and industry requirements; and the training of professional personnel and technicians to satisfy quamicaticm standards. Served on the plant Review of Operations Ccanittee (BOC) and when designated acted as Chairman of the ROC in the Plant Manager's absence. Served as a number of the plant Licensed Source User's Ccanittee as stipulated in NBC Nuclear Material License No. 31-17432-01, February 1977.
l l August 1974 - January 1975 Reassigned to the plant staff as the Instrumentation and control mgineer, then Acting Chief Engineer-dechnical. Respcnsible for manpower planning and the development of the technical training pr@ t. . for subordinata personnel. Participated in generating portions of the Shoreham Safety Analysis E-r.n , and in the review and approval of plant operating
- prev =+res, lesson plans and system descriptions.
July 1973 - July 1974 Named the Instrumentation and Control mgtneer for Shoreham Nuclear Power Station and assigned to the General Electric Ccapany Startup, Test and Operations (SIO) organization at the Duane Arnold mergy Center in Cedar Rapids, Iowa. Participated in the preoperaticmal test program in the areas of in-m re nuclear process radiation and reactor vessel (pressure, level and temperature) instrunentaticm. Acted as G.E. shift engineer during fuel l loading operations and as assistant to G.E. shift engineer during startup l testing and power ascension g @ sam. Participated in the G.E. shift i engineer training program and sat for the G.E. Certification Examination for DAIC. August 1972 - June 1973 Reassigned to Shoreham Nuclear Power Station Project as the Assistant Project Engineer, then Project m gineer. Responsible for overall plant design ocatrol. Coordinated design effort between LII4D, Stone and Webster Engineering Corporation, General Electric Co. Nuclear Energy Division, ! various major *equipnent suppliers and regulatory agencies. ) l November 1971 - July 1972 i . Reassigned to the Northport Power Station to participate in the startup of Northport Unit No. 3. Directly responsible for the startup of the boiler
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for this 38019f unit including the fuel safety systen, the M1= tion and Page 4
cl - . Edward J. Youngling ! fee &mter ocmtrol systems and associated mechanical equiprent. Assumed overall plant shift operatims respcmsibility during the latter stages of startup. Was an instructor in the Unit No. 3 systerns training program given to plant supervisors, operators, technicians, and mechanics. l l
)
Novestber 1969 - Oc+nhar 1971 Assigned to the Shoreham Nuclear Power Station Project in the Nuclear bgineering Department. Participated in the engineering review of the Shoreham plant design in the following areas: plant equipment layout, equignent specificaticms, equiprent selection, main cxantrol board design, plant operations logic, plant instrununtation, plant cartputers. Paview included contacts with the A-E, Stone and Webster, NSSS supplier, General Electric Capany, various vendors and visits to several nuclear stations. April 1968 - Octnhar 1969 aployed by the Icng Island Lighting Capany and assigned to the Northport Power Station. During the period, assisted in the startup of Northport Unit 2, assisted in the station maintenance section supervising route and shutdown naintenance activities and acted as the station Besults Engineer responsible for the repair and rulibration of the station instrument and cmtrol systens and for monitoring r,tation performance. June 1966 - March 1968 hployed by the General Electric Ccmpany at the Knolls Atmic Power Iaboratory. Stacioned at the West Milton Site as a Mechanical Test Engineer on the S3G Prototype "USS Tritan" sukmarine. While at the S3G plant my respcmsibilities were to prepare procedures for tests and operations which were not in accordance with normal plant operations; l supervise the actual tests, analyze the results and issue reports to the AEC. The following specific activities were engaged in: ccrpleted selected sessicms of the hgineering Officer of the Watch Training Course, participated in ntsnerous plant tests including routing low power physics testing including directing reactor ccatrol rod at:rvenents through Navy reactor operators, maneuvering transients, main coolant purry tests, power runs, various engine rom tests and ultrasonic testing to trend pipeline degradation. Participated in the .d/anced Beactor Control Program as Isad Shift 14st Engineer, including capletion of required training program, and performing preoperational tests and integrated plant acceptance testing. I Marber - American Nuclear Society. Held a Cuest Associate Engineer appoint 2nent in the Beactor Division at Brookhaven National laboratory. Marber - Pi Tau Sicpna. Hold an Engineer in Training Certificate - State of Pennsylvania (State aegistration Board for professional mgirmers) . Page 5
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i f a f. l l Attachment 3 l
DETAILED EXPERIENCE RECORD KAMMEYER, JOHN C. 47182 STONE & WEBSTER ENGINEERING CORPORATION, BOSTON, MA (June 1979 to Present) l Appointments: Engineer, Power Division - Feb 1981 Career Development Engineer, Power Division - June 1979 Shoreham Nuclear Power Station, Lona Island Lightina Company (Nov 1979 to Present) As ENGINEER (Apr 1984 to Present) on special assignment to the Transamerica Delaval Inc. (TDI) Owners Group in the capacity of Program Manager of the Design Review and Quality Revalidation effort for TDI diesel generators 4 utilized at 13 different nuclear power plants. Responsible for directing Engineers and Quality Inspectors in the resolution of generic TDI diesel engine problems, and the design review / quality revalidation of selected engine components. In addition, participating in meetings with the Nuclear Regulatory Commission and its technical staff to present the overall program and provide briefings on problem component analyses. As ENGINEER (Aug 1982-Mar 1984) assigned to the Site Engineering Office (SEO) in the capacity of Power Engineer and Assistant Head-SEO, responsible to the Head-SEO for the Power Division effort. During the construction and startup testing phase of the plant, responsible for directing Engineers and designers in the resolution of problems dealing with fluid systems and related components, such as piping, valves, mechanical equipment, and equipment erection. Provided engineering and coordination support to the client for the emergency diesel generator design revalidation program and ASL3 qualification effort. Plant preoperational phase responsibilities include developmental support of the station modification programs and ' engineering the specific modification packages for the upgrade of mechanical systems and equipment. In addition, in the absence of the Head-SEO, responsible for the operation of the Site Engineering Office. ' As ENGINEER (May 1981-July 1982), assigned to the Site Engineering Office, responsible for resolving various engineering related construction problems, principally with piping and mechanical components, requiring an immediate solution to support the construction schedule. In addition, working directly with the client's start-up organization to resolve system operation l deficiencies. As ENGINEER and CAREER DEVELOPMENT ENGINEER (Nov 1979-Apr 1981) in the Nuclear Engineering Group, responsible for preparing reactor plant flow diagrams, specifications, and FSAR sections. As a Career Development Engineer, spent four months at the Site Engineering Office, responsibilities lacluded maintainability study of the 850 MWe power plant. 7SW46-1461 1
1 July 1984 KAMEYER, JOHN C. ENGINEER POWER DIVISION EDUCATION Ohio State University - Bachelor of Science, Mechanical Engineering 1979 Various U.S. Navy Electronic Technician and Nuclear Power Courses. Various Stone & Webster Career Development and Continuing Education Courses. EXPERIENCE
SUMMARY
Mr. Kamseyer has five years of experience on nuclear power plant projects and six years experience on U.S. Navy Nuclear Submarines. Currently as an Engineer, assigned to the Transamerica Delaval Inc. (TDI) Onwers Group, as the Design Review and Quality Revalidation Program Manager. He is responsible for the technical direction and management of the TDI emergency stand by diesel engine requalification effort for thirteen utilities. Since joining Stone & Webster Engineering Corporation (SWEC) in June 1979, he has also been assigned to the Site Engineering Office o' the Shoreham Nuclear Power Station. In addition, he has completed the Career Development
- Program including assignments to the 850 MWe boiling water reactor Shoreham j Nuclear Power Station as a Site Engineer and as a Systems Engineer, and to a 938 MWe pressurized water reactor North Anna Power Station project as a j Systems Engineer.
Prior to college, Mr. Kammeyer spent six years in the Navy's Nuclear Power Program; the final three years as a Reactor Operator aboard a nuclear , submarine. PROFESSIONAI. ATTII.ATIONS American Society of Mechanical Engineers - Associate Member l l 7SW46-1461 1
JCK
>- North Anna Power Station - Units 3 & 4, Virginia Electric and Power Company (June 1979-Nov 1979)
As CAREER DEVII.0PtENT ENGINEER, assigned to the Nuclear Engineering Group responsible for preparing reactor plant flow diagrams, specifications and [ FSAR sections. U.S. NAVY (Sept 1969-July 1975) USS James K. Polk, SSBN - 645 (Apr 1972-June 1975) Responsibilities included reactor operator, reactor instrumentation maintenance, supervision of division training; honorable discharge with ETR-2(SS) rating, commendation from Commander Submarine Squadron Sixteen. f 4 I 1 7SW46-1461 2 _ ~ - . _ . _ ._ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ . _ - - _ _ - - _ . - _ . _ . _ ___ _ _ . . _ . _ _ _ _ _ _ _ _ _ _ . _ . _ . _ _ _ _
Attachment 4
1 Failure ! Assoaates CLIFFORD H. WELLS SW ProfessionalCompetence Structurallifetime crediction and reliability analysis, nondestructive evaluation, mechanics of deforma-tion and fracture, elevated temperature design methods and analysis, mechanical test methods and fracture analysis, microstructural mechanisms of fatigue and material modeling, and integtated inspec. tion and analysis systems for structural lifetime assurance. Past research includes mecnanical behavior of materials at high temperature and in aggressive environments. development of a turoine rotor fatigue lifetime crediction system. modeling of material deformation and fracture under complex stress states, development of mechanical testing methocs [ Background and Professional Honors l 8.S. (Mechanical Engineenng). Yale University l M S. (Civil Engineering). Yale University l Ph.D. (Acclied Mechanics). Yale University Oak Ridge School of Reactor Technology Vice-President. Research and Devetcoment. Failure Analysis Associates Assistant to President and Director of Engineenng Mechanics. Southwest Research institute Assistant Manager. Matenals Engineenng and Research. Pratt & Whitney Aircraft Structural Engineer. Oak Ridge National Laboratory
, Research Assistant.
Yale University F;llow ASME President elect. Federation of Matenals Societies Chairman. Air Force Studies Board Panel on NDE. National Research Council Chairman. National Materials Advisory Board Committee on Fatigue at Elevated Temperature Member. National Matenals Advisory Board Committee on Fretting Initiated Fatigue Chairman. Executive Committee. Matenals Division of ASME EPRI Matenals and Corrosion Committee Metal Properties Council Subcommittee on Matenals for Coal Conversion Editor. Fatigue of Engineenng Matenals and Structures Editor.Journalof Nondestructive Evaluation i Selected Publications
" Mechanical Test Methocs for Coal Gasification Environments? Proceedings of Conference on Procerties of Matenals in Coal Gasification Environment. Amencan Society for Metals (1981)(with L. A. Zeiss and R. D. Brown).
" Mechanical Properties of Alloys in Coal Gasification Atmosphere? Proceedings of Conference on the Properties of Matenals in Coat Gasification Environment. Amencan Society for Metals (1981)(mtn L. A. Ze ss and R. D. Page).
' Reliability of Steam Turcine Rotors? Proceedings of Conference on Residual Life. Copenhagen.
Denmark (1980).
' Analysis of Life Prediction Methods for Time Decondent Fatigue Crack initiation in Nickel Base Seperalloys? National Matenals Advisory Board Publication NMAB.347, National Academy of Scionees (1980).
'High Temoerature Fatigue. Fatigue and Microstructure.1978 ASM.TMS Seminar. Amencan Soc:ety for Metals. Do 307 333(1979).
'Cevelocment of an Automated Life Prediction System for Steam Tuttine Rotors? ASME Paper 78 WA/DE 15. The Amencan Society of Mechanical Engineers. New York (1978)(with I S Cock and H. G. Pennick).
" Fundamental Mechamems/ Control of Preteng Initiated Petigue. National Matenale Advisory Board ReportNMAS-333.Nabonel Academyof 5ciences(1977).
"Fa at Eleveesd Thmoeraturo7 edited try C. H. Wells. A. E. Carden and A. J. McEvily. ASTM Techmcel Pubiecahon No. 520(1973).
'Ouanetenve Lifetime Assurance of Turtune Rotors" Petigue Life Tischnology edited by T. A. Cruse and J. R Gallaghet ASME. 90.37 51(1977).
~ Uniamial Creen Behavior of Metals Under Cyclic Tomoerature and Strees er Strain Vanations. Joumai of Acolied Mechamcs. Vol. 96, pp. 446 449(1976)(wim R R. Passay).
' Mechanisms of Dynamic Degradation of Surface Oxides? Proceedings of Sympossum on Mechamcal Procorties of Surface oxides. Metallurgical Society of AIME (1975)(with R S. Follanetee and R. R. Oils).
Prospects of Lifetime Prediction in Crees and Fatigue? NSF Workshop on Inelashc Constitutive Ecuations for Metats Expenm*ntation Computanon Representation, edited by E. Kremol, C. H. Wells and Z. Zudans (1975).
"Cesign Procedures for Elevated Temperature Low Cycle Fatigue? Proceedings of the 36th Meeting of me Structures and Matenals Panel. Advisory Group for Aerospace Research and Develoornent.
NATO AGARD CP 155. On me Apolicability of Fracture Mechance to Elevated Temperature Design? Intemational Conference on Creep and Fatigue in Elevated Temperature Apolications, Insatution of Mechanical Engineers. London. England (wim A. J. McEvily). Electrochemical Gnnding of Cylindncal Test Specimens? Joumal of Engineenne for Industry. ASME Transactions. Vol. 93. pp.1090 1092 (1971)(wim T. W. Knight R. B. Barrow and L A. Williams.111). Creep of Single Crystal Nickel Gase Superalloy Tubes under Biaxial Tension 7 Joumal of Aoched . Mechanics. ASME Transactions. Vol. 36. pp. 623 626 (1971)(with R R. Paslay. G. R. Leverant and L H. Burck). l 'Mechamsms of Fatigue in the Creeo Range? Metal Fatigue Damage Mechanism. Detection. Avoidance t and Repair. ASTM Special Technical Publication No. 496. pp. 61 127 (1971)(wim M. Gell and i C. R Sullivan). I " Fatigue of aGlass Bead Stasted Nickel Base Superalloy? MetallurgicalTransactions.Vol.1(6), p.1596 I (1970)(with L. H. Surck and C. R Sullivan). J 'The Fatigue Strengtn of Nickal Base Superalloys7 The Achievement of High Fatigue Resistance in i Metals and Alloys. ASTM Soecial Technical Publication No. 467, p.113 (1970)(wim M. Gell and G. R. Leverant). I An Analysisof PnmaryCreepof Face CenteredCubicCrystals?Journalof Acolied Mechanics. ASME Transactions. Vol. 37 (3), p. 759 (1970)(with R R. Pasley and G. R. Leverant). ) Elevated Temperature Testing Memods/ Manual on Low Cycle Fatigue Testing. ASTM Special i Technical Publication No. 466, p. 87 (1969).
interactions Between Creec and Low Cycle Fatigue in Udimet 700 at 1400*F." Fatigue at High .:.
l i Temperature. ASTM Soecial Technical Publication No. 469. p. 59 (1969)(wim C. R Sullivan). .
" Low Cycle Fatigue of Ti 6AL 4V," ASM Transactions Quarterly, Vol. 62, p. 263 (1969)(wim C. R SullNan).
An Analysis of me Effect of Slip Character on Cyclic Deformation and Fatigue? Acta Metallurgica.
]
Vol.17. p. 443 (1969).
"A Small Strain Pfasticity Theory for Pfanar Siis Materials? Joumal of Applied Mechanics. ASME I Transactions. Vol. 36 (1). p.15 (1969) (with R R. Paslay).
! The Control of Build up and Diametral Growm in Shear Forming? Joumal of Engineenne for Industry.
- ASME Tranasctions. Vol. 90 (1), p. 63 (1986). ,
j " Low Cycle Fatigue of Udimet 700 at 1/00*F7 ASM Transactions Quarterly, Vol. 61 (1), p.149 (1966) Mitt C. R Sullivan).
'An Arialysis of me Sauschinger Effect in Some Engineenne Alloys? Joumal of Basec-Engineenne. !
l ASME Transactions. Vol. 89 (4), p. 893 (1967). ; j 'The Elastic Constants of a Directionally Solidified. Nickel Base Superalloy. Mar M 200" ASM i Transactions Quarterly Vol. 60 (2), p. 270 (1987).
- 'The Effect of Temperature on me Low Cycle Febgue Behavior of Udimet 700" ASM Transactions l
Quarterty Vol. 60, p. 217 (1967)(wim C. R Sullivan).
- "An Imoroved High Temperature Extensometer? Materials Researen and Standards Vol. 6 (1), p. 20
) (1966)(with D. N. Tisnier). ! " Low Cycle Fatigue Damage of Udimet 700 at 1400*F." ASM Transactions Quarterty. Vol. 56 (3) p. 391 ! (1966)(wim C. R Sullivan). ) "The Low Cycle Fatigue Characteristics of a Nickel Base Superalloy at Room Temperature? ASM Transactions Quarterty. Vol. 57 (4), p. 641 (1984)(with C. R Sullivan). l "The Latent Strain Hardening of Aluminum Alloy in Monotonic and Cycl 6c Loading l Applied Matenals 1 Research. Vol. 2 (4), p.193 (1963). i
I Attachment 5 i r l l t
Failure Am sis Assm@ates l l LEE A, SWANGER Speele68aed Proeessional Cmnpetonoe Failure analysis of materials; metallurgical engineering, physical 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 composites; tnbology, friction, wear, and lubrication; infomal combustion engine and compressor component design and testing; sleeve bearing design, manufacture, and failure analysis. Background and Professional Honors Ph.D. (Materials Science and Engineering), Star. ford University, with Distinction M.B.A. (Marketing / Finance), Cleveland State University M.S. (Materials Science and Engineering) Stanford University B.S. (Metallurgy), Case Institute of Technology, with Highest Honors Manag!ng Engineer, Failure Analysis Associates Director, Research and Development, ImperialClovite Inc. Associate Director, Product Development, Gould inc., Engine Parts Division Manager, Tnbology and Bearing Resear@, Gould Laboratories, Matenals Research Associate Senior Research Metallurgist. General Motors Research Laboratones Lect'Jrer Metallurgical Engineering, Cleveland State University Visiting Research Associate, Metallurgical Engineerirfg, Ohio State University Registered Professional Engineer, State of Ohio, #44024 Member, Tau Beta Pi, Engineering Honorary Fratemity Memtx,r, Sigma XI Scientific Research Honorary Fratemity Member, Beta Gamma Sigma, Graduate Business Honorary Fraternity National Mont Foundation Scholarship Xerox Corporation Fellowship EM Corporation Fellowship Hertz Foundation Fellowship Member, American Soclety for Metals Member,Societyof Automotive Engineers , Interviewer Hertz Foundation Fellowship Project . Registered Professional Engineer State of California, M.E. # ME-23275 Selected Pub 68eetions U.S. Patent No. 4,333.215:" Bearing Material and Method of Making l Issued June 8,1962,
" Compacted Graph 6c Cast iron Components for improved Thermal Fatigue Resistance,* Imperial '
Clevate Inc., Intemal Rooort (January 1962).
" Marketing Strategies to Achieve Cash Flow Objectives:' M.B A thesis, Cleveland State University (June 1962). " Squeeze Cast Pistons for Heavy Duty Appilcations.* Gould inc.,Intemal Report (February 1981). "Evoluation of Graphite Epoxy and Graphite Babbitt Composite Sleeve Bearings;' Gould Laboratones, Phase Report (October 1977). " Environmentally Induced Blistenne of Aluminum P/M Components;'Gould Laboratories, Prolect Complet6on Report (December 1976).
"InhomogeneousThermodynamicsandSpinodalDecomposition,"Ph.D. dissertation Stanford Universsty(August 1972).
"On the Necessary Condites for Homogeneous Nucleation of Gas Bubbles in Liquids," Joumal of Crystal Growth, pp. 323-326 (1972) (with W. C. Rhines).
"The Elastic Energy of a Straight Dislocation in an infinite Anisotropic Elastic Medium." Physica Status Solidi (B). pp. 419-428 (1971) (with D. M. Samett). "
" Computer Simulation of One-Dimensional Spinodal Decomposition, Acta Metallurgica, pp. 9-14 (1970)(with R K. Gupta and A. R. Coopec Jr.).
Invited Lectures ;
" Bearing Materials Update;' presented to SAE Off-Highway Conference, Milwaukee, September 1981.
" Developments in Bearings and Pistons," presented at O Motorno futuro (The Engine of the Future),
Sao Paulo, Brazil (September 1900).
" Selection of Crankshaft Materials for Optimum Bearing Performance, presented to Society of Manufacturing Engineers Conference, Los Angeles, CM80-392 (June 1980).
" Heavy Duty Bearings: Materials and Process," presented at Camogie-Mellon University (March 1980).
"The Linear Team and Spinodal Decomposition" presented at the University of Florida (February 1978).
_ .~ . _ _ _ P w I t i h Attachment 6 I
BIOGRAPHY JOHN F. WALLACE DATE-OF BIRTH: 26 October 1919
-ADDRESS : Department of Metallurgy and Materials Science Case Western Reserve University 10900 Euclid Avenue Cleveland, Ohio 44106
- Telephone: (216) 368-4222 DEGREES : B.S. (Metallurgy) Massachusetts Institute of Technology, June 1941.
M.S. (Metallurgy) Massachusetts Institute of Technology, February 1953. OTHER RELATED Employed by Watertown Arsenal, Watertown, Massachusetts from EXPERIENCE : 1941 through 1954.
- 1941-1942 Technical Control of Melting and Casting of Centrifugally Cast-Gun Tubes.
1942-1945 On Leave for military service as Bomb Disposal Of ficer in ETO. 1946-1949 Metallurgist in Metallurgical Process Branch of Laboratory. 1949-1951 In charge of the experimental foundry group in the Laboratory. 1951-1953 Chief of the Gun and Heat Treat Division at Watertown Arsenal. 1953-1954 Director, Rodman Metal Processing Laboratory. 1954-Present Professor of Metallurgy, Case Western Reserve University. 1972-1974 Acting Head, Department of Metallurgy and Materials Science. 1975-1983 Chairman, Department of Metallurgy and Materials Science. 1975-1983 Chairman, Department of Metallurgy and Materials Science, CWRU. 1979-Present Republic Steel Professor of Metallurgy. - CONSULTING : With numerous indurtrial organizations in the metallurgical and foundry area. These include: Hosbrough & Scott, Foseco, Kast Metals, Parker-Hannifin Corporation, Pickands Mather, Rotek, i Inc. Sherwood Refractories, Transamerica Delaval, Western Foundry Ltd. Registered Professional Engineer in the State of Ohio. I 1 AWARDS : 1962 - Pangborn Gold Medal from American Foundrymen's Society. I 1967 - Award of Honor, Steel Founders Society of America. 1967 - Nyseluis Award, American Die Casting Institute. 1970 - Gold Medal, Gray & Ductile Iron Founders Society. -a 1970 - Honorary Life Membership, Society of Die Casting Engineers. 1975 - Hoyt Memorial Lecture, American Foundrymen's Society. 1981 - Howard Taylor Award, American Foundrymen's Society. 1984 - Doehler Howard, American Die Casting Institute. Since 1954 Professional Wallace has supervised a total of 51 M.S. theses and 52 Ph.D. theses. Sponsorship for this research has been received from various governmental agencies, technical societies, trade organizations and I privete companies. l l Professor Wallace has a total of about 180 publications that have appeared I in various technical journals, books, transactions and periodicals.
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4 l BIOGRAPHY JOHN F.'WALLACE l DATE OF BIRTH 26 October 1919 ADDRESS : Department of Metallurgy and Materials Science I Case Western Reserve University , 10900 Euclid Avenue 1 Cleveland, Ohio 44106 Telephone: (216) 368-4222 DEGREES : B.S. (Metallurgy) Massachusetts Institute of Technology, June 1941. M.S. (Metallurgy) Massachusetts Institute of Technology, February 1953. OTHER RELATED Employed by Watertown Arsenal, Watertown, Massachusetts from EXPERIENCE : 1941 through 1954. 1941-1942 Technical Control of Melting and Casting of Centrifugally Cast Gun Tubes, 1942-1945 On Leave for military service as Bomb Disposal Officer in ETO. 1946-1949 Metallurgist in Metallurgical Process Branch of Laboratory. 1949-1951 In charge of the experimental foundry group in the Laboratory. 1951-1953 Chief of the Gun and Heat Treat Division at Watertown Arsenal. 1953-1954 Director, Rodman Metal Processing Laboratory. 1954-Present Professor of Metallurgy, Case Western Reserve University. 1972-1974 Acting Head, Department of Metallurgy and Materials Science. 1975-1983 Chairman, Department of Metallurgy and Materials Science. 1975-1983 Chairman, Department of Metallurgy and Materials Science, CWRU. 1979-Present Republic Steel Professor of Metallurgy. CONSULTING : With numerous industrial organizations in the metallurgical and foundry area. These include: Hosbrough & Scctt, Foseco, Kasc Metals, Parker-Mannifin Corporation, Pickands Mather, Rotek, l Inc. Sherwocd Ref ractories, Transamerica Delaval, Western l Foundry Ltd. l- Registered Professional Ergineer in the State of Ohio. AWARDS : 1962 - Pangborn Gold Medal from American Foundrymen's Society. 1967 - Award of Honor, Steel Founders Society of America. 1967 - Nyseluis Award, American Die Casting Institute. 1970 - Gold Medal, Gray & Ductile Iron Founders Society. -- 1970 - Honorary Life Membership, Society of Die Casting i Engineers. 1975 - Hoyt Memorial Lecture, American Foundrymen's Society. 1981 - Howard Taylor Award, American Foundrymen's Society. 1984 - Doehler Howard, American Die Casting Institute. Since 1954 Professional Wallace has supervised a total of 51 M.S. theses and 52 Ph.D. theses. Sponsorship for this research has been received from varicus governmental agencies, technical societies, trade organizations and private companies. Professor Wallace~has a total of about 180 publications that have appeared in vcrious technical journals, books, transactions and periodicals. i l 1
PUBLICATIONS JOHN F. WALLACE l
' Prevention of Hot Tears in Thick Walled Centrifuga11y Cast Tubes",
Trans. AFS, Vol. 57, 1949, coauthored with J.L. Martin.
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"Effect of Aluminum and Vanadium on the Toughness of High Hardenability C:st Steels", Ttans. AFS, Vol. 57, 1949, p. 269. ,
" Influence of Composition on Temper Brittleness in Alloy Steels", Trans.
ASM, 1950, p. 1033, coauthored with A.P. Taber and J.F. Thorlin. o " Impact Tests Help Engineers Specify Steel", SAE Journal, March 1951, with several coauthors. , o " Mechanical Properties of Cast Steel as Influenced by Mass Segregation", Trans. AFS, Vol. 59, 1951, p. 223, coauthored with J.H. Savage and H.F. Taylor.
" Engineering Aspects of Centrifugal Casting", Trans. AFS, Vol. 61, 1953, l
- p. 701.
"Shell Molding", Precision Met. Holding, January 1953, coauthored with I. Berman.
o " Manufacture of High Quality Pr._ssure Tight Steel Castings", Trans. AFS, Vol. 63, 1955, p. 693. .
" Centrifugal Casting with German Machine", Foundry, July 1955, coauthored with P.J. Ahearn. ,
"Shell Molding at Watertown Arsenal", Founderie, December 1955, coauthored l
with G.J. Snyder (AFS French Exchange Paper). 1 "S:me Considerations on the Tensile and Transverse Strength Testing of Shell Mold and Cors Sands'", Trans. AFS, Vol. 64, 1956, p. 125, coauthored with F.C. Quigley and P.J. Ahearn and J.I. Bluhm.
" Influence of Various Bonding Materials on Stress-Strain Characteristics of Bonded Sands", Trans. AFS, Vol. 65, 1957, p. 319, coauthored with F.C.
Quigley and P.J. Ahearn. -
"G3 ting of Gray Iron Castings", Trans. AFS, Vol. 65, 1957, p. 267, co- -
cuthored with E.B. Evans. ,
" Influence of Vibration on Solidifying Metals", Trans. AFS, Vol. 65, 1957,
- p. 578, coauthored with A.H. Freedman.
I
2 "Rx for Swollen Gray Iron Castings", Mod.ern Castings, September 1957,
- p. 47, coauthored with E.B. Evans.
" Severe Abrasion, Try White or Chilled" Cast Iron", Materials in Design )
l Engineering, August ar.d October 1957, coauthored with J.H. Culling. I
" Vibration Can Improve Casting Quality", Foundry, November 1957, coauthored with A.H. Freedman and P.A. Carbonaro. " Induction Melting Process for Titanium Scrap" Technical Note A73E, Trans. ,
of Met. Soc. of AIME, Metals Technology, April 1958, coauthored with P.J. Ahearn and C.F. Frey.
"Risering of Gray Iron Castings", Trans.' AFS, Vol. 66, p. 49, coauthored with E.B. Evans. " Grain Refinement of Solidifying Metals by Vibration", Trans. AFS, Vol. l 67, 1959, p. 366, coauthored with R.C. Garlick. "Effect of Molybdenum on Elevated Temperature Properties of Gray Iron", ;
Trans. AFS, Vol. 67, 1959, p. 35, coauthored with G.K. Turnbull.
"A Rationalization of Mass Effect on Tensile Properties of Castings",
Trans. AFS, Vol. 67, 1959, p.'65, coauthored with G.W. Form and P.J. Ahearn. ,
"The Role of Molybdenum in Steel Castings", separate publication by Climax Molybdenum Company, 1958.
" Fundamental Principles of the Flow of Liquids", in book The Flow of Steel in Molds, published by SFSA, 1958, p. 1.
" Significance of Equilibrium Phase Diagram to Foundrymen", Foundry Septem- :
bar 1959, p. 84. i e' "Risering of Castings", Foundry, November 1959, p. 74. l r o " Characteristics ~ of Sands", in book Fundamental of Steel Foundry Sands, i published by Steel Founders Society of America, November 1959, p. 1. l 1
" Solidification of Metals", Trans.,AFS, Vol. 68, 1960, p. 145, coauthored with G.W. Form.
"Gnting and Risering Gray Iron Casting", separate AFS publication, 1960.
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" Feeding Distance of Risers for Gray Iron Castings", AFS Trans., Vol. 68, 1960, p. 1, coauthored with G.K. W rnbull and H.D. Merchant. " Grain Refinement of Copper",1960 AFS Trans. , Vol. 68, 1960, p. 144, co- -
cuthored with G.C. Gould and G.W. Form.
" Inoculation Effect on Gray Iron Risering", AFS Trans., Vol. 68, 1960, t
- p. 83, coauthored with H.D. Merchant.
" Grain Refinement of Metals", AFS Official Exchange Paper to Zurich Inter-national Foundry Congress, 1960, several coauthors. " Shape and Size of Risers", in book Fundamentals of Risering Steel Cast-M . SFSA 1960, also edited entire book of six articles. " Inoculation Influence of Gray Iron Structure at Various Carbon Equiva-lences", AFS Trans., Vol. 69, 1960, p. 241, coauthored with H.D. Merchant end L.I. Toriello.
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" Solidification of Gray Iron", AFS Trans., Vol. 69, 1961, p. 249, co-cuthored with H.D. Merchant. * " Grain Refinement of Steel Castings and Wald Deposits", AFS Trans., Vol.
69,1961, p. 792, coauthored with G.K. hrnbull, D. Patton and G.W. Form.
" Chill Testing Gray Iron", Foundry, December 1961,.p. 62, coauthored with W.C. Filkins and D. Matter. .
"How Composition Affects the Properties of Ductile
- Iron", Metal Progress, December 1961, p. 92, coauthored with L.J. Ebert.
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" Matrix Structure of Gray Iron", Product Engineering, September 1961.
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" Properties of Gray and Ductile Irons", Metal Engineering Quarterly, February 1961, p. 12. :
" Influence of Nickel on Properties: and Structure of Gray Iron", Trans. AFS, Vol. 70,1962, p.1140, coauthored with G.W. Form. l f
" Evaluation of Inoculation and Inoculants for Commercial Gray Irons",
Trans. AFS, Vol. 70, 1962, p. 882.; coauthored with W.F. Stuhrke and D.
'. l Matter. - . l
" Influence of Hot Spots on Feeding and Risering of Gray Iron Castings",
Trans. AFS, Vol. 70,1962,* p. 811, coauthored with L.I. Troiello. )
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- 'Hass Effect on Tensile Properties of High Strength Steel Castings", Trans.
AFS, Vol. 70,1962, p.11S4, coauthored with P.J. Ahearn and G.W. Form.
- "Effect of Shrinkage Porosity on Mechabical Properties of Steel Casting Sections", ASM Trans. Quart. , June 1962, p. 319, coauthored with G.K.
'Ibrnbull and C.W. Briggs. "How Cupola Charge Material Affects Gray Iron Structure and Properties",
Foundry, September and October 1962, p. 66 and p. 58, coauthored with G.W. Form.
"Effect of Heat Treatment on the Impact Properties of Ductile Iron", AFS Trans., Vol. 71,1963, p. 290, coauthored with C. Vishnevsky. " Gases in Copper-Base Alloys", Foundry, December 1962 and January 1963,
- p. 36 and p. 64, coauthored with R.J. Kissling.
" Gas Porosity in Aluminum Castings", Foundry, February l'963, p. 70, co-authored wi*,h R.J. Kissling. ; " Fluxing - To Remove Oxide from Aluminum Alloys", Foundry, March 1963,
- p. 76, coauthored with R.J. Kissling.
" Refinement of Aluminum-Silicoit Alloys", Foundry, April and May 1963,
- p. 74 and p. 142, coauthored with R.J. Kissling. .
' Hold Cavity Enlargement in Gray Iron Castings as Controlled by Green Sand Mold Additives", Trans. AFS, Vol. 71, 1963, p. 404, coauthored with L.I.
Toriello.
" Gating of Die Castings", Trans. AFS, Vol. 71, 1963, p. 32S, coauthored with W.E. Smith. * " Grain Refinement of Steels", Journal of Metals, May 1963, p. 372. " Grain Refinement of Aluminum Castings", June and July 1963, Foundry,
- p. 78 and p. 4S, coauthored with R.J. Kissling.
" Grain Refinement of Castings of Copper Alloys", August and September '-
1963, Foundry, p. 54 and p. 74, coauthored with R.J. Kissling.
* " Development of a Sodium Silicate hinder for Steel Foundry Sand Molds",
SFSA Research Report #SS, November 1963. e e
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* " Alloying for Premium Quality Steel Castings", Foundry, June 1963, p. 64.
"Effect of Carbon Equivalence and Section Size on Gray Iron Tensile Strength", Foundry, Dccomber 1963, p. 40. .
"A Shrinkage Test for Gray Iron", Foundry, January 1964, p. 40.
" Fluxing Copper Alloy Castings", Foundry, November 1964, p. 60, coauthored with R.J. Kissling.
" Crucible Melting of Copper and Aluminum Alloys", Foundry, December 1964,
- p. 64, coauthored with R.J. Kissling. l
" Making Thin Section Malleable Iron Castings", Foundry, September 1964,
- p. 96, coauthored with H.C. Kunsaann. l 1
" Gating of Die Castings", Trans. AFS, Vol. 72, 1964, p. 274, coauthored i with W.F. Stuhrke.
" Green Sand Additives Effect on Mold Cavity Enlargement in Gray Iron Cast- ;
ings", Trans. AFS, Vol. 72, 1964, p. 512, coauthored with L.I. Toriello.
" Trace Elements in Gray Iron", AFS Trans., Vol. 73, 1965, coauthored with P.F. Wieser.
" Pinholes in Gray Iron Castings", AFS Trans., Vol. 73, 1965, coauthored with P.F. Wieser.
' * "The Effect of Design, and Properties on the Destructive Testing of a Dump ! Truck Lifting Arm Steel Casting", Journal of Steel Castings Research, ! Vol. 37,1965, p.1, coauthored with C. Vishnevsky, D.K. Wright and G. Gsble. ,
" Relative Properties of Plain and Alloyed High Strength Gray Iron", Gray Iron News, September 1965, p. 5. * " Comparing the Cast Irons and Steels", Machine Design, March 12, 1964,
- p. 169, coauthored with L. Leonard.
"Cesting", Parts Fabrication, Machine Design, September 9, 1965, p. 5. m "R31stive Properties' of Plain and Alloyed High Strength Gray Iron", Gray !
Iron News, September 1965, p. 5, coauthored with J.E. Pearson.
* " Development of a Sodium Silicate Binder for Steel Sand Molds", SFSA Re-port #55, November 1963, coauthored with H.G. Kunsaann.
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* " Effects of Surface Discontinuities on the Fatigue Properties of Cast Steel Sections" Separate SFSA Publication, August 1966, coauthored with C. Vishnevsky and M.F. Bertolino. ,
" Fluxing of Zine Alloys", Foundry, October 1966, p. 186, coauthored with P.F. Wieser.
o " Control of Cast Grain Size of Steel Castings, Effect of Grain Refinement cn Properties". Modern Castings, April 1966, p. 129; AFS Trans., Vol. 74, p.113, coauthored with N. Church and P.F. Wieser.
'Hodification of Eutectic Alloys for High Temperature Service", Trans, of M3t. Soc. of AIME, Vol. 235, May 1966, 'p. 670, coauthored with R.L.
Ashbrook.
"Matal Flow in Dies", Proc. of Sth Inter. Pressure Die Casting Conference, April 1965.
"The Influence of Graphite Morphology on the Si 7ength of Gray Iron", Gray Iron News, August 1966, p. 5, coauthored with .i Crespon.
"An Investigation of Thermal and Mechanical Stability of Mold Materials for Steel Castings", Modern Castings, May 1966, p. 210, AFS Trans. , Vol.
74, p. 174, coauthored with C.E. Bates. ,
" Fatigue Properties of Ductile ' Iron", Gray Iron News, September 1966, p. 5, coauthored with R. Haverstraw.
"Gnting of Die Castings", Die Casting Engineer, Vol.10, No. 2, March-April 1966, p. 8. .
" Grain Refinement of Cast Steel by V,acuum Melting", Cast Metals Research Journal, March 1966, Vol. 2, No. i, p. 1, coauthored with P.F. Wieser.
" Silicon Metal Fines Used for Setting Sodium Silicate Bonded Steel Foundry Molds", SFSA Publication, January,1966, coauthored with C.E. Bates.
" Trace Elements in Gray Iron", AFS Trans., Vol. 73, 1966, p. 513, coauthored with C.E. Bates. _
"The Role of Resear'ch in Die Casting", Foundry, November 1966, p. 128.
* "Fractographic Studies of Fatigue in Cast Steel", Separate SFSA Publication, April 1967, coauthored with J.F. Mang.
O
7 l 0 "A Study of the Notch Effect and of the Specimen Design and Loading on the Fatigue Properties of Cast Steel", Separate SFSA Publication, April 1967,
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ccauthored with C. Vishnev' sky. o " Impact Properties of Cast Steel Sections with Surface Discontinuities", S;parate SFSA Publication, September 1967, coauthored with E.J. Breznyak. l o " Grain Refinement of Steel Castings", Journal of Metals, June 1967, p. 44, ceauthored with P.F. Wieser and N. Church.
" Influence of Metal Factors, Molding Sand Composition and Casting Shape on Mold Cavity Enlargement", AFS Trans., Vol. 75, 1967, p. 708, coauthored with M. Bertolino.
"Effect and Neutralization of Trace Elements in Gray, ductile and Malleable Iron", AFS Trans. , Vol. 7S,1967, p. 815, coauthored with C.E. Bates and W.L. Hallerberg.
* "Effect of Mold-Steel Interface Reactions on Casting Surface and Properties'_', '
AFS Trans., Vol. 75, 1967, p. 741, coauthored with R.L.,Naro. e "Effect of Discontinuities on Fatigue Properties of Cast Steel" Trans. AFS, Vol. 7S,1967, p. 759, coauthored with C. Vishnevsky, M. Bertolino and C.W. Briggs. ,
"EffectsandNeutralizationof5TraceElementsinMalleableIron",AFSTzans.,
Vol. 76, 1968, p. 405, coauthored with W.L. Hallerberg.
" Effects and Neutralization of Trace Elements in Ductile and Gray Irons",
AFS Trans., Vol. 76, p. 385, 1968.
* "A Study of the Notch Effect and of Specimen Design and Loading on the Fatigue Properties of Cast Steel',', Trans. ASME, Vol. 90, March 1968,
- p. 51, coauthored with C. Vishasysky and C.W. Briggs.
o "Fractographic Studies in Cast Steel", Cast Metals Research Journal, Vol. 4, No. 2, September 1968, p.141, coauthored with J.F. Mang.
" Thermal Conditions in the Die", Foundry, October 1968, Vol. 96, No. 10, _
- p. 176. ,
"The Effect of Solidification Time and Non-metallies on the Ductility of High-Strength Steel Castings", Trans. AFS, *1969, Vol. 77, p. 22.
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"Effect of Surface Energy on Graphite Form in Gray and Ductile Irons",
c: authored with J.C. Sawyer, Cast Metals Research Journal, June 1969, Vol. 5, No. 2, p. 83. . l "H:st and Fluid Flow in the Die Casting Prcesss", coauthored.with D. , l
. Lindsey, Technical Paper, No.12, Society of Die Casting Engineers, November 1968.
" Trace Elements in Cast Iron", Trans. AFS, Vol. 77, 1969, p. 311, coauthored with R.L. Naro.
" Control of Structure and Properties on Cast Irons and Permanent Molds",
Trans. AFS, Vol. 77, 1969, p. 297, coauthored with R. Skrocki.
"Csiculation of Volumetric Mold Cavity Enlargement", Trans. AFS, Vol. 77, 1969, p. 57, coauthored with W.W. Timmons and W.D. Spiegelberg.
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" Casting Processes", Machine Design, February 12, 1970, Vol. 42, No. 4,
- p. 90.
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" Influence of Mold Coatings on Steel Casting Surface Quality and Properties ,
ccauthored with C. Kortovich, Steel Foundry Facts, No. 300, December 1970.
"Ccntrol of Structure and Properties of Irons Cast in Permanent Holds",
coauthored with R. Skrocki, Cast Metals Research Journal, March 1970, Vol. 6, No. 1, p. 4. ,
" Control of Structure and Properties of Irons Cast in Permanent Holds -
Part II", coauthored with R. Skrocki, Trans. AFS. Vol. 78, 1970, p. 239.
'Hinor Elements in Gray Iron", coauthored with R. Naro, Trans. AFS, Vol.
78, 1970, p. 229. .
"Effect of Selected Inoculants on Alloy Roll Iron", coauthored with A.G.
Manik, Special Publication, Roll Manufacturers Institute, September 1970.
" Thermal Fatigue Behavior of Die Materials for Aluminum Die Castings",
coauthored with J.C. Benedyk and D.J. Moracz, Paper No. 111, SDCE 6th Inter. Die Casting Congress, November 1970.
"Using Our Wesith of Technology". Foundry, May 1971, Vol. 99, No. S, p. 66.
" Factors Influencing the Occurrence of Carbides in 'Ihin Sections of Ductile Iron", coauthored with W.J. Evans, Special Publication, Ductile Iron Society, January 1972. -
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9 "C st Steel Structurcs Grown Under Fluid Flow", coauthored with A. Tsavaras, l Journal of Crystal Growth Spec., Vol. 1314, 1972, p. 782-786. o ." Effectiveness of Various Chilling Techniques.on Heat Removal from Steel C: stings", coauthored with L.J.D. Sully, Steel Foundry Facts, February 1972, No. 304, p. 15.
" Inoculation-Sulfur Relationships in Cast Iron", Trans. AFS, Vol. 80, 1972,
- p. 317, coauthored with K. Murundar.
I * " Designing for Cast Weld Fabrication", Machine Design, May 4,1972, p. 95, - Vol. 44, No. 11.
"BahaviorofInclusionsinSteslUnderknducedFluidFlowDuringSolidifi-cation", coauthored with A. Tzavaras, Trans. AFS, Vol. 80, 1972, p. 197.
"Effecteof Vent Size and Design, Lubrication Practice, Metals Degassing, l i Die Texturing and Filling of Shot Siceve on Die Casting Soundness", co-cuthored with D. Lindsey, Paper No.10372, SDCE 1972. ;
*" Fracture Toughness of Cast Steels", coauthored with M.T. Groves, Steel Fcundry Facts, No. 308, March 1973, p. 22-31. 7 i "Effect of Sulfur in Cas't Iron", coauthored with K. Muzumdar, Trans. AFS, Vol. 81, 1973, p. 412. .
" Die Casting of Copper Alloys"," coauthored with R.D. Maier, .Trans. AFS, Vol. 81, 1973, p. 194. -
I - l " Aluminum Alloyed Gray Iron - Properties at Room and Elevated Temperatures", I ccauthored with E. Petitbon, Cast Metals Research Journal, Vol. 9, No. 3, Ssptember 1973, p. 127-134.
"1he Gamma-Gamma Prime Region of the Ni-Al-Cr-Ti-W-Mo System at 350*C",
ctauthored with R.L. Dreshfield, Meta.11urgical Trans., Vol. 5, No. 1, January 1974, p. 71-78.
" Factors Affecting Ferritic Surface Layer on Gray Iron Castings", coauthored with S. Matijasevic and J. Gomez-Gallardo, Trans. AFS, Vol. 82, 1974,
- p. 571-592. 7
' " Ferrous Metal from Municipal Wastes as Charge Material for Cast Iron",
ctauthored with R. Helmink and G. Ruff, Trans. /JS, Vol. 82, 1974,
- p. 525-534. -
4 _____,,.,..._-___,,-.~.mm,_-,_._._-__,__._ ,,.__...,_,._,.__,__,,_.,,_,_m..,, ..m_ ,,
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10 "The Effect of Thermal Cycling on the Structure and Properties of a Co, l Cr, Ni-tac Directionally Solidified Eutectic Alloy", coauthored with F. I Dunlevey, Metallurgical Trans., Vol. 5, June 1974, p. 1351-1356.
" Influence of Minor Elements Including Sulfur on the Morphology of Cast Irons", The Metallurgy of Cast Irons, 1975, Georgi Publishing Company, St. Saphorin, Switzerland, p. 583-602. l l
' o" Structure-Property Relationship in Ferrous Metals", in book Solidification Tcchnology, Proc. of the 1st Army Materials Technology Conference, October 1972, p. 15, 1974. o"A Review of Welding Cast Steels and Its Effect on Fatigue and Toughness Properties", separate publication, Steel Founders Society, December 1974, (90 pages). o" Plane Strain Fracture Toughness of Cast Steels", coauthored with M.T. Groves, SFSA, published by the Carbon and Low Alloy Steel Technical Re-ssarch Ccamittee of SFSA, No. 81, 1975.
*" Cast Steel Plane Strain Fracture Toughness, Charpy V-Notch and Dynamic Tear Test Correlations", coauthored with M.T. Groves, Journal of Steel Castings Research, No. 70, March 1975, p.1-9.
! " Comparison of Commercial Centrifuga11y Cast and Wrought Tubes", coauthored with T.A. Kolakowski, Steel Foundry Facts, March 1975, No. 313, p. 48-72.
"Further Studies on Ferrous Metal from Municipal Wastes as a Charge Ma-terial for Cast Iron", coauthored with R.C. Eelmink and G.F. Ruff, Trans.
AFS, Vol. 63, 1975, 'pp. 531-55C. J "Fcetors Influencing the Ferrite Layer on the Surface of Gray Iron Castings", , coauthored with G.S.N. Swamy, Trans. AFS, Vol. 83, 1975, pp. 467-478. 4
" Effects of Minor Elements on the Structure of Cast Irons", Trans. AFS, Vol. 83,1975, (Hoyt Memorial Lecture), pp. 363-378.
" Cast Iron Solidification", Electric Furnace Proceedings, ADE, Vol. 32, 1974, pp. 201-209.
i " Tramp Elements Affect Properties of Gray and Ductile Iron Castings", Casting Engineering, Summer 1975, p. 40-43. , l e _ - - - - - , . _ _ _ . _ . , , , _ . . . . _ _ . - . , , , - - _ . . - . _ - - , . _ - _ . _ _ . m_ - . - . _,....-,__--_.__-_,_y. _
_- ~ . . . e I 11 i " Die' Castings of Copper Alloys", coauthored with R.D. Maier and T.A., Kolakowski, Trans. AFS, Vol. 83, 1975, pp. 279-294. f Cooper Alloy Pressure Castina, coauthored with A. Nachonis and E.A. I;rman, INCRA, 1975, 152 pages.
" Castings Discontinuities in Ductile Iron" Proc. of Joint AFS-DIS Conference on Quality Ductile Iron Production, October 1975, pp. 225--
246. {
- * "Tcughn'ess of Cast Steels as Influenced by Best Treatment and Other Processing Variables", Journal of Steel Castings Research, No. 74
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March 1976, pp. 1-15.
" Control of Graphite Structure and Its Effect on the Mechanical Proper-ties of Gray Iron", coauthored with G.F. Ruff, Trans. AFS, Vol. 84, 1976, pp. 705-728.
I 4 l"ColdCompactionMoldingandSinteringofPolystyrene",coauthoredwith - G.S. Jayaraman, F.B. Geil and E. Baer, Polymer Engineering and Science, Vel. 16, No. 8, August 1976.
'" Nitrogen and Titanium Optimize Properties of Gray Iron Castings", co-cuthored with G.F. . Ruff, Materials Engineering Vol. 84, No. 7, December 1976, pp. 27-32.
1 "Long Tara Availability, Cost and Substitutions for Major Alloying Ele- -
- ments for Cast Stainless Steel", coauthored with R.D. Maier, special 1
publication Steel Founders Society of America, 1976. ,
" Literature Search on Controlling the Shape of Temper Carbon Nodules in J Malleable Iron", coauthored with R.D. Maier, Trans. AFS, Vol. 84, 1976, pp. 687-700.
" Control of Structure and Structure-Property Aelations in Gray and Duc-tile Iron", Japan-U.S. Joint Seminar on Solidification, January 1977,
, pp. 206-239. - l ! " Wear of Pattern Materials", coauthored with R.D. Maier, Trans. AFS, j Vol. 85, 1977, pp. 161-166. ,
" Time-Tes.perature-Transformation Behavior and the Mechanical Properties of Sainitic Malleable Iron", coauthored with V. Gupta, Trans. AFS, Vol.
85, 1977. . O l l 1* - i t
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"Effect of Solidification Structure on the Properties of Gray Iron", coauthored ]
with G. Ruff Trans. AFS, Vol. 85, 1977, pp. 179-202. ; i
" Graphite Structures in Gray Iron", coauthored with G. Ruff Trans. AFS, Vol.
85, 1977, pp. 167-170. .. l " Relation Between the Transverse and Tensile Strengths of Gray Iron", coauthored
- with G. Ruff, Trans. AFS, Vol. 85, 1977, pp. 171-178.
" Literature Review of Discontinuities in Steel Centrifugal Castings", coauthored with R.S. Gill, Special Report #14, SFSA, May 1977.
! *"The Effects of Various Surface Conditions on the Fatigue Behavior of Cast Steel", coauthored with N. Dimitris, Journal of Steel Castings Research, No. 79 June 1977, pp. 1-14. .
"Fcetors Affecting Optimum Properties in Heavy Section puctile Iron", coauthored with R.C. Helsink, Ductile Iron Society, Research Project No.18 Report, l 5:ptember 1977.
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"Spheroidization of the Graphite Nodules in Malleable Iron", coauthored with G. Jayaraman and R.D. Maier, AFS Trans., Vol. 86,1978, pp.113-124. -
l "Rcmoval of Aluminum from Gray Iron to Reduce Pinholes", AFS Trans., Vol. 86, 1978, pp. 421-430.
*" Plane Strain Fracture Toughness of Cast and Wrought Steels", with M.T. Groves, Jcurnal of Stee) Casting Research, September 1977. No. 80, pp.1-9.
" Elimination. of Carbes Pickup From Organic Binders at Surface of Low Carbon
! Stainless Steel Castings and Effect on Corrosion Rates", coauthored with P. Canete, SFSA Project A-64, Deceinbar 1978.
"How Inoculation Werks", coauthore with R.D. Maier, AFS-CHI Conference on Madern Inoculating Practices for Gray and Ductile Iron, February 6-8, 1979, i i
Rosemont. Illinois, pp. 41-73. .
" Processing, Structure, and Properties of Spheroidal Graphite Malleable Iron",
with G.S. Jayara.aan and R.D. Maier, AFS Trans., Vol. 87, 1979, pp. 299-322.
"Machanisms of Pinhole Formation in Gray Iron", with B. Hernandez, AFS Trans., l Vol. 87, 1979, pp. 335-348. J
" Properties of A Cement-Sand Systeni Using Very High Early Cement Binder", .
Trans. AFS, Vol. 87, 1979, pp. 269-278.
- i "Fcetors Influencing the Foirmation of Finholes in Gray and Ductile Iron",
with W. Evans, J. Harkness and S. Carter, AFS Trans., Vol. 87, 1979, l pp. 245-268. l l i
- - . . - . - - - . . - . - - . . - _ _ . . . _ - - _ - - _ - - - . - - - . - - ..- - ._.- -.- -.-.0
l l I
* " Evaluation of the Toughness Properties of Various Cast Steels", with P.
Canete. in MFC-11. ASME Cast Metals For Structural and Pressure Contain-ment Applications. December 1979, pp. 413-438.
* "Tatigue Behavior of Various Grades of Steel Castings and the Influence of Cast Surfaces", with R. Maino. in MFC-11. ASME Cast Metals for Structural -
and Pressure Containment Applications. December 1979, pp. 439-475.
! " Surface Tension-Nucleation Relations in Cast Iron Pinhole Tornation", with R.V. Naik. Trans. ATS. Vol. 88, 1980.
* "Section Size Effects on Toughness of Various Cast Steels, with R. Maino and J.I. Comez-Gallardo. ASME-MFC Publication on Beavy Section Casting Properties. November 1980. -
"Effect of Beat Treatment on the Thermal Fatigue Behavior and Fracture Toughness of B-13 Steel for Aluminum Die Casting Dies", with S.K. Das.
Special Publication. Die Casting Research Foundation.1980. ; _
" Factors Influencing a Shrinkage Cavity Formation in Ductile Iron". with P.K. Smal, Ductile Iron Society Report. October 1981. Research Project No. 10.
- " Sputtered Protective Coatings for Die Casting Dies", with M.J. Mirtich '
l
! and C.Y. Nieh. Interrational Conference on Metallurgical Ccatings. April ,
1981. Thin Solid Films. Vol. 84, pp. 295-302. .
"Tatigue Properties of Cray Iron", with R. Riguchi. Trans. ATS Vol. 89, 1981. , I l "Tactors Influencing the Occurrence of Carbidez in Thin Sections of Ductile ,
Iron", with W.J. Evans and S.C. Carter. Trans. A75. Vol. 89,1981 l
- pp. 293-322.
"The Influence of Processing variables on the Matrix Structure and Nodu-larity of Ductile Iron", with J.B. Doubrava S.F. Carter. Trans. ATS, j Vol. 89,1981, pp. 229-250.
I
,,"ATS Gray Iron Pinhole Research: What It Tells About Eliminating Pinholes".
Modern Castings. Vol. 71. No. 12. December 1981, p. 5. l
" Toughness of Ductile Iron-Literature Review" Ductile Iron Society Re-port 1981.
"High Temperature Properties of Ductile Iron-Litarature Review", with M.
l Latona. Ductile Iron Society Report. 1981. -
*"The Insold Deoxidation of Steel Castiegs". with T.E. Bientosek and D.P.
Kovarik. Research Report. Steel Founders Society. Research Report No. 92 March 1982. l l l
~
I
. . 1 I
l
" Toughness of Ductile Iron-Literature Baview" Ductile Iron Society Report.
l 1981. l "Righ Temperature Properties of Ductile Iron-Literature Review". w'.th M. Eatona. Ductile Iron Society Report.1981.
" Solidification Behavior of Compacted Graphite", with J. Y. Su and C. T. Chow. '
Transactions AFS, Vol. 90. 1982. .
"Effect of Microstructure and Testing Mode on the Fatigue Properties of Gray Iron", with E. Sacher. Transactions AFS. Vol. 90, 1982.
" Effects of Polystyrene Additions to Green Molding Sand", with F. Z. Du.
Transactions AFS Vol. 90, 1982.
"Forosity h.a the Inside Diameter of Coqtrifugal Castings", with D. Wong SFSA Report. May 1982.
" Grain Refinement of Cast Nickel-Base Supera11oys and Its Effect on Properties",
with A. F. Densine and T. A. Islakowski, Paper 12 from NATO Conference Pyo- * % ceedings No. 325 on Advanced Casting Technology held April 1982.
" Copper in Malleable and Ductile Cast Irons". Chapter 10 in Book Cooper in Iron and Steel. Wiley & Son 1982.
"Eutectic Solidification Behavior of Gray Ductile end Compacted Graphits l
Irons". U. S.-Japan Solidification Seminar. M.I.T. June 1983. e e 1 e 9 P e I
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e -~ o e Attachment 7
m- _ t RESUME I CLINTON S. MATHEWS GENERAL Born: May 16, 1940 - Bronxville, New York U.S. Citizen U.S. Patent #3,794,C08 - SPARK IGNITION SYSTEM Author of ASME Paper #76-DGP-4 " Design and Development of America's Most Powerful Diesel Engine -- The 20 Cylinder RV" Member: American Society of Mechanical Engineers Society of Naval Architects and Marine Engineers EDUCATION Primary - U.S. Public Schools Secondary - Georgia Institute of Technology - 1958-196@ Bachelor of Mechanical Engineering Degree Purdue University -- 1967-1968 Completed one-half of the requirements for MSME EMPLOYMENT HISTORY Twenty-one years experience in the large diesel engine industry, including 11 years in research, development and engineering activities, and ten years in assignments of increasing managerial responsibilities, including field service, contract administration and general management. Transamerica Delaval Inc., Engine and Compressor Division, Oakland, California 1981 - Present - Vice President and General Manager 1978 - 1981 - Assistant General Manager 1973 - 1978 - Engineering and management positions in field service and contract -- administration Cummins Engine Company, Columbus, Indiana 1966 - 1968 - Research engineer - Development of high turbocharged diesel engines White Motor Company, Springfield, Ohio 1963 - 1966 - Research engineer - Development of diesel and spark ignited gas engines and gas compressors
w Attachment 8 l l l
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 at AVL (Institute for Internal Combustion Engines, Professor List, Graz). 1958 habilitation. 1962 to 1970 leading positions in research and development at Kl8ckner-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 combustion engines and thermodynamics of combustion. Also (1978) president of the FEV Forschur.gsgesellschaft fifr l Energietechnik und verorennungsmotoren mbH, Anchen. e 1
p 1 I REWED COIMS SYfc
%IA@0p3 Agg '14,1984
~ OFFICE E: SEcgy7g , UNITED STATES OF AMERI A dh['C NUCLEAR REGULATORY COMMISSION-Before the Atomic Safety-and Licensina Board In the Matter of )
)
LONG ISLAND LIGHTING COMPANY ) Docket No. 50-322 (OL)
)
(Shoreham Nuclear' Power Station, ) Unit 1) ) TESTIMONY OF CRAIG K. SEAMAN, EDWARD J. YOUNGLING, i JOHN C. KAMMEYER, CLIFFORD H. WELLS, LEE A. SWANGER, JOHN F. WALLACE, CLINTON S. MATHEWS AND FRANZ C. PISCHINGER FOR LONG ISLAND LIGHTING COMPANY ON SUFFOLK COUNTY CONTENTION REGARDING CYLINDER HEADS ON DIESEL GFNERATORS AT SHOREHAM h e Volume 2 of 2 1 I Exhibits 1 through 26 . i i Original Photographs
W c3p/;.q .. g 69 DOCKETED NHC UNITED STATES OF AMERICA ~ NUCLEAR REGULATORY' COMMISSION - A Before the Atomic Safety and Licensina Boa d15 A9:56 w ~ 0FFicr%Qj\-l$[ . CCCHE 3RANCu" _ In the Matter of )
)
LONG ISLAND LIGHTING COMPANY ) Docket No. 50-322-(OL)
) vi, (Shoreham Nuclear Power Station, )
Unit 1) ) CYLINDER HEAD EXHIBITS TESTIMONY OF CRAIG K. SEAMAN, EDWARD J. YOUNGLING, JOHN C. KAMMEYER, CLIFFORD H.. WELLS, LEE A. SWANGER, JOHN F. WALLACE, CLINTON S. MATHEWS AND FRANZ C. PISCHINGER H-1 Cylinder head daaving (TDI Part No. 03-360-03-OF) H-2 Photographs of sequentially sectioned cylinder head H-3 Photographs of sequantially secedoned cylinder head H-4 TDI list of manuf acturing improver.ents dating f rom 1976, entitled #4 Valve Steel Head 03-360-03-OF" H-5 TDI casting certifications for Shoreham neads H-6 TDI Failure Analysis Report No. 0150, dated March 28, 1983 H-7 TDI Failure Analysis Report No. 0151, dated March 28, 1983 H-8 Letter from C.R. Isleib to LILCO, dated August 3, 1983 H-9 Letter from J.F. Wallace to Douglas Martini dated November 5, 1979 H-10 TDI Specification No. 100-W-17, "Hard-Facing.of Cast Steel Cylinder Head Valve Seats," Revision No. 4, dated March 30, 1978
-i-
H-ll TDP. Service Inf ormation Memo, "
Subject:
Cylinder Head Valve Seat Pepair - 4 Valve R & RV Engines," issue date November 10, 1980 'H-12 FaAA table of cylinder heads installed in Shoreham engines showing firedeck thicknesses as measured by LILCO and NRC as of April, 1984~ -H-13 FQA TDI shop audit of cylinder head manufacture and inspection, dated June 14, 1983 H-14 NRC Inspection Report No. 50-322/83-25, dated August 11, 1983 H-15 Attachments to NRC Inspection Report No. 50-322/83-25 H-16 DRQR inspection reports, dated February and March, 1984 H-17 TDI Memoranda supporting .400" firedeck thickness H-18 Graph depicting temperature inside the cylinder, per degree of crank angle H-19 Graph depicting heat transfer coefficient inside the cylinder, per degree of crank angle H-20 Graph depicting temperature difference across the plate, as a function of time from startup H-21 Graph depicting transient temperature profiles H-22 Graph depicting plate temperature on hot side H-23 Table showing updated operating history of Shoreham cylinder heads as of July 29, 1984 H-24 Shoreham Procedure 27.307.02, " Emergency Diesel Generator Cylinder Head Leak Detection Test" H-25 R&D Test No. CY-01-1983 s'owing n water leakage rate past pistoa and ring H-26 R&D Test No. CY-02-1983 showing effect of water in combustion chamber on compression pressure 1 l l l
-li-l i
Exhibit H-1 is a copy of TDI drawing number 03-360-03-OF.
' This document was provided to LILCO under a confidentiality agreement with TDI. LILCO has filed a Motion for Protective Order in which it has requested the Board to order that copies, of' Exhibit H-1 be provided only to the Board, the County, the State and the Staff and that these parties not disclose the Exhibit to any third parties. In addition, LILCO has requested that the three copies of Exhibit H-1 that must be filed with the Secretary of the Commission be filed under seal and only opened upon the Board's order. Copies of this Exhibit will be provided as ordered by the Board.
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4 Valve steel Head 360 03-0E l l The extent of the foundry procedures that have been changed over the years to l improve the castability, processing and ultimate quality of the 4 valve. steel heads are listed chronologically as follows: l-
- 1. Edge of sold opposite pouring cup raised 4" to allow the horizontal flat surfaces of sold cavity to fill uniformly "up-hill" thereby l
eliminating internal laps ~ and misruns. Started 3/1/76. _
- 2. Cross sectional area of runner and gaces increased 50% to allow the '
metal to enter the risers and mold cavity faster. This alteration eliminated the possibility of a riser not peroperly feeding the cast. ing due to cold metal caused by slow pouring. Especially important on the top risers. . Casting series I68 cast 7/1/76.
- 3. A 6" upset was permanently added to the flask cope to increase the I height of the 3 top risers creating a larger reservior of hot feed me tal . Also better hot tear and metal inclusion control was obtained i j
by changing the ladle deoxidation practice from aluminum - Manganese to Hypercal. Series J90 cast 10/26/76. ; Metal specification changed from Delaval's No.1 to No. 7 which is a #. 4 lower carbon, higher manganese composition. The higher manganese .
~
along with the Hypercal deoxidation practice minimized the deleterious effects of sulphur.
. 5. Center riser sleeve. cope side changed from an insulating to an exothermic composition. Exothermic reaction of material when ignited l
induces heat to molten metal thereby delaying solidification of riser and subsequently improving the feeding characteristics. Series J94 cast 11/3/76.
- 6. 011 sand core pouring cups replaced with purchased ceramic pouring cups to eliminate washing action during pouring. This ch'ange eliminates 1 another possibility of sand being carried into mold cavity during pour-l ing. Series K18 cast 12/3/76.
l i 7. Fourth riser pad added to center riser to feed an isolated area on cooe surface. Gas and/or shrinkage was sporatically encountered at area in question. Series K26 cast 12/9/76.
- 8. Three brackets at fillet of throat section of cope side intake core
-were removed and replaced with a contoured chill. Chill eliminated c
cracking or hot tear in fillet. Series K69 cast 1/21/77. ~ i 9. To eliminate a het tear at intake section of casting between the valve ports, a chill was placed at fillet. Series A5 cast 2/11/77.
- 10. Molding sand was changed from dry sand to sodium silicate ester sand.
Oven drying of cope and drag sections was eliminated. Better surface finish of mold cavity was obtained with a minimal possibility of loose land entering the casting during pouring. Series A25 cast 2/23/77. t
Page 2 i
- 11. Height of two blind. risers at exhaust flange increase Shrinkage previously1encountered 1/4" to in-crease feed metal of blind iIsers.
at flange was eliminated after chills were placed in the No. 81/2 oil sand exhaust core. Series A32 cast 3/7/77.
- 12. To minimize the occasional shrinkage encountered in the fuel injector -
bore after machining, the length of the 1" dia, chill rod was in-creased from 6" to 7 1/2". Series 829 cast 4/13/77.
- 13. The two rectangular clean-out windows in the combustion face were cast solid, thereby eliminating the necessity to weld fill-in plates and subsequently encountering weld porosity. The two outside or
" wing chills" on combustion face near exhaust port removed to eliminate hot tears that xonsistently developed between the chills.
Push rod cavity core sand changed from No. 2 oil sand to CO2 "hiCh ' reduced veining hot tears to a minimum in the casting. B48 cast 4/21 /77. 14 Sides of two of the three 2" thick chills on combustion surface were e " beveled to reduce severity of solidification and subsequent hot tears . between valve ports. Series 850 cast 4/27/77.
- 15. No. 2 cil sand replaced with C0I sand for intake cores. Chromite sand fillets discontinued but fillst chills retained. Series B96 cast 5/18/77.
sand replacing No. 2
- 16. Drag oil sand.portion of upp'er water jr cket core made of'C0This ch fillets. Series C13 cast 5/2f/77.
- 17. Chill placed on combustion face between hold down bolt cores at intake end. Extensive hot tears and/or internal shrinkage was encountered on MPI Series C56 cast 6/27/77.
- 18. Center riser moved 2" to exhaust end of pattern, thereby centering riser over fuel nozzle section 9/22/77.
- 19. Core boxes of jacket cores altered to produce a cone effect in fuel nozzle section of casting. Shrinkage was eliminated due to directional solidification towards the center riser - 10/17/77.
- 20. A tile 2" I.D. X 3" long was placed at the bottom of the down sprue to eliminate loose sand from washing into mold. Volume of pouring metal remains constant due to choke - 10/20/77.
- 21. Side risers padded towards center chill and padding increased 3/4" to promote directional solidification from fuel injection area of combustion surface to riser contacts - 10/21/77,
- 22. Flat topped blind side risers altered to hemispherical topped with c-
" firecracker" core - 10/31/77 - Wallace-
- 23. Chills placed between exhaust valve ports and at air start hole on combustion face - 1/10/78.
l
~
l
-Page 3 24.
All Sodium Silicate CO2 cores were even dried imediately _ prior to ; ( l use _3/10/78. I
- 25. Paddir'g added to drag pattern between hold' down bolt cores at intake and to eliminate hot tear problem - 4/20/78.
- 26. Diameter of both blind risers at exhaust end increased from 5" to 6"-
and contact area doubled.. Gating to risers eliminated. Changes elimiriated shrinkage at exhaust flange face - 4/20/76.
- 27. Runner height to side risers increased 1/2" to reduce metal velocity during pouring - 4/20/78.
i
- 28. Mold poured flat. previously mold was tipped with exhaust end 4" lower than intake end - 4/25/78.
- 29. Exhaust core sand mix changed from No. 8-1/2 oil sand to Sodium Silicate CO2 mix - 5/18/78.
- 30. Chill removed between exhaust valve ports to eliminate surface -
edge cracking - 6/7/78. . t 31. To eliminate shrinkage in bosses at gas flange, the blind riser contact was increased to 3" x 3" and riser was hemispherical 1y t topped - 7/6/78. 4
- 32. The thin wall between gas and air start passage was eliminated by increasing the height and reducing the diameter of the core prints in the cope to stabilize the cores during pouring - 8/22/78.
- 33. Shrinkage in exhaust valve guides was eliminated by adding a 2-1/2" round x 1" thick chill to the exhaust core prints - 10/27/78.
l i
- 34. Hot tearing between hold down bolt holes at edge of register was '
eliminated by using a double end tapered chill at the air start hole - 10/27/78. _ 4 35. Shrinkage at gas flange internal cavity was eliminated when a chill was added to cope surface adjacent to core print - 12/28/78.
- 36. Began using risertherm on center riser - 1/12/79.
- 37. Center riser volume was increased for better feeding when the 6"-
exothermic sleeves were replaced with a 9" diameter insulating cone topped with an 8" dia, exothermic sleeve - 2/8/79.
- 38. Sand burn - in and scabbing which is a chronic problem was eliminated in the fuel gas passage when the oil sand core was replaced with a shell core - 5/16/79.
f
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Page 4 e
- 39. Started to S.R. heads after final water test - 8/79.
~ 40. Intemedia'te deck increased from 1/2" to 5/8" to strengthen 3 o' clock and 9 o' clock on firedeck, and started use of 1 piece side plates - 8/30/79. .
- 41. Started exhaust cores in shell sand vs. CO2 sand - 10/25/79.
- 42. Started casting three tooling buttons on drag' face - 1/28/80. .
- 43. Started using air-start core in shell sand - 4/11/80. j ctr !!/- F
- 44. 1st sample using new pattern equipment seris A-1. ,This also includes shell intake, shell push rod cavity - 8/8/80.
- 45. 2nd sample cast - 8/18/80.
- 46. production started using new equipment - 9/11/80.
- 47. Started gating into side risers only - 6/3/81.
- 48. Changed water jacket cobsfromCO2 sand to pepset -9/1/88. '
- 49. D 53 - 509 H - 10/21/81 - Started 8" round side blind risers. .-
- 50. D 57 - 534 H - 10/26/81 - started 2-1/2" and 5-1/2" clean out opening cope side.
- 51. D 64 - 541 H - 10/27/81 - started chills at parting line intake end.
- 52. D 96 - 608 H - 11/7/81 - started making pancake core of our No. 2 sand to replace pepset sand. 1.arge Tex-Vent used on pos g core.
- 53. E 17 - 651 H - 11/13/81 - started new design pancake core with 4th print under gas flange.
- 54. E 25 - 664 H - 11/17/81 - started bottom cross gate to 8" round blind riser.
- 55. E 32 - 682 H - 11/19/81 - started spray wash on mold 24 hours after
' making mold and cured on floor.
, 1
- 56. E 46 - 767 H - 12/8/81 - started cracking brackets in water jacket core around hold down posts.
- 57. E 43 - 759 H - 12/7/81 - started using core alignent fixture prior to closeup.
- 58. E 58 - 811 H*- 12/16/81 - started upper water jacket boss for gage hole.
- 59. E 85 - 869 H - 12/31/81 - started using exhaust shell cores with 1/2 Zircon plus 1/2 Silica shell sand.
i'
- 60. E 91 - 875 H - 1/4/82 - Jim Easterling returned to work. Brackets (cracking) placed in lower water jacket core.
I
Pge 5 l 61 G 10 - 132 J - 2/19/82' 3-1/2 square x 6" hi8h. blind riser at intake end center bosses at parting line. l-62 G 22 - 189 J - 3/2/83 - start solid boss from center of intake end push rod cavity to cope. Add 1-1/4" and padding on top riser intake end. ,
~
63 G 66 - 342 J - 3/26/82 - replaced 8" rd x 15-1/2" high x 5" neck down center riser exo sleeve with 10" rd x 15-1/2" high x 6" neck down center riser eso sleeve (Insul). ,
- 64. H 67 - 533 J - 5/12/82 - started upper water jacket cores made aircon sand
- Pepset.
- 65. H 94 - 704 J - 8/11/82 - started lower jacket core (pancake) shell sand.
- 66. . - 11/1/82 - started leaving off either one or the other "D" side plates.
67 J 12 - 944 J - 1/17/83 - removed gage hole boss from fuel injector.
- 68. J 16 - 961 J - 1/24/83 - started No. 3 APC shell in 4" x 6" riser bob over F gas passage. ,..
f 69. J 24 - 22 K - 2/23/83 - 3 Jacket vents relocated.
- 70. J 62 - 263 K - 8/16/83 - started drying upper water jacket patch over j lif ting lug over nice before painting.
71 J 89 - 337 K - 10/4/83 - air start shell cores with recess for veld-in plus started
- 72. K 9 - 394 K - 11/10/83 - started cold lining in bottom pour ladle.
- 73. K 37 - 475 K - 1/25/84 - started using Western Industrial 10 x 15 x 5-1/2 e sleeve at fuel injector riser.
- 74. K 65 - 536 K - 3/6/84 - started using air start shall cores with 3/8" 1 - - - - - - deeper recess (Ajax).
0 .i e e er
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~7 ami CUSTOMER ENGifjE 4JD COMPRESSOR DATE 12/18/81 A.; DRESS SPECIFICATION 8 7 STEEL RECElvED ENGINE AND COMPRESSOR SPEC ti 7 JiUi i,13f 2 h* N$.VN nttB*11s en:tiROL A*TN-SERIA . HEAT NO PART NO. ORDERNO.
)
Er. _ 72 F27 H 0 3 ti,0-0 3.<ir STCCK CHEMICAL PROPERTIES C Mn Si P S C r. Ni. Mo Cu V. Al. Mg Cb. N .93 . Vl . CQ.2 .C.25" .C'H' ./0 .O24 ,y MECHANICAL PROPERTIES N . .D POIN*
- 02*c OFFSET) (PSI) _ _ f8,,_Id 7. _ ____ . -_ _ _ _ _ _ _
nitt E SWENG!n (PSI) __._ . . _.- . 78 ._ d-N. . . _ _ _ _ _ _ _ _ .
' iNGATiON. (PE RCENT) 325_O_. _ _ . -
' UUCTION OF ADEA (PERCENT) _8/c6_ . ___ __ _.
D .GPY Y NOTCH (FT.LBS) __ _ _ _ _ _ AT TEt 'P ( F) i ' IE9al LxPANbiON. (IN ) . _ _ . _ . _ _ - --
~iNG BHN .. _ . . _ . -
i, ".tc CNP C A'_ CI A (IN ) _ _ _ _ . _ - . _ _ _ _ . . . . _ . _ . _ _ . _ _ _ . . ._. __
,.m_._ _.
. _ _ . ___...____.m._____m._______.___________.____;_. _ _
NDT CERTIFICATIONS .
> it.t T.i: PAnTiC LE INSPECTION Pf R N..b.d'O 3 h . -
.h (
W h4 r.[lfh h[o. _..
.. .__ . _ _ _ . _ . . . . _ _ . _ _ _ ... . . . _ AND ACCEPTEC
- n A c.,r" '.( t'.S.'ECTION PER .._. . [__l __ d_(.I(.7..i.O . .h c'4Ls. d.byb[r. _.
. J
, . . _ _ . . . _ _ . . . _ . _ . _ . _ . . . _ . _ _ . . _ . . _ _ _ . _ . _ _ _ _ _ A r A' CEPTED OGA APHiC INSPECTION P.EP _ _ . . . .. _ . _ . _ . . _ _ _ . - _ . __
. . . . . . . _ . . . ._. _ _ . _ . _ . . _ _ _ _ _ . . . _ . . . . . - _ _ _ _ AND ACCEPTED
[ . ~ ' t A H k s ..._ ___ . _ _ _ _ . . _ _ _ _ . .. _ _ _ _ . _ . _ . . _ _ . . . . _ _ .__
.. m:=m_. ___ - _
_ _..____ ___ _.____. s- -- _- z..; .. _u==m .. __ _ _ _ . HEAT TREAT CYCLE . NORMAllZED AT 'F - _ _ _ __ HRS r OIL or WATER OUENCHED AT .._'F__.- HRS. ' ,I TEMPERED AT 'F HRS HARCLO HELGERSCN ,
~
-MJ wjS -
. Eb w,w.,a e,,% u mneer L
f 2.'ElBll$dllHitBliNE Eng Oakland. Citifomia 94621 demprbssor Omsson v sacaaaay v csgieevtoaeyee.,a j l
, Delaval .
.; . '5TOMER Eng-ine 'and Compressor Division
- DATE February 17, 1982 c,DDRESS SPECIFICATION #7 Steel RECEIVED liar ;; . ; o. ,
G8A881v 'nNIROL : Mi! AT.N-C 'J RI AL NO. HEAT NO. PART NO. ORDER NO. % n.' C-3 9 ,G-5 114 J a3-3no.03-0F Stock 3
.. m._.. _ _ _ . - = - - Z O
. CHEMICAL PROPERTIES C M n. Si. P, S C r. Ni. Mo- Cu V. Al. Mg. Cb Y A4 .Y6 .a77 . opy . oey .09 07
. -- -. v MECHANICAL PROPERTIES r_.
i D POINT ( 02cs OFFSET). (PSI) . f_b _I f_ O
'! N.ilLE STRENGTH. (PSI) _ _ . . . . . _ . . % 17 8. . . . . _ . _ . . . . _ _ . . .
- LONGATION. (PERCENT) ._. - _ _ _ . . . . _ 2 7 8 . .. . ._ _ _ . . _ ._. ._
hi 'tuCTION OF AREA (PERCENT) _ _ _ _ . _ ... . -_ 50d-._ .____ . . _ - . . . . . n
'H ARPY "V" NOTCH (FT LBS) ___ . . _ . _ . . _ .__ __ _ AT T E M l' F i C t ..' ERAL EXPANSION. (IN ) . . _ . . _ _ _ -. __ $
/. STING EHN . _ . _
h t ( AL CRITICAL DIA (IN ) _ _ _ _ _ _ . . . _ _ _ . _ _ . . . M I
, . _ .m . _ m . ..
NDT CERTIFICATIONS . c: fi t.'l'iNETIC PARTICLE INSPECTION PER 1_h.dh.Q. '- 3 D fl jW G u.4pf%b[c { u
. . _ _ - - - _ _ _ _ . _ _ _ . AND ACCED'ED Q
, : AtsSONIC INSPECTION PER _ __. ... _1.__{l. d (5'_~ b/. .9)> h (A L.L.:.-[Irh[e j
_. ___._- - - - - . _ _ _ _ _ . . _ . _ _ . _ . _ _ . . . _ _ . . _ _ _ AND ACCEPTEC h
?.
nt 2 0 GRAPHIC INSPECTION PER . .._ . . _ _ _ . _ . - r: .
.. .. ___. .. __ _ AND ACCEP TE D <
o
- J '.i A R K S ._ _ . . . . . . _ , . . . . _ , _ _ _ . _ _ _ . _ . . _ ____ . _ _ . . ._
-4
- Z O
a.n..---- - _ _ . _ _ . . . _ - - _ HEAT TREAT CYCLE , c NORMALIZED AT 'F HRS. : 2: OIL or WATER OUENCHED AT 'F HRS. c Y TEMPERED AT 'F HRS. liarold Helgerson 5 t/ &
~ .. . .'_." ~._m
l EngEe and Corro.essor Omse.n DUC5EIIIO DIIIIIIIUdIIUIID ( T=
~: . .
' .. h[$llSBllEUll60 e.
Oaklano. Cahtom.3 9462
., I CUSTOMER Engine and Compressor Division '. DATE January 29, 1982 ADDRESS RECElVED . SPECIFICATION #7 Steci
((8 i 'i UE owily (nNTROL , ..s { ATTN-SERIAL NO. HEAT NO. PART NO. ORDER NO. 3 F 60 - 63 65 15 J 03-360-03-0F Stock > 2 CHEMICAL PROPERTIES C C Mn. Si. P S C r. Ni. Mo. Cu. V. A1. Mg. Cb. SY $'h ~Vf O2.1 U)6 . /0 /0 O2Y MECHANICAL PROPERTIES YlELD POINT ( C2e'o OFFSET). (PSI) N/, /8/ TENSi E STRENGTH. : psi) M 3' /9 ELONGATION. ; PERCENT) 7IO REDUCTION OF AREA (DERCENT) M8 CHARPY T' NOTCH (FT-LBS) AT- TEN'.P. FF) C O LATFRAL EXF ANSION. (IN) ~ CASTING EhN 2 IDEAL CRIT: CAL D'A (IN ) n NDT CERTIFICATIONS . MACNETIC PART:CLE INSPECTION PER (D ' b CAL inn bh /h ' 2-O-M) AND ACCEPTED [ ULTRASGN:C .NSPECT CN PER At.D ACCEPTEC l RADIOGRAPHIC INS?ECTION PER AND ACCEPTED REMARKS
- - . - - - - - - - - - _ f HEAT TREAT CYCLE .
NORMALIZED AT *F HRS. OIL or WATER QUENCHED AT 'F HRS. liarold !!clgerson TEMPEdED AT *F tlRS. Chief Mc h gist / Foundry W Engineer
-, ,- w .
E.< r-. T14 i C k'. b E 5, 5, I h R. E. Sema .;2E.AT- 3 4 5 1 2 302 GS3 3'AI3 .s69 .s48 sso .s%- .
,s7s .823 M 46 - 49 33 .57o 563 .ss?
323
.514 . so2. ..s37 .602 k 4lo - 4% 3 595 .m
.665 .s24 .435 F/o4 - 153 A ia.E id T4 t et .OE 55 2EAb,cQS boe t , c od F TM E, 201.t6 t-( P, Ac t4 ' d 5 O_.tL L i e D E i2_
N sA 6 5, 74 g e e 4 . h
~~ --- - - . . . _ . . _ _ _ _ _ _ _ _ ,_
1
.RTTransamerica R."r'"'!%A"'o....,,, casting c.artificatisns f
Oakland. C1hfomis 94621 u Delatal
}
Ct STOMER Engine,and Compressor Division - DATE 2/23/82 l l
,.DDRESS RECEIVED SPECIFICATION #7 Steel l l
I mil 1.',' U: OUAuly (ONIROL (b t { h G ?
- i. . r N i,E AI AL N - HE AT NO. PART NO. ORDER NO. 5
'H18 146 J 03-360-03-OF Stock >
t-20,L [ CHEMICAL PROPERTIES O C Mn Si. P S C r. Ni. Mo Cu. V. Al. Mg CD 25 .9y . W . 022 . o.2Y . /d 095*.065 j
.. c.
MECHANICAL PROPERTIES i4LD PC:NT ( 02co OFFSET). (PS:) f2_NN _ _ _ _
* :..SILE STRENGTH. (PSI) @ VD . _ _ _
ii GNG ATiON. (PERCENT) 29.8 . _ _ __ N .;UCTION OF AREA (PERCENT) (7 I g G. ARPY V" NOTCH (FT.I.BS) ___ __ AT TEt/P CF) C
/ TERAL EXPANSION. (IN) _. d
.WiiNG BHN -
O 1 AL CRITICAL DIA (IN )
- __. _ _ _ . _ _ ...__ 5 I
NOT CERTIFICATIONS f
'*/ SNETIC DARTICLE INSPECTION PER
..__[:.00_.. .'_,$f 41 t I Y c_L a m . /;/L a =
_ _ _ _ . . . _ _ _ _ _ _ _ . _ _ _ _ . . . _ _ . _ . . _ . _ _ _ _ . _ _ _ _ _ AND ACCEPT EI. o- ;RACO? C INSPECTION PER ._
, .bN 'YO @t (_ %_Lql(tdb- . _ _ .
E _ ______.__ = . . _ _ _ _ _ _ _ ___ t ND AC~.EPTED ? E
- i. . OGR APHIC INSPECTION PER _
_ . _ _ . __ .__ AND ACCEPTED 7
.!EMARKS __
~
w O r_-- -_
.=-.=__m--_.-- ___._._.._m_- -
HEAT TREAT CYCLE . e NORMAll2ED T 'F HRS y c OIL or WATER QUENCHED AT cp gpg 5, it.irold llelgerson ! TEMPERED AT 'f HRS -
.. l '
- b*
cn.
- Men lutg.sl.F ounory Enmncer v - s. m i j
o
'IlUltinillCtluis
. Enge. and compressor oi:ision Oaktnd Critomia 94621 vuoLuaw vci eaisvasiviso o .
CUSTOMER
- Engine and Compressor Division DATE 3/11/82 ADDRESS SPECIFICATION 147 Steel R CEIVED l
MAI( 0 9 E ! nwiTV roNTROL 1. q j, ATTN-PART NOT ORDER NO. I SE LNO. HEAT NO. G 27,28,29 245 J 03-360-03-0F Stock 9
-4
_ z 9 CHEMICAL PROPERTIES C Mn. Si. P S Cr. Ni. M o. Cu. V. Al. Mg. C b. ["
.fY - 8'? -][f -V.27 OJY . N .097 .Oy MECHANICAL PROPERTIES YIELD POINT (.02% OFFSET) (PSI)
TENSILE STRENGTH. (PSI) _ NM8[ 7/o ELONGATION (PERCENT) 7 REDUCT!ON OF AREA (PERCENT) MA CHARPY 'V' NOTCH (FT LBS) AT T D.*P FF) Q LATERAL EXPANSION. (lN ) $ CASTING BHN. O.
;r IDEAL CRITICAL D:A (!N ) __
I NDT CERTIFICATIONS _ _ _ . g MAGNETIC PARTICLE INSPECTION PER [OO" [O dc( eI [) b b b O2, ".!! .5 -'Y~c o _.- AND ACC2P~ED $ c. p ULTRASONIC !NSPECTiCN PER _ . . _ . . _ _ . _ _ _ _ _ 4
.._ ANO .CC:.H dC 2 s
e RADIOGRAPHIC INSPECTION PER c
~
_ A.ND /cCdPTED REMARKS ._ m
-4 2
~
O
~
- CL __ .
HEAT TREAT CYCLE . s NORMALIZED AT 'F HRS. , c OIL or WATER QUENCHED AT 'F HRS. , c TEMPENED AT 'F HRS.
- liarold e l:.;c rs o n e]- Sw%
Chief Metaltur /Fcunary Engineer o
. H
, .4-t I' C T - oo w ~ Casting Certifications te e'4 W b '* .
-Onaw C m Hei' .
r .
- OATE 1/18/82 CUSTOusm tagine end compreaeor alv
' }* 4 -
. pcmC %'iCs
#7 Steel
.5 N S8 RECElv CD 1
'n IiAd O .- (
4 j. ** is a n * # %TM s
*' T pa w ; e.^ nDER NO Hui NC 5""
292 J M" I'
-8 f, -
C 4 W .I. ) r
- O CHEMIC AL PROPERTIE S Ho c y 4, Mg CD g C Ma g P S Cr N'
.e -
.W .0)$ Pl? /O . Qfj .'& F M s. ]'
,y , ff de WECHANIC AL PROPt RTit S 6
7
- ViELO PO'NT f 02% OFFSET t i SI)
P N /Td_ _- --- TENS:LE STRENGTH. (PSI) ___ 2 IE _ --- - - 308 -- - g y ELONO ATION. (PERCE NT) R(DUCT 10N OF ARE A Pi ERCENf) N'e b__ __
^' _
'E'*P '*)
n C,,
'k CHAwy v NOTCH (5 tt05) _ _ - _ - - - - - - -
g- LATERAL EEPANSJON UN ) _
.; , CASTING BHN 2
% 'OE AL CRifiCAL Di A ('N 1_ --- _
g Y, **' NDT CERTIFIC ATIONS m
.J. .',
U4GN(TC PARTICLE 'NSPECT CN N 3 ;
. s e
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a n
', ut TRASONiC INSPECTiCN PE n I
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, 7 1
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. yT RAQsOGRAPHIC INSPE CT'ON Pf A .-
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#
- i
- i
, ru uan= s __ --
3 L . _ _ Y HE AT TRE AT CYCLE , g g e a'~ 7, f ____ .. L s 3 [
' peORMALIZED AT ,
Olt or W AT ER QUE NCHf D A t _ _ __
* ,,n3 2 3.(p ~ l TmREO A, , _ __ . . ,
.., u ...,E.,..- t pg .,
c~e' wepww sem Ew i 4 9 l a-
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a w , C e u:ewux;wxwma LN= o enu wwow n w w.s.ew. . Oaoand.Califom.a 94621 sM 2D818V8 CliSTOMER , DATE 3/22/c2 ENGINE AND COMPRESSOR O1 VISION , RECEIVED SPECIFICATION n7 STE L
/DDRESS h e%* . ()
- E '
N8'l1V (ONTROL i1, f, 5
- 5 ; HEAT NO PARr NO ORDER NO. m
. ' AL 309 J 0 3- 360 -0 3-L F 5 T00'. >
.51 2
O CHEMICAL PROPERTIES Mn Si P S C r. Ni. Mo Cu. V. Al. Mg Cb C 2,f ,'py 'f] .(@/ IVb lb"I .(Y l'{/ .C77 MECHANICAL PROPERTIES n:.LD PO6NT ( 02% OFFSET). (psi) .fA_7
't'.S!LE S :pCNGTH. (PSI) h ~
88/ _ . _ _ 7 ONGATION. (PERCENT) 71. # .._ ___
. ___ _ .= __ . . _ .
p ;UCT'On OF AREA (PERCENT) M8 . _ . . _ _ _ . . . _ . . _ _ _ . . . . . . _ . . _ . g AT- T E t.* P ii: '-- HAHPY 'V" NOTCH (FT LBS) _ . . _ _ _ en w
- AiE AAL EXPANSION. (IN ) _ _.._
CiSTING GHN . _ _ _ _ _ . . . _ . . . . . . . . . . . Q
, E AL CR:TICAL D!A (IN ) . _ _ . _ . . _ _ . . . _ _ _ . _ . _ . _ _ _ _ _ . _ . . M
. v a n . ~ . ,. .---=amm-~=.wm_x.=.=..=..=.==-.-.--- . .. _ . - .
- =
NOT CERTIFICATIONS . Ci
- ,NiitC FARliCLE INSPECTION PER .. .. ... I . h._ .b l'O. .?' 2.0 'L ' t <-[rdb' . . . _ .
,l , 1:
__ _ I k , ! ! ' 'i l AND ACCEPTEC' O m "MSON'C tNSPECTION PER .... _ __ - .. _.1 kh.OO_dh CHAf b s h[L_. ,
' . . ' /.I ' i l_. A N C A C C E P 1.'E l X k
- 1. DiCCR Al'H:C INSPECTION PER .. _ . . . . . _ . __.
__ AND ACCEPTEL 3+ i .U
? RK S _ ._ _ . . . _ _ _ . _ _ _ ...
g 2
-<========
C
, _ -,,=.m===- , -
HEAT TREAT CYC:.E . NORMAllZED AT 'F
- HRS 1j
'l OIL of WATER QUENCHED AT 'F HRS ,)
HAROLD HELGERSCt4 TEMPERED AT 'F HRS
. _ _ )RhA W Chief Merggistif oundry Logineet l
J
F"D.:Transamenca ===.... casting ccrtificcticns : Oakland. Cat.'omia 94621 ) r Delaval . l L. STOMER Engine and Co:. pressor Division DATE 3/23/82 ADCRESS SPECIFICATION #7 Sgeet RECEIVED MM . O U .' GIAllTY rONTROL hi h
.. ' 7 N' _ _ _ _ -_ _ _...-- _ . . . _ . _ _ . . - - _ _ . _ _ _ . . , , , __
r.ERIAL NO HE AT NO. PART NO ORDER NO. ;;;
-55 31S J 03-360-03-0F Stock 3
- s. s. e - .57_ _ _ _ e s ws:mem 43s.w mme n-t.m.-am _ .- - -- --- s anex- - -
2 O CHEMICAL PROPERTIES C Mn Si. P. S Cr Ni. Mo. Cu V. Al Mg Cb u
;g- /Gu . MG 0).r* .026 ./.2 . /.7 07Y MECHANICAL PROPERTIES s'.E I D poi'4T r 028c OFFSETn. (PSil .Of5' 1T*4S'LE STRENGTH. IPSI)
_ _.56.,2ff' _.M s __ _ ._._ _ _. _ __
= .. __.___ _ __
E 2NGATiON IPERCENTi _89 C. . _. _ . _ . . . . _ . _ _ ._.___.. _ . _.._.. nt DUCTION OF AREA (PERCENT) ___f87 .._ _ . -
- . . _ _ . . = . _ _ . _ _ _ . . . . . _ . _ . c,'
ce..tRPY Y NOTCH (FT.LBS) ___ _ . . _ _ _ _ _ _ _ _ _ _ _ _ _ __ AT- T E .'.' P ir, c
.t.iERAt. E)(PANSION. (IN ) =. .._ _ _..... _.___ .. . . _ _ _ . . _ -_.._.. . . . _ $
c,'. TING BHN . _ . _ . . .. . . _ - . . . _ _ _ . _ . . _ _ . _ . ..... _ _ . ._
)
.: . .t L CRITIC AL O! A (IN ) ._ __._ . ._ . _ _ . . .
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=
s . _ sm...u u- . s ers s,:.sr- x rs.r v _. w .r . v w , - . . - = . .
?.
NOT CERTIFICATIONS . f
~ #
' ...iNE? ci PARTtCLE INSFECT nN PER
.1..f . h.O.O_!./_Q._..s.% hh k k c.
> L .,.i A .' . c AND tcur ten
. . nAs,c INSPECTION PER .__. .T.P 6 0 0 - 5 0 ..' %.sePit.6/t.. . . $ -
_ . . . . . . . _ _ . ' d . . ' J( . t- _ AND ACCEPTEC .: I
;. .)'OGRAPHIC INSPECTION PER .._. ..__ . _ . . . ... .. . . . . _ _ _ . _ _ . _ . . . _ . . _ . .
9 _ __ . .__.. ...: _. . . _ . . _ _ _ _. AND ACCL PTE U
- 1. ,
F E 8.' A RK S _ _ . . . _ . _ _ . . . . _ . . . . . . . . - . .. - - - - _ _ . . l 2
._.-- . _ . _ _ _ . _ _ _ _ _ . C;
. , . _ . --__ -_ _ ;_ - u s , .,,. , . .,,,., mm.
. HEAT TREAT CYCLE .
NORMALIZED AT ___ 'F _ Hus OIL or WATER QUENCHED AT 'F HRS TEMPERED AT ' F____ HRS liarold lleir.erson . , l e.
/78
,,.-.o dM mo_ .
j
Transanierica R' J' c%',',' *o, . ccsting c.crtificcti ns Delaval . CUSTOMER ENGINE.AND COMPRESSOR DATE 3/26/82 ADDRESS SPECIFICATION 5 7 STEEL RECEIVED ENGINE AND COMPRESSOR SPEC # 7
. f,j Ay 3 y j'.3,-
mainy roNTROL ATTN-SERIAL HEAT NO. PART NO. ORDER NO. g G 66 RU 69 342 J 0 3- 360-0 3-OF STOCK CHEMICAL PROPERTIES 9 Si. P S Cr. Ni. Mo. Cu. V. Al. Mg. Cb. 's C M n. u
. AY / /b . f() . Of'/ . 0f8 . // ./A 07V c.
MECHANICAL PROPERTIES S3 - ?3l YlELD POINT I 02% OFFSET). (PSI) TENSILE STRENGTH. (PSI) f L' F 4 f ELONG ATION. (PERCENT) i F.5 REDUCTION OF AREA (PERCENT) S#.0 A7 TEMP ('F1 CHARPY "V' NOTCH (FT LOS)
- LATERAL EXPANSION. (IN) o CASTING BHN.
IDEAL CR;TICAL DIA (IN ) ._. $ NOT CERTIFICATIONS . MAGNETIC PARTICLE INSPECTION PER Mo - 3D G._ tj k.df3-/)1) L L /'
?
'"O ACCEPTEC o ULTRASONIC INSPECTION PER _dOU - IC A c.. c , 'p_(. Abb _.__f} [jd/' _
m AND ACCEPTEC $ E RADIOGRAPHIC INSPECTION PER AND ACCEPTED REMARKS j\ HEAT TREAT CYCLE . ( NORMALIZED AT *F HRS. !l cl s Olt or WATER OUENCHED AT_ (F HRS. (
'F HRS. HAROLD HELGER50.1 l TEMPEF4ED AT
/.
WV Cn,el Metany.t/Founary Engineer
F .Tf8RS8mBilC8 E*l"~"'c'##4*C*La,,, Ccsting Ccrtiticatisns Oakland. Cahtomia 94621 l CUSTOMER Engin.c and Compressor Division DATE 3/29/82 ADDRESS SPECIFICATION y7 3 ggy RECEIVED bPl( . + ;. , OUAuf f (ON1ROL -(a.
\
ATTN- I HEAT NO. PART NO. ORDER NO. SERIAL NO. Gk,h72,73 348 J 03-360-03-0F Stock
- z CHEMICAL PROPERTIES 9 C Mn. Si. P S C r. Ni. M o. Cu. V. AI. Mg. Cb. u 5'
17 f/ 39 a2/ 02 6 . 095. 66 .03r e MECHANICAL PROPERTIES YIELD PO!NT ( 02% OFFSET). (PSI) NMP TENS:LE STRENGTH. (PSI) #8 677 ELONGATION. (PERCENT) MY REDUCTION OF AREA (PERCENT) .S~7 3 CHARPY 'V" NOTCH #FT LBS) AT TEMP ((F) b LATERAL EXPANSION. (IN ) $ O CASTING SHN IDEAL CRITICAL DIA (IN ) ]:- E 5 NDT CERTIFICATIONS . x d CD - $O n e t S ke b/,4 Th 7 / !.[ //- /.') - d MAGNETIC PARTICLE INSPECTION PER -- i j ' F-
.. ASC ACCEPTEC S
ULTRASONIC INSPECT ON PER g 2 M.D ACCEPTED s. 5 RADIOGRAPH!C INSPECTION PER _ A:.b ACCLPT'tD J REMARKS g
- z
=__..____.C HEAT TREAT CYCLE .
)
c. NORMALIZED AT 'F HRS. l
* !1 OIL or WATER OUENCHED AT (F riRS.
TEMPERED AT *F HRS. c ilarold, lic lge rs on Cn. [b/.. [%
't. ictal:o
-r-m iFcundry Engineer ~
Q
Enging and Como"*sw 0irision w - ~ *.. 3 w w.c...w e .w... Tfu.'IIEllbdtlEllr
- Oamtand. C Idome 94621 - . h1 Delaval Engine and Compressor Division
- DATE /*/2/82
( USTOMER JORESS SP ECIFIC A'lON #7 Steel RECEIVED f.PR C:' 135;: OUAU1T CONML gbtl h
.s T T N -
'. /
'4 5 tl A HEAT NO. PART NO ORDER NO. j 0-82 ,8'. ,85 381 J t:3-360-03-0F Stock >
- Jirr a _ _ ,,,,. *-
.c ~
._. .m a.s rz . 2 _. . . . w r -+.= .% - _ - . -
O CHEMICAL PROPERTIES
.; Mn Si. P- S C r. Ni. Mo Cu. V. Al Mg CD
., 05' /60 W N 2- NS 095 f.%2 OV MECHANICAL PROPERTIES
. D PO!r.T . 02% OFFSETr. (psi) _. . f~.S,~,880 . . _ . . . . _ . - - - -
ifLE STRENG ti. (PSI) 86, .5 J5' __. . _ _ _ _ . _ . _ - - . _ _ _ _ _ _ _ _ . _ _ _ _
- i .' * :G AT:CN. (PEGCENT)
- - . _ _ ._ __. _NN-[,.O .
.. ._56
' if n:CTION Or AREA (PERCENT) . - . . _ _ _ . _ - .. ..
c.
. A AP Y ",' ' NO TCH (F T .LBS) .._ ._ _ . . . . _ . . . . _ . . . _ . .__AT TEW' f F' C" i L R AL EXPANSION. (IN ) _._ _.. ... . _ _ ... =
( STl".O 6HN __
. _.._..s . .. . _ . . _ .-- ._ - ..__ _-.. - _._...
5
' rv
.. L C R I T IC A L D' A (IN ) _ __ __ _ . . _. . . . .........
. = . , - . _ . . . --
.-_._.___r:
---v.w.=_=.w._--.:=-___-.... . _ - - .
NOT CERTIFICATIONS c
. .TiNETIC F ARTICLE INSPECTION PER _ 50.E. P_.I '
** C ' l' . .u- .hdbs-M.Q k.,
- . _ _ _ _ _ _ . . _ _ _ _ _ . - . _ . __. AND ACCEPTED
' AA50*. C INSPECTION PER _.II E _d.C _. . . . _ . .
. /7.T_}.' .h f. b . _ W wohfmb [.t
.._ A',0 ACC t. Pi[ (;
a.MOGRAPHIC INSPECTION PER ___ .. . . _ . . . . _ . . . . . .
. . . . . . _ _ . _ . . . . . .. _ . . . _ = _ AND ACCEPTEC
^
- r.1 ARKS . _ _ . . . . . _ . . _ _ . . . _ . . . . . . _ _ . . . . _ ,_. _ _ _ _ . _ _ . _ .
m._ .m._,-
-._,_,_.r ., _,..,m_.m_ . .
HEAT TREAT CYCLE _ . NORMALIZED AT 'F. _ HRS OIL or WATER OUENCHED AT __ F . ' HRS HaroM Heberson TEMPERED AT 'F__ hrs
/f ~-u
/
Cniet f.ietallurgyt Foundry Engineer JJ
t I ,
..4 .
r .
; hWS853rIOS AT, c'. ~l." *, o. , Casting Certifications
. yg o. c.<~ m
;s
; 4- CUSTdMER Engine and Compressor Dtvt st. ei DATE t./6/82 5k '
ADDRESS PECEIVED SP'CIF IC AfiON #7 st..g
?- ,t' . i
'
- APR 22IF' l i
- ? ~. h e .
l j OestJff f0erft0L r,y l, y .. 3 *
','.' ATTN: *
,r " ,,'i & L P80. HEAT NO Ari! P40 CELER NO $
g'6*- 91.92.9) 396 J i t .160 01...e $tcch 3
. . ' 2
,.,,, CHEMICAL PROPERTIES O
' C Wri. P C# r. . uo Cu V Al Wg
. y 51 S CD t ' ',L' .
2.f .90 . y6 . c.zt . 026 . of .cr of i t " I.*" MECHANIC AL PROPERTIES
..i I
,L , ., w S v.*'
viELD .*OINT (02% OFFSET) (P$ts _ L 48j TENSILE STR(NGTH (PSL) 2 l <II. '*//
. ELONGA TION. (PERCE NT)
REDUCTION OF AREA (P(RCENT) [ 8. :.8 n , f g, ,o CHARPY 'V" NOTCH (FT L85) L4TERAL EEPANSICN. UN'
.. . ._ _ _ _ A f - it sea s't- g
- r, *s CASTING SHN - 0 l 60EAL CRITICAL OeA UN) A e
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e .'s ,. . ' . . NDT CERT 171 CAT 60NS . _ _ . . _ . i O, WAGNETIC PARTICLE INSP(CT:O*. pf R _ . h.O C -.3 C .b d . [. .,.-. /f dt'd lb kZ h . I J
. _ _ _ . . A c acCi-t. o e' I
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y . ,_ ; i HEAT TRE AT CVCLt ~ ~ ~ ' '
- s .. y a d( ___. A A MJ s -
a se NORuALIZEO AT ** :- .u, ;,
. an J ,pg 4 . .
Oil or WATER OutNCHto AT _
- _.....__..e.,
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} TEMPERED AT 't___. . .. s .seteld selgerew 1,
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Tra* Eng na and Com. no* G.v.s,p w w.eessopg v vee...w w e,w ,..
- oauano cai.fornea 9462I i
da . IttillDElllEll2C
. - 08l8V81 t.o .iT OM E R Engine and Compressor Division
- DATE 4/7/83 Ar .7RESS RECEtVED SPECIFICATION #7 steet flH{ O 7 *:se..'
tullTV 'OMTROL ti 1. { iti
- i. T
- N -
Fi$AT NO.
~
NART NO. ORDER NO. I SEHIAL NO. m r,.9'.$,96,97 , 402 J 03-360-03-0F Stock &
,c_. . - .. ~. . -
O
,. CHEMICAL PROPERTIES G Mn. Se. P S Cr. No. Mo Cu V. AI. Mg Cb k
$.h *Y
- Y **= = h f f c.
MECHANICAL PROPERTIES
..,'.0 POirsT i0?' OFFSET) (PSti ..S..S., 9 6 4
- .c ,4 E dif 4LtJG'M (PSl; , _ _ _ . . 6f/, / $ 7 . . . _. . .
r a.GAtiON (PEPCErsi)
. . T. G . O . . _ .. .. . _ . . _ . _ . . _.
UC1'CN Or Asit A (PERCENT . . 62.6 n
. e.RPY Y NOTCH (FT.LBS) _ _ _ . _ _ _ . _ . . _ . ... . .. ... _ . _ A1 _._. T i *,* p iIi c e
., t. : E R AL E xP ANS' .".9 8. (IN ) ._. . . . _ . . .. . . _ . . ._.... . _ ._.. . _ . . . . .
' u N G B H N ._... . . . . . . . - . . . .. . . . . - . . - - . . _ _ . . . .
9 i ; st chi *tCAL D:A ( I N ) _ __ ._. . . . . . . . . . _ . .. . . . . __. .. . . . . . M r
.. nnn,--~_------.=,;-~,,,a.m. . . - w .. .~x...:. ... . .=. u . w .n _ - = . - -. . . , . . . .. - - -
NOT CERTIFIC A,TIONS . _. . ,
. t.i .t.E T!C PARTICL E INSPECTION PER ._.
' hd. 7. ,.80 8( . /i' d M.Mt_N.._.._/.
AND ACTI I"EC [. d.. M.hfV b 4
, . w.aN.c iNwcTioN er n .dd C - .f0 .. (1 dt8 o ..m ,9%. 6/.. [-
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_... ..._ . . . . ._ . . _ . . . . ._ AND Mr.f PIEl i
. Ap;OGRAPH:C INSPECTION PER . .._... ... . . . . . . . . _ . . .. ._ .... ....
t _ . . . _ . _ . . . . . . . . _ . . . . . . . . . . . . _ . _ _ . _ AND Al Cll'IL D T r MARKS .__. _. . . . . . . . . . . . . . . . . . _ _ . _ . . . . . . . . . . . _
...,.-..,m_..,_m.__,-,._,_,........ ..
[ HE AT TRE AT CYCLE ._. _. . NORMALIZED AT. 'F.____.. HRS OIL of WAT ER OUENC; tED AT .__ __ 'F _ . HPS TEMPERED AT ____ 'F ._ - HRS Harold llelgrson Cnit.t Met (ifgist/ Foundry tnqincut
I f .Transamerica R = 'C 4 L' *o....
, ccsting ccrtificcti:ns Oahtand Cafdom.A 94621 .:.; Delaval .
C'13TOMER Engine and Compressor Division DATE 4/15/82 nD; AESS 8 '"I RECEIVED ' MllY .",
- UE.?
o'4'stv r0NT10L
.u > ,,L m/sl NO HEAT NO PART NO ORDER NO j W 12,13,14 439 J 03 360 03 0F Stock &
v 7. CHEMICAL PROPERTIES C G Mn Ss. P S Cr No. Mo Cu V AI. Mg Cb
,'g . V,0 4/.S~~ . Oo2/ . 0A 0 . l0 l0 0Y MECHANICAL PROPERTIES
. t O 0 0:t41 i 0F, OFFSET). (PSI) . _ . . __ 5I,360 , , . , _ . , . . .
.i AE GTHENGTH. (PS4 -
- ... . . . I 0 ., O G O e t ONGATiON. (PE RCENT) _ . . . _ . .. ._. .E 6 0 . . . .
r a .' UCTION OF ARE A (PE ACENT) _ _ _ _ _ _ _ . _ . _ .. .S.0d _. -_ - . . . . . ._. .___ .__.... _ n
, ., i.Py "V" NOTCH IFT.LBS) ._ _ _ _ _ . . _ . . . . . . . _ _ . _ . . ____. A T Trpm t F:
C n
. E r' A L E X P AN S.ON. (IN ) __. . . .....__ __... . . _ . .. .. . . . . . ._ -. . . _ . . . . . -4 af'NG OHN -._ -. . ._.-.. ... . _. . _ _ _ . . . . . . . . _ .
C 4 Chif tCAL DIA (IN i - . . . . . _ . . . _ - _- .. . . . . . . . . . . -
...u.,___- --- s. - w r ,,u :
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r-NOT CERTIFICATIONG , t
* '.'. ';C PART CLE INSPECTION Pin __ h$ '; ..S C 'f// #M 2.}h h_.. b%.[.k [. ._ ;
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... . - _ . _ _ . . . . . . . . . . . . . ._. Arc Acr'i P t f L g
- r. A:O*. ; IN5PEC flON PER
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. . _ . . . . . . _ _ . . . . _ . . . . . . . _ . . . - . . . . . . . . . . . .. . ___ r.N o A cc r ei E c ;.
."luGP APHIC INSPECTION Pf H . . .. . _ . . . . _.. _ ... .. _ . . . _ T
.... ._ .__ . . .. _ _.__ .. . . . . . .. . . .. . ._._ _ _ A *O ^ C L (. I ' i E l >
3 vi .* A A K $ .
~
a
. r . ~ . u ., u - - - - - - - - -
.r u. ., o. w u m , .,,= , - ,no._=, u. .._-..O HEAT TREAT CYCLE . .
k NORMAllZED AT rF _ . _ HnS s C OIL or WATER OUENCHED AT _ _ 'F _.- HGS w i TEMPERED AT- 'F Hns . 1 Ilarolit liel u non e
./ 4. & -
~..n i . F . mdbli_nas t n:une co
c,. .. c m ,a ,o,.. n v a o u n w v c i . . . v u . v . . ., . 4fA USHSBIH81108 oaueno caidomia 9462 . PJ , g f.CSTOMER Engine and Compressor Div. DATE 4/26/82 ALMAESS SPECIFICATION (j7 Sgcel RECEIVED . MM i' M pisotv r04tt0L D _t. - , ? J HEAT NO. PART NO. ORDER NO. I wEHI AL NO. r, it- 31 . 472 J 03-360-03-0F Stock &
'l - - - m .. __
z O l CHEMICAL PROPERTIES Mn. P S Cr. Ns. Mo. Cu V. A' Mg Cb { C Se e.
. . '5' . f; , /.3 . 02'f . Of'f . /S' Z3 Ci6 u MECHANICAL PROPERTIES o' C, POINT e OR OFFSET). (PSI) . N [88.....___. . . _ _ _ _ _ _ _ .. ___
iCNSILE SIRENGTH. (PSI) . ._.90[$'Z'/. _ .____ .. =_ . . _ _ _ .
. t ,'..i ATICN. (PERCENT) JO 5___ __ "
Hii,UCTION OF AA[ A (PERCENT) fd. 8. . . __ . . , _ , _ __ __ . .. _ _ . _ ,_
< i '.RPY V NOTCH (FT.t.BS) . . _ _ _ . . _ . _ _ _ _ _ . . . . . _ . . _ _ . AT t uer , F i c
* *[R At f yPANSICN. (IN ) _ . . _ _ _ _ . . . . . ... ___ .. __
t.'., TIN G U H N _ . _ _ . . . . . . . . _. _ , _ _ _ _ _ _ . . _ , __.
'nL CRITICAL Of A. (IN ) . . . . . _ . _ . . . .__ _ _ _ _
1
- _._ - - . _ .ma.,- n.- - . _ .____.u__ _ - ._n _ ,.,
NDT CERTIFICATIONS . i
. 7
- t% ETIC PARTICLE INSPECTION PER _. / h b . _.3 Q .. 8.11 7I !
n c' 4.m1 ri.((e__._ L AND ACCEPTED i
, ' PASO'.'C 4NSPECilON PER ._ f:. OO_ ' IC___ . _ _ _ 1 "._h f
.bsb[_f._ ._
~
_ _ _ . _ . . -._ . _._ n N L A C C E P
- E C OCR APHIC INSPECTION PER .___. ... _ ._ . __. . .__... _ __ _ _ . _ _ . _ . _ . . . _ _ . . .
. =. =- . _.___. . - _ _ . . . _ . . ___ A N'.' A C,D ' i E D .
"t '.N K S _ .. _ . . _ _ _ _ _ ____. --- . _____ j
____ . ._. c
- . ~ = _ - _ . _ - - ,,_,m-HEAT TREAT CYCLE ,
NORMAll2ED AT 'F._,__._' HRS Olt or WATER QUENCHED AT _ ___. 'T - HRS TEMPERED AT 'F HRS. Ilarold lielgevon a/ f lt w Cruel Mu(fjibrgist/ Foundry Engineer
l
. . tfaH88mBilG8 cn ~ aa.co ,n.o,o.:.. , vasung vcruncauuns l
Oakland cahma 94621
- i. i . D818V81 .
Ci eSTOMER Engine and Compressor Division
. DATE 4/27/82 ADDRESS RECEIVED .
M AY . 7 E f ' 0'iaistv rnNT10L e L Na HEAT NO. PART NO. ORDER NO I
',, 36,37 476 J 03-360 03.or Stock 9_
c__.
. CHEMICAL PROPERTIES O
<- Mn Si P S C r. Ni. Mo. Cu V. Al M9 Cb 25~ . 72 . YS" . an . 426 . // . 077 . 0S2 '
MECHANICAL PROPERTIES f .O POlf4T I 02% OFFSET). (PSI) _k7C V . . _ , . . . . . _ _ . _ _ _ _ , _ .
- NSILE STRENGTH. (PSI) 2 J
.3.JZ l.; Cf.GATION (PE ACENT) . . . . . , _ _ _ . . _ . . .
nC DvCTICN OF ARE A (PERCENT) _._&_: _d . _ .. _ . _ . . . _ _ . _ . . . . . _ _ _ . . - - - - - - - - - - r ch APY 'V' NOTCH (FT.LBS) __ _ _ . . . AT TEMP t Fi C
,. ATERAL DPANSION (IN) . . . . . _ _ . . . _ _ _ _ . . _ _ _ _ ____
r tVTINGOHN _ _ . _ -
. _ _ . . . _. p d E AL CRITICAL DIA (IN) . _ . . _ .._..__. _.._ _._ _ . . . . 6 NDT CERTIFICATIONS .
7
'* AGNETIC PARTICLE INSPECTION PER
.. .b_~ .$ (.~2'._. .. I _fr ( .c L. q M I.c_ __ ___
._ _._ _ . . . . _ . _ . . _. AND ACCEPTEL) ;
, i. *RASONIC INSPECTION PER ._ b.h_O_T._[L ' I h,1.NCh n %. [. ..d l.t_ . .._ -
E
.__ =
__ AND ACCCDIEL
- i . ):OGRAPHIC INSPECTION P,ER _ ._._ - _ . . _______._._ _ _ . . _ _
. . . . _ . . _ ;_- . _ _ . _ _ . ..._ _ _ . . . . . AND ACCEPirD W MARKS = _ _ _ . . _ _ _ _ _ _ . _ _ . . . . ._-_ _ _ _ _ ___
g
...< . - . -m . r:=.a rve-,- amu-a., ~ _ - --a arx__.sm.- -a-HEAT TREAT CYCLE -- .
( NORMALIZED AT 'F __ _. HRS OIL or WATER QUENCHED AT _ F . . . . __ . IRS I liarold lic1 gerson TEMPERED AT y HRS e Chief Meiffgist< Foundry Engencer
Eng nu and Corno'essor Oms on v u.s s a e e gg v v e ce e a w osw e . - G [ A ll C il S illll T l185 C oaxiano coiforn.a 9:621 .
!.! ' . 8 SV8 .
Engine and Compressor Division - DATE 5/3/82 C.iSTOMER ADDRESS SPECIFICATION #7 Steel g , MAY;~, E rnainv (ONTROL (h h A *TrJ HEAT NO. PART NO ORDER NO. 5 S .1t AL NO. H .2,4 3,4 . 493 J 03-360-03-0F Stock 3
- _ _ . _ ~_
=
O
. CHEMICAL PROPERTIES Mn. Si. P S Cr. Ni. Mo. Cu V. Al. Mg Cb 4 C -
lJW /.W 57 026 CAS & 06' . 06 . {
..__,-...__.a.,,__.__.
MECHANICAL PROPERTIES
. t.D PO M i C::% OFFSETt (PSO __ - . 6 S. ~7 5 0 _ . ......._. ... _._ _ . . _ _ . . _ _ _ . _ _
. . . :LE STRENGTH (PSI) ___. ____.3 G,,.I92..._ _. ... . __. -
t ^NGATiON (PERCENT) . _ ___ __ _ 2, 7. O. . . ._ .. __ _ _ __ _.
,: . UCTION OF /.RF A (PERCENT) ... _.. .
- 43 O_ . . . _ . . . . . .. ...
.RDY Y NOTCH (FT LBS) _ . .AT T [ t/;' i F j c
- t. ?. *F. A AL E XP ANSION. (IN 1... .. . _ _ _ . . . . . _ . . _ _ _ - - -..... .
z t' r. "> T N G D H N .. . . - . . . . . . .- - - . . - . . . . . - -- 9;. f re C. AL CRi lC AL D! A (IN) _ _ _ _ _ _ . . _ . _ . . . . . . _ _ ..___ _.._. .. . _ _ _ . .
- D s .,,. a.r. _ _._ - _ ... , -_w rr=.= -r. :..r----. ,_-- ._.=-._. ___-.=... _~_.u. .=:--
NDT CERTIFICATIONS . L'
. i AGNETiC PARTICLE INSPECTION PER I!T
- 5/ . ._.( c_( ( .t__[/.0 [/r-
!tg ).f td[. f G u
- - . . _ _ _ _ _ _ _ _ . AND ACCEPTEC 9,
.,IR ASGr.!C WSPECTION PER .lbif____.YC . t.- .
'. . . _p f ._' [;[c_ 3 L- jd, ')' ._ , _ __ ...____
- f. .
~ -:
-5
___ AND ACCFPTEL o e
/
e, i.,. NOGRAFHIC LNSPECTION pen _.. __. _ . . . . . . . . . . . . , t
. . _ _ . _ = . . . . . . _ _ _ . _ _ _ . . . . . _ . . _ . _ _ . _ . _ . . AND ACCEPTEC E.
nl'.tARKS _ . . - -- - - - - - - - - - - - - - 3
?
ar,,,,,-, , m,.e r. ,rms .rrm__ m . . . .a r.r u:=, r-- - -u z. ,. u .- C
,, - u- -- =.a. - . ,a .m.,
HEAT TRE AT CYCLE _ _ . . . i NORMALIZED AT-_ 'F ' HRS ;j OIL or WATER QUENCHED AT 'F HRS. . t,
'F Ilarold Helgersoo '.
TEMPERED AT HRS , 4 -
, Cruel'Metpfgistifoundry Engineer
2*
-Transamerica P'"',.*~"*JOa?o .ia. ccsting certificatirn:
.. Oakland. Calilomia 94621 CUSTOMER Engine and Compressor Division DATE 5/4/82 ADDRESS SPECIFICATION #7 Steel J. RECEIVED t.
- M AY . J Ili '
ATTN- nwitv mNT1t0L lha{ h ~ s SERIAL NO. HEAT NO. PART NO. ORDER NO.
. W ,47,48,49 499 J 03-360-03-OF Stock CHEMICAL PROPERTIES C Mn. Si. P S C r. Ni. Mo. Cu. V. Al. Mg. Cb.
29' . 97 . W . 0.25~ Off. 09 ./.2 07 . og5-4 f MECHANICAL PROPERTIES YlELD POINT (02% OFFSET). (PSI) 5 7. 8 G O TENSILE STRENGTH. (PSI) @ G]2 9 A ELONGATION. (PERCENT) 2.G.R REDUCTION OF AREA (PERCENT) M o.R CHARPY "V" NOTCH (FT.LBS) AT TEMP ( F) LATERAL EXPANSION. (IN) _ CASTING BHN IDEAL CRITICAL DIA. (lN ) NDT CERTIFICATIONS . MAGNETIC PARTICLE INSPECTION PER M6-2D Q. c_ - qDb- [/0 d _, k]/ / '
-- AND ACCEPitiC ULTRASON:C INSPECTION PER AO 'IC 5 c . } / < . . [ [ < l h s.] ; I h [< ,_
- AND ACCEPTEC l
RADIOGRAPH:C INSPECTION PER __ _ .._ AND ACCLP TED ' REMARKS HEAT TREAT CYCLE .
~
NORMALIZED AT 'F HRS. OIL or WATER QUENCHED AT 'F HRS. Har 1d llel;;crson TEMPERED AT 'F HRS.
.0 }0 C^ >-,.
, ^r-- -
j Cnici Meiaiiqrg/t/ Foundry Engineer
al In 4,
' $ $ Oll@Glll[I Bl#G Eaow and Comor;ssor Division V E4 O LI a S VUs &a a eusa tawa O
- C Oakland. Cahtom.a 94621 d .Delaval TOMER Eng,ine and Compressor Division
- DATE 5/5/82
.C .'RESS SPECIFICATION (17 s ge e l RECEIVED .
M AY ; s'. U T '
%invmunt g g
~
HEAT NO PART N . ORDER NO. %
' 506 J Stock 4 -52,53 -
03-360-03-0F & 2 CHEMICAL PROPERTIES C C Mn Si. P S C r. Ni. Mo. Cu. V. Al. Mg C b. . h'#l g lN * '/[ ' Ohf
- Yh *h *Sf .Off MECHANICAL PROPERTIES
,, 6 0 PO;NT 102% OFFSET) (PSil 5 7j- 2_33
- ~ '.5f LE S T PENGTH (PSI) __. _ . _ _ _ 8 4 .17 5 _.._._ .
f;ONOATiON PERCENTi 3 0 5 ___.. .. . . . U ' UCTION OF ARE A (PERCENT) _.___ _._.._. _ 5 1 3 _. . . . . . _ _ . _ . . . _ . _ _ _ _ . p e...apy 'V NOTCH (FT.L8S) _ _ ._ _ _ __. AT TEMP ( Fi C t d dRAL EXPANSION. (IN) . _ _ _ . _ . _ _ _ _ _ _ . . _ E
. . 3 TIN (3 BHN . .. . \.. ._. ._ ___
h e.. AL C'miICAL OtA UN ) . . . . ._ _ . . - --- _ .. 8-
.v--~ - - ~ ~ ~ . n ,~.a n.a.. n . -- -_-___. -
NOT CERTIFICATIONS . .
. :GNETIC PARTICLE INSPECTION PER U D**$$'.
( t,J 9 .
>b.I/r> A1, h)
. _ . . . __ . AND ACCEPTEC i s
. JASON;C LNSPECTICN PER ._I[Z.'.__E ' ' e <,c t[/n,_,/ 1 h,[ . . , .
_ . _ _ . . = ._ . __ _ ..._ . ...__ _ A',0 A CCE P T ECs 6 A .):OCRAPHIC INSPECTION PER ,
. = __ .. _ _ _ _ . AND ACCEPTED
, ' A R A S __
f
.~..m.a.~--.
. m , ,
- . m ,-.a. - ,, ,e
. , n u _ :. - -. =,
l HEAT TRE AT CYCLE .
)
NORMAll2ED AT 'F '_ HRS l l OIL or WATER OUENCHED AT._ ._ 'F HRS TEMPERED AT 'F _ HRS ifarold liclgerson
'/ f.C'*s_ ,
, Crudf Mc{ntlurgist,Fountity t.ngineet ]
Eng.no ano Comoecssot Onision v u.steeay V U46aaev ueaweas if. llGilbdlllGR BUG Oahtand Cailomia 94621 i .
*t .Delaval CLSiOMER Engine and Cornpressor Division
- DATE 5/6/82 A: .. RESS RECElVED SPECIFICATION #7 steel
'tAY ; ) i3.; '
n~"~ . nan p ATTN c,.'l I AL NO HEAI NO PART NO ORDER NO. 2
.t->4,55g57 ,
512 J 03-%0 03-0F Ston h
., _ . - - - _ _ _ __. - 2 CHEMICAL PROPERTIES C 0 Mn Si P S Cr NL Mo. Cu. V. AI. Mg Cb
.3 SY . .S*3 .o22 .o.25" .07 cW .GY
.._ =
MECHANICAL PROPERTIES
..;i.D Po r.T 10;% OFFSET). (PSD . _ S .b>_l 3. . . . . . _ . . .
tNSiLE ST RENGTH. (PSI) 8 G.,2.6 9. _ _
.L 'NCATtON (PERCENTI _ E 9..O . _- --
.t.'1 UC1:ON Of ARE A (PERCENT) . ... .... .. ._ _ . . __ }. 6. . fr _ . . . . . . . . . _ . _ _ _ _ _ _ . . .. __
c
'* ARPY 'V" NOTCH (FT LBS) - -
AT TEVP ( F) C I gs RAL EXPANSION (IN ) --- _._ _ _ _ _ _ _ . . _ . _ . rnT.NG BHN - - . . . _ . . . - . - - - . . _ . . . - . _ _ . - - _ - _ _ - - . . . . - [ 2 L CRITICAL DtA (IN ) - NDT CERTIFICATIONS .
"t.qt. ETIC PARTICLE INSPECTION PER $ M ' 2.f.' _. ._ Ct /. L. 6 15 kit /). . '
.. .. _ . . . - .. _ _ _.. _ .. . . .. .. ._ _ _. . -- ANO ACCEPTED ASChiC INSPECTION PER . _.b.CC . .;"~41.._ 9 .c. e..u S . ' [ [4.
M }. ff.k. ..
. _ _ _ . . _ . _ . . . _ . . . _ . _ . _ _ _ . AND ACCEPTED
"' ' 3 GRAPHIC INSPECTION PER __ . . _ _ . _ _. .....- .._.- __. -- .-
. . . _ . . . _ . . ._.._.. __ . .. . _ AND ACCEPTED F MAKS ._ __ ... . _ . . . . . . . -- _ ..._ ,'
=
- . w , , ,u. .u , = . . m. . .n.=--m. _ -- - -
HEAT TREAT CYCLE . NORMAllZED AT 'F _. HRS OIL of WATER QUENCHED AT _ 'F HRS TEMPERED AT 'F HRS liarold IIclgernon
.. s '-
c ( in,-,_,a-...
= sausauueesussuu engatenouu w ov'w.. e ---a.---- -
l otAisno cai.s om.s 94621
- . . *.Delaval CU.'TOMER Engine and Compressor Division . DATE 5/10/82 ADDRESS RECEIVED SPECIFICATION #7 steet l M AY , J. I'd."
l Oill'ilV (ONIfOL ihg {l
. T f .1-F E:1.A L N O HEAT NO. PART NO. ORDER NO. I C23,59k61 519 J 0:1 300-03-0F Stock k z
CHEMICAL PROPERTIES O C Mn. Si. P S Cr. Ni. Mo. Cu V. Al Mg C b. f.r* . 69' . yr . o?2 .opf .072 . p55 033 Of f ; m MECHANICAL PROPERTIES U* . O pol'JT ( 02% OFFSEit (PSin ___. l . 4 2!S.1 . ... _ . - - - . . . _ = - - 1 1 F 91LE Str$ENGTH (PSI) ._.
._ __.. S 2., 1 0.9._._.. . ._ _ __. -
T.t ONG ATtON (PE ACENT) .
.. _ O S . 5__ . . . ._ _ _ -
= . _ . _
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OIL or WATER OUENCHED AT __ F ' HRS. - TEMPERED AT 'F HRS. Harold Hel rson . el9WW emci veiayistieounary engineer )
,- @ J l
F N YSIS REPOR l,- TRANSAMERICA DELAVAL INC.' ENGINE & COMPRESSOR DIVISION Y \
' Customer Enmine No. Part or Assembly No. . RMR No. Date F.A. No. )
! LILc0 74010/012 ~ 03-360-03-OF 9496 March 28, 1983 0150 l 1 ELEMENTS OF FAILURE: Cylinder Head P/N 03-360-03-OF l S/N E94 l B/N 488P SYMPTOMS OF FAILURE Fire deck water leak; water detected in combustion chamber. EIAMINATION OF ELEMENTS:
- 1. The cylinder head was returned with a suspected water leak for failure analysis and rework - if possible. ,
- 2. The head was visually inspected and the fire deck was found to be coated with a mixture of rust and carban, characteristic of a water leak.
- 3. The head was then hydrostatically tested at 100 psi. A seepage leak was noted
- and marked batween the intake and valve seats (see figure 1) .
- 4. A 1-3/4" X 2-3/16" section of the fire deck containing the crack was removed i from the fire deck by milling.(See Photo 1).
- 5. After a visual inspection, the sample was forced open. Microscopic inspection revealed a quench crack (hot tear), which probably resulted from shrinkage of the casting during cooling. (See Photo 2). The tear covered about 80%
of the sample section. Products of oxidation and corrosion filled the cracked region, typical of a hot tear. Microscopic examination confirmed this crack ran in all three planes. There was no evidence of propogation of the crack
; past the original hot tear, nor was there any sign of fatigue failure.
- 6. The sample section measured 7/16" thick. Drawing specification for this section is 3/4". Evidently, a core print broke off, allowing the core to float and the fire deck section was cast thin. This thin section cooled at a more rapid rate than the surrounding metal and the hot tear resulted.
' Ultrasonic testing confirms the fire deck is thin in other areas also.
- 7. The thin section will be milled out of the fire deck and material of the correct thickness will be welded in place. Since the head is dispositioned as suitable for repair, further destructive testing will not be done.
SUMMARY
OF ANALYSIS:
-Typically, cracks in the fire deck are not enco C ired between the intake valve coats. Something unusual must happen, such as thy core print breaking, for a hot tear to occur. Sporadic hot tears were encountered in cylinder heads manu-factured in the early and mid 1970's. Subsequent improvements in casting tech-niques (gating, chills, new risers, etc.) have effectively eliminated this problem.
000122
,b ?Q -- -
- YAILURE, ANALYSIS EEPORT - TRANSA1ERICASELAVAL INC. INGINE & COMPRESSOR DIVISION g
~ ' Fase 2 No. 0150 LNLC0-S/N74010/12 l-
SUMMARY
OF ANALYSIS (continued) The cores and pattern have been revised and rebuilt to eliminate problems such oc the broken corsprint. These heads were not originally stress relieved and were hydr-tested at.a lower pressure (75 psi). Thus, the hot tear went undetected. With stress relief, higher l pressure hydro test, ultrasonic testing and other current production / inspection t:chniques - such a defect would normally be detected. CONCLUSION: The failure of this head is attributed to a casting defect, undetected in the manufacturing process, which evidenced itself only after considerable firing cycles had occured. Prevention / detection of such defects has improved, so they cre now located and corrected in the manufacturing proces.s. This crack would not have caused a catastrophic failure of the engine or compro-cised its ability to carry full load, as the water leak rate is very slow. The s head is repairable, and will be processed under the factory cylinder head rework program. Date: 3be [3 t Signature-Failure analysis E631neer e e m O
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FAILURE ANALYSIS E PORT TRANSAMERICA ELAVAL INC. ENGINE & COMPRESSOR DIVISION Custceer Enaine No. Part or Assembly No. RMR No. Date F.A. No. l. 9496 March 28, 1983 0151 Lilco- 74010/12 03-360-03-OF ( ELEMENTS OF FAILURE: . , l Cyilader Head P/N 03-360-03-0F m S/N E31 E27
- R/N 92P 73P SYMPIOMS OF FAILURE:
l Exhaust passage water leak. EXAMINATION OF ELEMENTS: l
- 1. The cylinder heads were returned with known cracks, to be reworked.
- 2. Inspection of the fire decks revealed they were' coated with a mixture of l s water and rust, typical of-leaking heads. I
- 3. The heads were hydrostatically tested. A water leak was noted in the exhaust passage near the flange in each head, (See photo & Fig.1), and was marked.
- 4. The head was dispositioned as suitable for rework preventing any destruct-ive analysis. The leaking section of the head was ground out. Examination of the metal filings revealed inclusions of sand (from the core) in the metal.
t
- 5. All of the poor metal was ground out until only sound base metal remained.
The section was then repaired by velding per standard shop procedure. SLM!ARY OF ANALYSIS: Exhaust passage leaks are not normally encountered so close to the exhaust flange. However sporadic core breakage and resultant inclusions are not unusual in cylinder heads manufactured in the early 1970's, when these heads were made. Subsequent improvements in casting uchniques hcve eliminated these cort of problems.
'Also, these heads were not si:ress relieved and were originally water tested cc a lower pressure than is now standard, allowing the cracks to originally so undetected. With stress relieving and high pressure water testing, which more accurately simulate service conditions, such cracks no longer go undetected.
i CONCLUSION: ! The failure of this head occured due to a typical manufacturing defect.
! Detection of such defects has improved so they are now located during the manufacturing process for reworked heads. Manufacturing techniques have improved such that these defects no longer occur in production heads.
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@CeR.ISLEIB Professional Services for &theASSOCIATES Foundry and Metal Using industries
, ,r Lkl fD ' Q ?.6?!"?TA 1:
Ll e\AUG 041983 )1 g, L ; August 3, 1983 a ; mnas ! G iinL iniCLEAR ENG. DEPT.
\
~
Mr. Robert M. Kascako Manager Muclear Systems Engineering Division Long Island Lighting Company 175 East Old Country Road Ricksville r New York 11801 Dear Bobs Attached is my lettes tc you and my draft report on your Delaval Diesel Engine Head. It covers o in addition to our observations and comments on the head castings o theoret-ical and technical aspects of steel casting metallurgy and processing. These subjects were touched on in the Avery and Goldsmith depositions o depositions whicho in my opiniano are vague and show inexperience in the processing and metallurgy of steel castings. When I receive several documents from Mr. Dobrec of Dela val o I will be able to put my report in final form. If you want me to expand any areas in the final reporto please let me know. l Thank you for this opportunity to be of service to l LILCO again. I appreciate the cooperation of all of your associates in making it possible for me to execute my assign ~ ment. I want to note especially the helpfulness of Mr. Nel Schusters who bent every effort to be sure we had all the background we needed.
.I look forward to future occasions when I can be of service to you. l Very truly yours o eA C.R. Isleib CRIzEMW Enc.
L 163 Lincoln Avenue, Ridgewood, New Jersey 07450
- Phone 201444-5558
6IE EmE m {gC.R.ISLEIB & ASSOCIATES Professional Services for the Foundry and Metal Using Industries l 7 \ August 3r 1983 l l Mr. Robert M. Kascako Manager
- Nuclear Systems Engineering Division Long Island Lighting Company 175 East Old Country Road Hicksv111e r New York 11801 Dear Mr. Kascak Attached is my report and assessment of the quality and serviceability of the new (mo"dified design) cast steel Dela val diesel engine heado Model 03-360-030F, at LILCO's Shoreham Nuclear Power Plant .
In summarya it is my opinion that these new h ad castings .
- 1. Have been manufactured and inspected to quality standa rds conforming to industry practices for production of high-p e rf o rma nce steel castings made for this type services
- 2. Incorporate design and processing changes that make
\ them significantly superior to the previous generation of head castingst l 3. Will improve the operating performance of Delaval
- Enterprise" diesel engines e especially in the area of engine head maintenance.
Very truly y urs o w C.R. Isleibo P.E. New Jersey Registration No. 13386 l l l \ i 163 Lincoln Avenue, Ridgewood, New Jersey 07450
- Phone 201444-5558
t -
. .m .
- l
, ~ . ,s Tos Little Island Lighting Co.
Frans C. R. Isleib Dates August 3, 1983 PREFACE LILCO commissioned C. R. Isleib G Associates to examine and render opinions on the quality, designo and ma nufacturing standards used to produce Model 03-360-030F Steel Diesel Engine Head castings o produced by Delaval for service at the Shoreham Nuclear Power installation. This examination was to emphasize quality control procedures used by Delaval in casting production and also the non-destructive testing done at the Shoreham site July 28 and 29, 1983.
-CONCLliSIONS
- 1. The quality standards to which Dela val Model 03-360-030F Steel Diesel Engine Eead castings are produced conform to industry practice for pressure-containing castings which are to be used in high-temperature servicer and which can be fushion-welded f or assembly or repair. This practice covers metal compositions heat treatmento weld repairo and inspection procedures.
- 2. The casting design and foundry processing which is incorporated in the new model 03-360-030F head casting will make these heads significantly superior to the previous heads in dimensional accuracy of the walls and firedeck and in the soundness of the casting..
- 3. Adhering to these quality standards and incorporat-ing the casting design changes now in effect wilia in my opinion, significantly improve the performance of Model 03-360-0307 head castings in service.
- 4. The non-rel eva nt indications noted by NRC's liquid penetrant inspections of one head casting in the valve seat area on July 29, 1983 will have no deleterious effect on head performance. This location area is compression-stresssed and thus is not susceptible to crack initiation.
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- 5. Visuale ultrasonic and liquid penetrant testing of the hesds was done in conformance with industry practice and is discussed in Mr. Kristjuhan's section of this report.
l l OBSHRVA TIONS C. R. Isleib with Mr. Kristjuhan visually examined the
'following Dela val Model 03-360-030F Diesel Engine Heads at LILCO-Shoreham July 28 and 29 1983:
Serial No. Heat No. H 67 - 5333 G 52 - 309J
! H 89 -
586J G $6 - 318J G 95 - .4023 G 53 - 3093 G 19 - 146J H 34 - 436J B 11 - 439J H 45 - 493J H 60 ~ 5193 ; H 56 -
$12J H 71 -
8278 Hach of these steel head castings has a recessed push rod area r and this, as well as the identification number stamped on each castingo differentiates this model head from the older modelo according to Delaval's K. Kropf. On April 7 and 8 1983, C. R. Isleib had visited Delaval , production facilities, including the steel foundry at Oaklando California and had seen heads in process at that time. During that visit and in phone conversations with Mr. Edward Dobrec on August 1 and 2r 1983, production and quality control procedures were discussed. Intensive discussions were also held with Kenneth Kropfr Delaval's quality control inspectore and with Professor John Wallacer Delaval's foundry consultante on July 27, 28 and 29, 1983. Mr. Dobrec provided us with typical molta heat treat and test log sheets which he says are kept for all engine head heats, as well as the specifica tion sheet for Delaval Cast ! Steel No. 7, to which the diesel engine head castings are , made. \ ! I l l - l l
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- Netallurq9'and Reat' Treatment l
{ Delaval Cast Steel Ro , 7 is a carbon cast steel suitable for fashion welding and high temperature service-~very similar to ASTN.A 216-Grade WCB. It is a medium carbon compositiono containing 5
-(max.) manganese as an alloying element. It is put into i service in the normalized and stress ~ relieved condition with
- - mechanical properties as followss 70,000 psi ultimate tensile strength (min.)
36,000 psi yield strength (0.2% offset) (min.) 22% elongation (min.) 355 reduction in area (min.) This steel is a widely accepted material choice for large diesel engine heads. , The steel is melted in, an acid-lined direct arc electric furnace at Delaval. Three chemical analyses control its compositions Firsto at seltdowns then at tapping times ando finally, at pouring. Castings are allowed in the mold at least 6 hours after casting. From each heato four heads are pouredo requiring 3000 lbs. eacht clean casting weight is 1,050 lbs. This 355 yield indicates that a large amount of feed metal is provided in the effort to develop maximum soundness. A well-fed test block is cast on each heato and 0.505" diameter tensile test bars machined and tested. The micro ~ structure of this steel is a homogenous mixture of pearlite and ferrite after the normalizing heat treatment to which it is subjected. This normalizing heat treatment (1650-1700F for 1 hour per inch of section o air cooled to room t empera t ure) is
, followed by a tempering stress relief (1150-1200F for 1 hour per inch of sectione air cooled to room temperature) which relieves any .:esidual stresses resulting from the normalizing j sir cool. Both steps in the heat treatment cycle combine to i
relieve residuary casting stresses and are significant improve ~ ments over the prior heat treatment cy cl e . l Pattern Design for Nazimus Casting Soundness i
- I believe the pattern and core changes made since 1980s which have been for the purpose of producing head castings of \
maximus soundness and consistent wall thickness o are signifi~ cant improvements and will achieve those objectives. 1 i i-i
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l Riqqing The castings are poured firedeck down, with two side risers to feed the intake and exhaust sides o and one 9" diane-ter cope side top riser feeding the center section. Exothermic , riser sleeves are used to keep the riser metal molten. The l central casting boss is tapered from top to botton and the peripheral bottom sections are machined from the outside inward in order to improve directional solidification in the casting i itself. Chills are used where necessarys the entire objective is to have the casting sections furthest from the risers solidify firsta keeping the feeding paths open so that the riser continues to feed the casting and solidifies last. In my opinian o Delaval's present rigging will achieve this purpose. i Core Improvements The change to shell cores has produced stronger cores, less liable to break and thus to allow shifts and irregular casting wall thicknesses. A,1 s o , because of the hollow nature of the shell coreo if it breaks, your entire core cavity will fill with material and the casting must be t;: trapped. The evolution of this coring system as applied to the head casting, in my opinion, will result in a major improvement in the dimensional a ccu ra cy of all the casting walls. Float-ing, shiftingo and breaking of cores will be eliminated; thin walls will not occurs and the firedeck dimensions should be consistently within casting tolerances. i i 4 j l t k
l l i' Draft of report of Mr. Kristjuhant , subjects Witnessing of Inspections at shorehan
. Nuclear Power Plant
- bis is to confirm my witnessing of inspections per -
7 formed by the NRC at _ the - shoreham Muclear Power Plant during l July 28 and 29o 1983. On July 28, I observed the NRC perform liquid penetrant i examinations on the turbina head No. G 95. The inspection was performed on the stellite valve seat tarked *x." This inspec~ tion disclosed an indication that ran approximately 50% of-the circunference of the boundary between the stellite and the cast head surface. Prom observing the liquid-penetrant indications o , it appeared to be of a non-rel eva nt nature. It was decided
- that approxima tely a one inch length of the indication should be cleaned with emery cloth and re-examined. The re-examina~
tion disclosed no indications. - Thereforer it was demonstrated that the indication was non-relevant. i On July 29, I observed the performance of digital thickness measurements on diesel engine head No. B-34. This examination was performed with a standard digital thickness i unit and the unit was calibrated just prior to taking the , measurements. The calibration was done using a step calibra~ i tion block. The inspection showed an area of approximately 2" long between the exhaust valves with readings between .485* and
.465".
- The performance of the liquid penetrant and thickness sensurements was satisfactory and in accordance with standard industry methods. .
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JOHN F. WALLACE narantierr or istaLLuncy amo saavansau samsts CASE WESTERN RSSERVE UMYERSnY teseo eveuo avenue CL3vetAaso. OMIO estes i November 5, 1979 i Mr. Douglas Martini General Mgr. & Vice President Transamerica Delaval Engine &- Compressor Division - P.O. Box 2161 Oakland, California 94621
Dear Doug:
This letter is written as a report on my visit to your plant on 1 and 2 November 1979 The subjects covered included cast steel heads, crankshaf t failures and the casting of piston crowns. - The review of the current status and further plans for testing the RV-4 cast steel heads was very interesting and indicates that this problem is being approached both to gather more needed data and to analyze the causes of failures. While it is unrealistic not to ex-pect some more head failures, the present RV-4 heads being shipped are a significantly better product and should perform well compared to those shipped previously. The stress relieving treatment, higher
- quality castings and heavier port walls should all combine to pro-i vide better head performance.
l The stress analysis tests conducted to date using hydraulic pressure ! Indicate together with the residual stress data in the fatigue failure areas, whey these failures occurred. The planned running engin~e strain gage and thermocouple testing will provide more needed data about these stresses. It is apparent that the complex nature of the design in the ports make accurate calculations very difficult. The data that I have aiready obtained on the fatigue failures in the i U.S. Steel heads provides information on the nature of the fatigue ! cracks, their origin, the wall thicknesses, soundness of the sections and metallurgical structure. These tests also provide some tensile test data showing tensile strengths from 65,680 to 74,775 psi in my letter of 13 August 1979 Since considerable information on~the tensile and fatigue proper les of cast steel has already been ob-tained, I will work with Dennis Reid in supplying information for that part of the planned program. This has been discused with Dennis.
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RECEIVED -
~D NOV1a1979 PRQXCT ADMINISTRATION 000036 j
l , Mr. Douglas Martini 5 November 1979
'The new residual stress data on the residual stress measurement on the head shipped to Case Western Reserve University in the finished, not-in-service and not-stress relieved condition should be available from Dan Wright's measurements by Monday, 5 November. I'll call with the results and send a confirming letter. A' mild condition of 1 nitrate stress corrosion-cracking as reported on the water side of -j the RV-4 ports in service in the U.S. Steel vessel by Jim Pellagrini l of U.S. Steel Research, was located during the metallographic exa- l mination in H-22 head that failed in this vessel. These results were i reported in my letter of 30 October 1979. We will continue to examine for this type of cracking. In view of this potential prob-
-lam, the users of engines should be advised to employ corrosion in-hibitors in the cooling water that will not produce either nitrate or' caustic stress corrosion cracking. As stated in your plant, the primary problem appears to be fatigue failures from residual, mech- '
anical and thermal stresses rather than nitrate stress corrosion cracking. 7 The discussions of the RV-4 head made it apparent that increased production of this component is needed. Since the cleaning room is a bottle neck in this production, some improved production can be obtained with more selective magnetic particle and weld repair procedures. Complete magnetic particle and weld repair is only needed in those areas of the heads where the stresses are high or where leaking is a possibility. The high stressed areas are apparent-ly all water jacketed. Since this idea was generally accepted, a meeting was held in the foundry on 2 November to establish the areas that required complete magnetic particle and repair and those areas where only limited repair is needed. This meeting was also used to incorporate some additional changes in the RV-4 head design to improve its castability and reduce the discontinuities produced and subs'equent needed repai r. It is understood that a revised print is being prepared to include these design changes and to indicate to. quality control the areas of tight and more moderate inspection and repair. Another subject discussed was the possibility of changing the se-quence of stress relieving on the RV-4 heads, to improve processing in the machine shop. Apparently the heat treat scale or iron oxide produced during stress relieving in the finished condition is causing five hours of additional cleaning in the machine shop. The proposal is to water test the heads af ter rough machining and weld - ing the seats. Any leaking areas are to be indicated and the heads returned to the foundry for repair, if needed, and stress relieving. Then the heads are to be finish machined which consists
Mr. Douglas Martini 5 November 1979 of drilling and tapping and machining about 0.05 inch from the fire deck. After this finishing, the heads are to be tested again for L leaks, if satisfactory, they ge finished. The prevailing opinion is that the number requiring repair because of leaking at this stage will be small, so that additional welding and restness relieving will involve only a small percentage of the heads.
- it was also noted that some heads at present are leaking af ter I stress relief and require further repair and restress relief. This, at first, appears to be a cause for concern. Examination of the location of the leakers af ter stress relief Indicates that these are mostly previous welds that were not good enough to avoid leaking when the residual stresses were r. moved. ,
The RV-5 head has had some ' design changes and minor al teration in risering to eliminate the small shrinkage areas that were uncovered by sectioning. Sixteen additional RV-5 heads have been cast and one of these will txt sectioned to observe the effects of these changes on the shrinkage condi tion. It is noted that the repairs i required on this RV-5 head are substantially less than for the RV-4 because of the improved castability of the design. A new risering procedure was recommended and designed for the piston crowns. These steel castings still continue to exhibit dye penetrant indications on the top face and now have to be 100% repaired af ter machining. The discontinuities producing these indications were ob-served to be microshrinkage by cutting up and metallographic exa-mination of a crown returned for repair. This indicates that the l problem is insufficient feeding. The recommended new feeding pro-j cedure is to use a centrally located top riser with a diameter of at least three times the thickness through the top crown section I and four bar risers around the pe,riphery with a thickness of two times the thickness of the outer crown flange. These four bar risers will encircle the flange padded into it with only sufficient space between each to allow for proper support of the cope of the mold. This procedure will allow the casting to be made with the
. present cope and drag arrangement. The additional machining is minor and.is not objectionable to the machine shop. The present gating is acceptable. The new procedures being undertaken to improve venting of the core are good and sh'ould be continued. The new risering arrangement was sketched for Eddie Dobrec.
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n V Mr. Douglas Martini 4 5 November 1979 l , Considerable discussions were held on the failed crankshafts. ~ These j failures are, in my opinion, the result of torsional stresses 1n ex-l cess of the fatigue limit of the 1042-1045 steel with a 83,000 psi
- minimum tensile strength used for these crankshafts. The quality and tensile properties of the shaft are adequate and within specifi-cations. The failures are clearly fatigue. The SEM examination was just completed and, except for showing the compression damage to the surface and a coating on the fracture, it added very little. It continues to be my opinion that the failure in the ANAMAX bearing
#8 and then #6 are high torsion fatigue failures. The Texas Gas .
crankshaf t failure is obviously the same high torsion stress type of failure. In this latter case numerous cracks occurred at several pin bearings, one main bearing and at a counter weight-bearing fillet. - ! These cracks were all oriented so that torsion was the stress that . produced each one. it is noted that the conventional torque calculations for these bear-1 ings show the torsion stresses in the second ANAMAX and Texas Gas l failures to be very low. The failures are also occurring af ter long stress cycles that are over ten times the endurance limit. It appears that some type of less frequently occurring high torsion stress is applied during operation of the engine. The cause of this high cyclic stress is not determined and could be different for different engines. , it seems that some experimental stress measurements are needed to
! measu e stresses in the bearing oil holes where these failures are primarily occurring. In this way the magnitude of the stresses can be measured, their causes established and they can be reduced.
The history of these crank failures also indicates that when a crank has been subjected to high stresses because of problems with another component or attached generator, that a examination of the oil hole area in the bearings and fillets would be desirable. Magnetic particle examination can easily establish the possible presence of any fatigue cracks produced at these locations by overstressing from rough operating conditions. I did discuss this subject with Dan Wright to some extent. He has more confidence in slip ring strain gage data for stress measurements
'on. cranks. However, the radio frequency gages are considerably simpler if they can be properly calibrated.- He did not know of any West Coast torsion stress expert immediately but will Inquire on this and we will be back to you on this subject. -
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J Mr. Doug' &s Martini 5 5 November 1979 '{ If tny questions arise on any of these subjects, please contact me. t I have enclosed an invoice for my services and expenses. This in-voice includes some of the larger costs that have been incurred on the failure and stress examinations. Initially these costs were ~ moderate and I paid them, but 'the head and crank s tructure and stress examinations have been costly lately, so I thought it fair to charge for thesa. l 5 arely yours, l o n F. Wallace R public Steel Professor of Natallurgy 1 JFW:Js enclosure I i I ' l . G
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2 SPECIFICATION NO. 100-W-17 1.0 COMPLLANCE This procedure meets all requirements of 1974 ASME Section IX and is qualified according to NB-4380 of 1974 ASNE Section III Subsection NB., o i 2.0 WELDING PROCESS The welding shall be done by manual gas tungsten ; are welding. 3.0 BASE NETAL The base metal shall conform to ASTM A27 Grade 65/35 specification for steel castings. 4.0 FILLER METAL The' filler metal shall conform to AWS Specification I 5.13-70 cl. RCoCr-A. 5.0 SHIELDING GAS Argon, welding grades 6.0 POSITION Cylinder heads or decks are to be mounted on a t weld positioner and tilted to place valve seat l surfaces in a down hand flat welding position for hard facing.
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l 7.0 PRE PARATION Valve seats shall be machined according to B/P OF BASE METAL details for hardfacing. During preparation of valve seats, they shall be checked with the proper gage tool, to insure over machining does not occur. 8.0 CLEANING All oil, grease, paint, dye penetrant developer, water or other contamination, shall be removed by an oil free solvent, brushing, scrapping or j grinding to insure seat areas are clean. , 9.0 SPATTER OFF If any anti-spatter chemical is used to protect PROIECTION valve stem guide hole, or other machined areas, it must be removed from all surfaces to be hard-faced with an oil free solvent. g i Hardfacing Of Cast. Steel Cylinder PAGE 1 Head Valve Seats , op 5 1/8/75 &* dry. RE V. 2 ! SPECW M.N 6/14/73 e ENGINE AND REV. 1 Ii I k1 t COMPRESSOR DIVISION n'
.2/6/72 REV. O t' 550 - 85th AVENUE OAKLANO. CAUF. 9401 100-W-17 mm em.m3.amwo me. t
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W i SPECIFICATION NO. 100-V-17 S 10.0 PREHEAT Heads or Decks shall be mounted on a rotary.* positioner, tilted to a vertical position, l and with head rotating slowly approximately 1 to1-1f2revolutionsperminute, preheated to 400 F - 500 F with a portable gas heating torch. Maintain the temperature during hard-facing. 11.0 ELECTRICAL CHARACTERISTICS 11.1 The tungsten electrode for gas tungsten arc welding shall be 27 thoriated tungsten, 'l/8" diam' eter. I 11.2 The current used for welding shall be direct current straight polarity. The base metal shall
'be on the positive side of the line.
Rod Dia. Volts Amperes Gas Flow Travel Speed ' (Inches) (Argon C.F. H. ) (I.P.M. ) ,. Stringer Weave ' 5/32 20-25 280-350 25 5 4.5 3/16 21-26 300-370 25 5 ~4.5 12.0 HARDFACING DEPOSIT 12.1 Valve seat hardfacing deposits shall be made according to sequence outlined in Fig. I and 2. 12.2 Each veld pass shall be deposited on all four valve seats (1, II, III & IV) before depositing ~ i next weld pass on all valve seats. 12.3 Final pass or finish weave shall be smooth, even, ! and without heavy ripples or low spots which can i effect valve seat machining. I s; , 12.4 Before post heating seats shall be checked with the proper gage to insure adequate deposit zor fin'al machining. ) 1 I l l l 3 Hardfacing Of Cast Steel Cylinder PAGE 2 il H.ead Valve Seats , of 5 i . L/8/75 4 . .- 'drYA REV. 2 E SPECIFICATION 8 6/14/73 12/6/72 REV. 1 REV. O
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t,: __ sso - Bsth AVENUE 100-W-17 care cuacxto Apenovco ALTemariores k h _ OAKLAND. CALIF. 94621 i,
l l N SPECIFICATION NO.100-W-17 l
-REVISIONS -
i l l 13.0 POSTHEAT l 13.1 Immediately af ter completion of hardfacing, the head or deck-fixture assembly shall be l ( postheated to 700*F. + 25'F. by rotating at l 1-1/2 - 2 RPM on the positioner and heated l .. . with a fuel gas - air torch.
" ~ ~ ~ ~
13.2 When the part has reached postheat tempera-ture, remove from the positioner and place in a thermally insulated cabinet for slow cooling below 300 F. l l
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l V*A HARDFACING OF. CAST STEEL CYLINDER PAGE I HEAD VALVE SEATS 0, 5 l - 0...... . . . . . . . . . . . . . . . . j ENGINE AND PEciFicATsoN l COMPRESSOR DIVISION ~ _ _ ~ 3/30/78 F # ,d, 4& w 100-W-17 sso - sSm AVENUE . OATE CHECKED Appmovgo ALTERATroNS * * ' 'E _
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' Head Valve Seats op 5 1/8/75 48 gw REV. 2 La - -N -
ENGINE AND SPECIFICADON 6/14/73 REV. 1 P- l u f f ,]! COMPRESSOR DIVISION 12/6/72! REV. 0 0 .
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AVENUE 100-W-17 _ . _ l __ ___.__: Li2 N_ 550 - 85th
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- Hardfacing Of Cast Steel Cylinder PAGE 5 flead Valve Seats. . op 5 1/8/75 .t._ @ '
HE V. 2 If-- SPECIFICATION 6/14/73 12/6/ 72 REV. 1 REV. 0 f "f ( Il f0 PR ESS DIVISION
) 550 - 85th AVENUE 100-W-17 OATE CMECKEO APP AOV E D AL.TERATIOpe$ ' ^^*^L'* 8*
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!!mii Transamenca =" 01%on Ser(..ce Information Memo '
ggg oakland. Cahfomia 94621
SUBJECT:
CYLINDER HEAD VALVE SEAT REPAIR - 4 VALVE R & RV ENGINES l - DESCRIPTION:
- 1. Repair of the hard face metal on valve seats in cast steel heads should be attempted only by qualified personnel with the proper equipment.
METHOD:
- 1. Dye check the valve seat for cracks. If no cracks appear, proceed to step 3. If any cracks do appear on the valve seat, proceed to step 2.
- 2. Set the head up on a vertical lathe, a vertical milling machine or a heavy duty radial drill that is in good condi- -
tion. 2.1. Machine out the worn or damaged hard face metal on the valve seat until the parent metal of the part can be seen. Refer to Figure I. 2.1.1. Machine 1/8" of the parent metal out. ~ 2.2. Use tool bit inserts of Kennametal grade K-42 or equal to cut the hard face metal on the valve seat. 2.3. Be sure to machine the valve seat concentric with the bore of the valve guide within .002 T.I.R. 2.3.1. Do not use a worn valve guide as an index for concentricity. If the valve guide is worn beyond acceptable limits as indicated in the Volume I Table of Clearances, replace the guide before machining the valve seat.
- 3. All oil, grease, paint, dye penetrant developer, water or other contamination must be removed by an oil free solvent, brushing, scrapping or grinding to ensure that the seat areas are clean.
t 4. Mount the head on a tooled rotary weld positioner and tilt to place the valve seat surfaces in the flat welding posi-tion.
- 5. The head must be pre-heated to 700 I 25 by being placed in a temperature controlled oven. Soak time will be ong hour minimum. Temperature must be maintained above 500 F during application of the hard face metal by using a portable gas heating torch with the table of the positioner tilted to a vertical position and roating at 1 - 1 1/2 R.P.M.
l
- 6. Application of the hard face metal should be by the tungsten inert gas process. The process used is the TIG method for hard facing, and the welder who does the application must be an expert at the TIG hard facing method.
6.1. Apply 1/8" of stainless steel and remachine smooth. Issue Date Report By Subi:ct Cylinder Head Valve 11/10/80 Andrew Rush Seat Repair - Ap :ove - Senice Dept. R & RV-4 Engines Approved - Engineering e- m .Na nnqqnn
/ v v u u G O Memo No. 2 4 9 (Rev 2) s--=... .. m , , , .
of 5
. .- - . _ . . . - . Sheet 1
IF'E Transamencif s*,:":':l'! ; ,*";:1,. SeI~ ce Information Memo cauand, camornia 94s2i gggl
,6.2. The hard face metal used should be Stellite 16 or Stoody 96 bare rod of 3/16" or 5/32" diameter.
6.3. The tungsten electrode for gas tungsten arc weld-ing will be 2% thoriated tungsten, 1/8" diameter. 6.4. Tne current used for welding will be direct current
, straight polarity. The base metal will be on the positive side of the line.
Rod Dia. Volts Amperes Gas Flow Travel Speed (I.P.M) (Inches) * (Argon C.F.H.) Stringer / Weave 5/32 20-25 280-350 25 5 4.5 l 3/16 21-26 300-375 25 5 4.5 6.5. Each weld pass will be deposited on all four valve seats ( (I, II, III, & IV, See Figure I), before depositing the next weld pass on all valve seats. . 6.6. Final pass of the finish weave will be smooth, even and without heavy ripples or low spots which can effect l valve seat machining. l 6.7. Before post heating, seats will be checked to insure adequate deposit (minimum 1/8" thickness) for final
- machining. Enough Stellite will have been deposited when the ridges left by machining out the old Stellite are completely covered by the newer Stellite.
- 7. Immediately after comglgtieg of.the hardfacing, the head will be post-heated to 700 - 25 by rotating at 1 1/2 - R.P.M. on the positioner and heat'ing with a fuel gas - air torch. When the head has reached post heat temperature, remove it from the rotary positioner and placg it in a thermally insulated cabinet for slow cooling below 300 F.
7.1. Use a heat stick to gauge temperature of the cylinder head. - 7.2. A minimum of 24 hours is needed to adequately cool the ! head. *
- 8. After the cylinder head has cooled, set it up as in step 11 and machire the valve seat to the dimensions indicated in
- Figure 2.
- 9. Examine the valve seats by the liquid penetrant method. The following are unacceptable valve seat conditions:
9.1. Cracks.
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9.2. Any linear indications. 9.3. Rounded indications with dimensions greater than 1/16" diameter. 9.4. Three or more pinhole indications in a line separated l by 1/16," or less, edge to edge, l 9.5. Pinholes greater than 1/16" deep. 9.6. More than six pinhole indications in a a 1" pircumferential length, issue Date ' Report By Subject Cylinder Head Valve Seat Repair - 11/10/80 R & RV-4 Engines Approved Engineering Ap owed Serv Dept. b ==1 O.
/ Memo No. 249 (Rev 2)
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!!! Mil Transamenca L =,=A Ser(uce information Memo
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Delaval i 10.. Cracks will be removed by machining out the defective seat. Shallow pinholes will be removed by grinding with a burr tool or small stone, or by machining.
- 11. Inspect for complete removal of defects with liquid penetrant on machined or ground valve seats. Clean all surfaces with solvent and wire brushing.
11.1. If a seat is defective, mount t.'.e head on the positioner. Preheat, re-hardface, postheat-treat and inspect, using the same procedures as used in the original application.
- 12. Stress-relieve cylinder heads after any weld repairs are done on the valve seats, or after any weld repairs for cracks inside the exhaust port, or after any weld repair of a crack on the firedeck or inside the '
intake port. 12.1. Strip the cylinder head of everything but the exhaust valve guides, which can remain
- in the head during stress-relieving.
12.1.1 If the exhaust guides are going to be replaced, remove them before stress-relief. 12.2. Heat the cylinder head to 1150 + 20 F and I hold at that temperature for 3 Ecurs. l 12.3. Room cool the head to room temperature. Use a go-nogo gauge to check exhaust valve guide bore (shown in 5.I.M. 263) . Also take a heavy hammer and tap the bottom end of the guide to see if it has been loosened. If loose, it will have to be replaced. 12.4. If the head is not marked streas-relieved, stamp SR and the date done under the heat check number on the bridge between the push rod holes. i
- 13. Set up a valve seat grinder and finish grind the valve l seat. After grinding, the valve and seat must be lapped together.
13.1. After welding, all of the seats in the head should be reground and the valves lapped in. Issue Date Report By Subject
, , f , n to n Andrew Rush Cylinder Head Valve Approved - Engineering A ved Se e e Dept. Seat Repair -
R& RV-4 Engines _k .
'Y
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F (' Transamerica Delaval Inc. Se, ce informat. ion Memo S- Transamenca i .
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i NG.1 - SEGueWCES OF.HARDFACING CYLINDER HEAD issue Date Report By Subject l 11/10/80 Andrew Rush Cylinder Head Valve l Seat Repair - Approved ngineering A ro - vice Dept. R & RV-4 Engines. 1
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" Memo No. Au gav 4)
Firm E 144 (R-2) 3/79 Sheet 4 of 5
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T*%'e' Lon Sef..ce Information Memo
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l \ . i l I issue Date Report By Subject Andrew Rush Cylinder Head Valve l 11/10/80 Seat Repair - Approved - Eng:neering Ap 'ove - Se ice Dept. R & RV-4 Engines. A _ M') .Y. L
/ Memo No. 249 (Rev 2) w nm ma C a S$
l l CYLINDER HEADS TNSTALIED IN SNPS ENGINES j. AS OF APRIL 1984 Cylinder No. Head No. H/C Fire Deck Thickness Between: i Exhaust Ports Intake Ports l l l I DG101 #1 F-64 15J l 493J *
#2 H-45 439J *
#3 H-11 512J *
#4 H-56
#5 G-68 342J 0.475 0.820 !
#6 H-34 476J 0.470 0.780 l
- l
#7 E-71 827H 402J *
#8 G-95 l 8
OG102 #1 H-89 586J *0.485 .,
#2 H-46 499J
#3 G-56 318J *0.478 to 0.469
#4 G-71 348J 0.500 0.775
#5 G-19 146J *0.483
#6 G-26 245J 0,495 0.840
#7 G-83 381J
#8 G-53 309J *0.484 OG103 #1 H-32 472J 0.535 0.750
#2 H-66 533J 0.515 0.775
#3 G-50 309J 0.520 0.795
#4 H-60 519J 0.510 0.790
#5 H-50 506J 0.490 0.855
#6 G-4 114J 0.470 0.775
#7 G-42 292J 0.550 0.820 G-52 309J *0.464 SPARES G-70 348J 0.490 0.810 j H-67 553J *0.485
#8 G-90 396J 0.535 0.760 l
- Thickness measured by NRC.
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FA-1627 f' \ , o l \ ( June 1k 1983 Mr. T. F. Gerecke Fiel_d Audut No. FA-1627: Shop Audit of Transamerica Delaval Sh&eham Nuclear Power Station - Unit 1 - W.O.kS923 1.
Purpose:
To assure that all required Nondestructive Examinatics (CE) and tests are being performed on the Diesel Generator Replacement Cylinder Heads manufactured by Transa= erica Delavel (P.O. 310552-23: Per manufacturer's procedures. (Ref. LPO meno attached)
- 2. Seope: On June 10, 1983 the undersigned and Mr. A. Zeuthen of Fuelear Enginecting Department audited Transamerica Delaval at their Oakland, California manufacturing facility. Mr. Zeuthen reviewed the metallurgical, velding, heat treating, and other areas associ' vith the steel cast cylinder heads. His review included evaluati:
changes in casting techniques, materials, velding, heat treating. ~ ascertain the quality of the casting. Mr. Zeuthen's results are in-cluded as Attactnent VIII. The undersigned audited the EI require-ments and additicmal test requirements. This was aceceplished by randenly selecting cne replacanent cylinder head and witnessins both the nondestructive examination and hydrostatic and air tests nernally perforned by the manuf acturer. Documentaticn reviews included: vork travelers, procedures, qualificatice of personnel, welding Procedures. Refer to Audit Checklist for specific area audited. An D2 trance uecting was held with represents.tives of Transenerica i Delaval to discuss the scope of the audit included at this cee.ing vere: Mr. R. E. Boyer, Mana6er @ality Assurance, ".r. !!. J. Hill,
, EE Level III, Mr. Jim Luther, Supv. Parts Sales, Mr.L. L. Mills ,
Mana6er @ality Engineering and Mr. K. Kropf, Supv. @ ality Control. Representing LILCO vere Mr. Zeuthen and myself. t An exit neeting was held to discuss the results of our audit. In ' attendence were Mr. K. Kropf, Mr. M. Hill, and Mr. R. Ecycr of Transacerica Delaval and Mr. Zeuthen and myself.
- 3. Cceclusions:
3.1 Based cm the results of our audit it appears that the chances in manufacturing techniques, in addition to the added EI and tests perfomed by Transanerica Delaval vould result in the ; identification and rabsequent repair of the discontinuities l associated with the original castinCs supplied by Transamerica Delaval. Verification of NDE and tests by the manufacturer are t
, assured through the use of work travelers and sign off points.
l . 3.2 The effectiveness of the @ality Progras elements audited are , considered satisf actcry.
.1 e
- .-- ,. -,-.v, - . - . , . . , . - - , - ,
. ,, - 2- FA 1627 1
i k. Action Required:(No Violations, No Open Items)
- 5. Previeus Audit Items Closed During This Audit: None l 3 t
a-- 1 f.VJ. E
*Ofz Nicholas, & FQA Approved:
Section Supervisor N ader Field Q'ivision v TJR/tc Attactrier.t ec: Messrs. C. Seaman - LP0 (w/att.) W. Judge - LP0 (w/att. ) W. J. Museler - (w/stt. ) A. Zeuthen - NED (w/att. ) E. J. Youngling - LSU (w/att. ) l Q. A. Tile kl.2.2 (w/att. )
'f*'.*-.
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- - - - ~ -- . . - - , - - . ,. - , . ..- , , - - - - - - , - , - - ,
__..______.._.Z.Z._._. --- l hl.. June 8, 1983 J
'J. M. Kelly
)
e i-Diesel Generator Replacement Cylinder Heads Shoreham Nuclear Power Station - Unit 1 W.O. 44430/48923 I This is in accordance with discussions between E. J. Youngling, W. M. Judge and E. Nicholas-regarding the non-destructive examination of replacement Diesel Generator cylinder heads being performed by ) Transamerica Delaval during the casting and manufacturing process ' of the cylinder heads.
\
As was agreed upon in these discussions, it is requested that an audit be performed to verify that all required NDE either is being or has been performed on Shoreham's replacement cylinder heads. If you have any questions concerning this matter, please contact the undersigned r.'. LILCO Project.
. /. . ja~- -
{ i C. x. Seaman Senior Assistant Project Engineer j { WMJ/em i cc: W. J. Museler M. H. Milligan E. J. Youngling ' A. W. Zeuthen D. R. Haeffner/W. J. Hayes E. Nicholas SR2 l l em
~
m- . .- - - s g#gg FIELD sUDn CHECKLIST PAGE I (# _2._
- - FIELD AUDIT FA- 1627 I
y' Audit of Transesnerica Delaval l AUDIT PERFORMED BY r._ u m,m . . u. 2,,,,m,, CHECKLIST APPROVED BY M,
]I
~
/f hDOCUMENT REFERENCE NO. QUESTIONS O@RVATIONS
- 1. What docuanent governs the manufacture and testing of the cylinder head assembliest A. Manufacturing proc. to Transamerica i Delaval Spec. #9010-03-360-03-w " Foundry i i Practice Procedure" for testing procedure, See Attachment #1. q.
- 2. What are the unique identification numbers assigned to the nineteen cylinder heads A. See Attachment il purchased via P.O. 310552-237 b
. n 3 What examinations and tests are performed on .l' A.
the cylinder head ty Transamerican Delavalf Refer to Attachment II " Production Routing :
. Shect" for emunination & tent also Attach.
I question 76 a)What document identifies when these exams & A. The" Production Routing Sheet" and the k: tests are to be performed? 5;
" Foundry Practice Procedure" b)What procedures govern the performance of
- these examinations and testet A. Ref. to #1 on Attachment 1 j
c)What is the acceptance criteria? n, A. Ilydro and Air tests no leaks, see Attachments Y & VI for visual and Magnetic Particle i gi Acceptance Criteria L.P. to AiME III NB 5000 F. Acceptance Criteria
' ' ;l
,, b. Are personnel performing NDE qualified to ASNT SNT-TC-1A requirements? A. Yes, verified certificatlogipf Austin Clampitt Level II LP & MP, and Jim liill ,
Level III. LP,MP. & RT. I
- 5. Has documentation been prepared to verify all required tests have been performed and are A. Tise " Production Routing Sheet is the traveler satisfactoryt for each cylinder head verified all required <
' examinations and testa via sign off on traveler. See Attach. II for typical traveler
e ., -; [#Eff FIELD AUDIT CHECKLIST PAGE 9 _ OF 1 , FIELD AUDIT FA im y' j i OCUMENT REFERENCE N O. QUEST 10NS OBSERVATIONS
- 6. Select a sample cylinder'hemi assembly and verify that the examinatims and tests are A. See Attachmett 1 76 perfonsed per applicable procedures.
T. Does the manufacturing process impose ccaitrol points or hold points for quality verification? A. Yes, verified via Production Routing Sheets
- 8. Are velding procedures and welders qualified? A. Yes, verified and reviewed Irocedures used for repairs of casting and installation of plates & plugs. I i
I
. 6
'I s
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s , l.. Attachment I to FA-1627 1
- 1. The following procedures were reviewed during this audit:
Hydrostatic Test Procedure #600-70 (Includes both air and water tests) l Magnetic Particle Procedure #600-30 (General).-31(Prods).-30(ooil)
~ *_ Visual Examination Procedure #600-10 NDE "Q2alification and Certification of NDE Personnel" Procedure # .
IP-600 k (ASNT S3T-TC-1A 15P/5) Liquid Penetrant Procedure #600-20
- 2. - As 'c.f the date of car audit only eleven of the nineteen cylinder heads have been assigned to the LILCO P.O. Transamerican Delaval is engaged in production of these head and only designates who will receive a particular cylinder head after the manufacturing and testing is complete. The followin6 is a list of the eleven already identified as our heads:
! 1. Head No. G56 7. Head No. H3h
- 2. Head No. G53 8. Head No. Mll
- 3. Head No. Gk 9. Head No. G19 j L. Seed No. G52 10. Head No. G83
- 5. Eead No. H23 11. Head No. G50
- 6. Head No. G93 1
- 6. During the audit one cylinder head (Gl9' Heat No. Ih6J) was randw.ly selected for verification and witnessing of the following examinations and tests:
- A. Hydrostatic Test of the water Jacket at 100 psi and 180'T water ta=p.
for 1 hr. Gage M&TE 06-BG due 6/83 Results were satisfactory. B. Air te,st on gas passages (250 psig) and air test of air passages. These tests are accomplished by pressurising the applicable portion of the head then inhersing the head and observing any bubbles. Results of the test were satistsetory. C. Liquid Penetrant Exaninstion of the stellite surfacing of the valve seatts. J
- 1. Penetrant 3 rand Uresco Ardrox P-30CA Batch H-233
- 2. Developer Brand Uresco Ardrox D h95A Batch H-360A
- 3. cleaner Brand Uresco Ardrox K kl0A Batch H-352A The results of the examination vere satisfactwy.
l D. Digital Ultrasonic Thickness Measurement of cylinder head fire vall.(See Attactunent III) af ter machining. Instrument. Nortec Hodel NDT#123
- SN 123-13k. Calibratics to known standard. Acceptance Std .500 Instrument accuracy L OO5 Readings were taken af ter rough nachininc but before final machining and acain after final machining. This exar. -
' is done for Information Only. f t Additionally. I witnessed a Magnetic Particle Exa=ination of a cylinder -- head typical of a LILCO head. i 1 Note: All cf the Rh type heads have been cumpleted and the accesses ports velded with covers. However, accessability is compatible with vitnessed head. The total accessible surface area both 0.D. and I.D. is approx.
.. . 9.0%...
The fluorescent particle method utilizin6 the prod and coil
...=,_ - -
- p. , ,
Attachment 1
-2 1
tecimique was esqployed to assure two directional testing. AC
- current was also employed to assure nazimum subsurface penetratien.
Indications auch as hot tears, and micro-shrinkage, cold lap, crack etc. can be detected. The cylinder exarsined did exhibit sczne indication (micro-shrinkage, hot tears). Verification of Magnetic i- Particle Examination was performai for sampled head (see attach =cct l VII). I
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= 11-3 M 3 PRODUCTION ROUTING SHEET
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! . - , 03-360-03-0r CTLINDER READ , .uo no. ,,,,
sar no. no.oe saarta vaso o= gaE*d 3 60-03-Or ag , j seget g Nyet ygg : JosDec. Joe Cis. ans=8LL
**T 8 88'L2 STEEL CASTING admonsas no. ,,,.,,,,,,,,,,,,c, e,,,,,,,,,,,. ASTM A-27 CRADE 65-35
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ees. novas O riast i 10 DRILL & C' BORE: , 114 .50 .60 E SECURE THE PARI ON TABLE WITH SHROUD SIDE UP, DRILL (2) ROLES TO BREAK THRU AND C' BORE TO 1-5.8 DEEP ,l FCR PLUGS. LOCATE DRILL JIC T-9144 IN EXH. VALVE i SEAT CORE, DRILL (1) 11/32" DIA. Ef. THRU AND C' BORE. I 20 ROUGH MACHINE 5RROUD SIDE: 396 2.00 2.00 E I SET TOOL POINT USING CAGE T-5990-UZ LEAVE .050 FOR FIN. IDAD PART ON FIXTURE, FACE SHROUD SIDE, BORE N0ZZLE ROLE TO 1.812/1.814 DIA. DEBURR D.H.T. STAMP JOB NUMBER ON WELDED PLATE. l - l l l 30 ROUCR MACHINE COMB. SIDE: . 396 2.00 2.50 E SET TOOL POINT TO 13.100 FROM FIXTURE USING SET GAGE. LOAD PART ON FIXTURE FACE COMB. SIDE TURN EUB DIA. TO 17.044-17.046 x 1/4". (2.EAN OUT CHIPS. 1 :
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e*C ' ai 11/10/73 SUS aSSIW8L' =o'
**'**- PRODUCTION ROUTING SHEET i
, ' *. oatt os tAvAt tumme me.- smsesse ommon ! 4. *W Pant no. l CTLINDER READ 03-360-03-OF
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nr =o. no. of, = sets usso o= c [ gad*c. 03-3 6(> 03-OF 2 7 d' "' - "' "
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53- up osciuat on "0-ees. wovas D einst , Q INSPECTION: INSP. VISUALLY INSPECT SHROUD AND CCHB. SIDES FOR POROSITY & CRACKS. CHECK AIR START BORE WITH CACE FOR MACHINING STOCK. WRITE AN "O" TAC IF NECESSAM. I 50 ROUC*I MACHINE PERIPHIRY: " (SETUP #3) 376 2.00 1.00 E LOAD THE PART ON FIXIURE FINISH MACHINE (1) SIDE 362 FACE LEAVE .060 STOCK ON EX9. INT. AND AIR / FUEL 3 68 , FACES AND ONE SIDE FACE.
' 60 ROUCH ltACNINE SEATS: (SETUP #4) 113 1.50 1.75 E ;
14AD THE PART ON FIXIURE ROUCR BORE THROAT AND < MACMINE VALVE SEATS 70 PRE-MACHINING DIM. FINISE BORE TURE BOLES, C'BORI FUEL NCZZLE .100 DEEP. . f I i , 4 I
- 65 DEBURR
930 .20 .20 E RD10VE ALL CHIPS INSIDE PARTS. a
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I - tic ' a'i SU8 Asstw8L' No 11/10/73 PRODUCTION ROUTING SHEET ""'V" DE LAVAL TUMINE INC. - ENTEfrAISE DIVISION I p ccit east =o. 03-3 60-03-0F CYLINDER READ g on. .c no, ,, y est =;. no. og saasts usso on ao . eC. C'J-3 60-03-OF witGwt e y Joe No. JC8 Civ. a:4 l i t stL' emiNILL Man 0 Ness No.
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'O VELD: 744 .50 .50 E PLUGS.
l iw PPI-HEAT FOR HARD TACI!C: 744 .20 .10 E DYE CHECK VALVE SEATS NID MARK ANY DEFECTS PRIOR TO PRE-HEATING (D.H.T.) t 10 tlU.D SEAT AND TI'BES : 744 .20 2.25 E IDAD ON POSITIONER AND WELD RARD TACI!C Oil (4) VALVE SEATS P'.R WELD SPEC. 100-W-17 0 DELETE:, 0 0 wo. e.a. . em. =o. ce. = o. e.n. . m.s. n o. oe =o. s.n.. sm. no. t - stamaano enow tiw stvor ""* * sOU o -sta=oano enou cara _ _ . . h - hmmmmmmmmmusum. V.a66 sta=onaos cowtstso -
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'" DE LAVAL TUflBINE INC. - ENTERPRISE DIVISION Past 80, j
- Citt 03-360-03-OF l' M INDER 3 W
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* "* UP OIC'W AL 08 OrleatioN "0- was. e.ovas D piast e i% a 396 2.00 1.60 E pgS'd COM3. FACE: (SETUP #5)
SECURE THE PART ON TABLE AND ALIGN FINISH FACE AND TURN UUB DIA. (MAINTAIN TUIL N0ZZLE C' BORE TO .050 1 001). 396 2.00 .80 E FINISH FACE SHROUD SIDE: (SETUP ~16) SECURE THE PARI ON FIXTURE TACE SHP4UD SIDE TO FINISH SIZE. CLEAN OUT CHIPS. INSP. INSPECTION: t CHECK SHROUD le COMB. SIDE FUR DEFECTIVE
- WEIE RF. PAIRS . (IT ANY) l (SEIUF f 5) 376 2.00 2.60 E 1 I
TINISH MACHINE PERIPMEnt 362 SECURE THE PART ON FIXIURE FINISH MACHINE 3 68 PERIPHER . LEAVE .015 STOCK ON EXHAUST END MACHINE WATER OUTLET-EXHAUST END. i 1 l l op. wo. t. A.. am. wo. T' . stamoaac pao u tout stuo , Ctt. AC C. g > 8.o = 8m. No. oP. No. 1.a.,mm.no. o -staNoano paow cata I V-aLL Stamoanos CowPLitto I
e ~~ = =* e ae.me.. w. _ _ - -_ y a. Sus asstues. NO. g I 11/10/73 PRODUCTION ROUTING SHEET f "'-.C'Tl DE LAVAL TUfulNE INC. - ENTEllPitlSE DIVISION
, Aaf No.
, Aus 03-3 60-03-OF CYLINDER HEAD g o .. a ,o, . , y, ec. 03-3 60-03-OF v =o. ca.O p iirs usto o= "G"g jct Civ. 4:;
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"* UP OtciuaL 08 OPERAfl0N "0- was, wouns D sinst eiv MACHINE C0!?LETE: (SETUP #6) 3 62 3.50 7.00 E
) SECURE THE PART ON FIXIURE FINISH MACHINE COMPLETE. 3 68
*) FINISH MACHINE: 360 1.50 2.80 E ') INSPECTION:
- INSP.
DYE CHECK VALVE SEATS.
) DRII.L ANCULAR HOLES: 114 .50 .30 E DRILL (2) f29 DR. 6 ANGULAP. HOLES FROM CR00VE.
TO STUD BOLES. DRII.L SIDE HOLE: 114 .70 1.15 E
)
LOCATE PART AND FIXTURE AND DRILL CT-BORE & T/J' TDG' . DETECTOR HOLE. . _a CP. NO. 4.a. . aus. NO. 1 - STAND AA0 paou tiut stu0v 07 7. AC C. $g
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Transamerica Delaval Inc. PANT NO mEv mTE. Engine and Compressor Division l suv Sy 03-3 60-03-0 F
,,,y bwweG NO. nov CYLINDER HEAD
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03-3 60-03-OF SHEET NO. eso OF matf s USED ON .
*6 7 JOS NO QTY.
WAfDtAL SZE: SPECrFICATCM SET UNIT T INSPECTION MACH. UP DECWAL OR OPER OPEAATION 0445 HOURS O FIAST FINAL NO NQ 200 DRILL HOLES ON SHROUD SIDE: 114 1.00 1.90 E LOAD & SECURE THE PAKI ON PARALLEL DRILL STUD HOLES. FINISH AIR N0ZZLE HOLES, & ICRM 15, START CHAMTER ON Ih7AKE AND FUEL VALVE BORES.
/
932 .30 2.30 E 210 DEBURR COMPLETE: THOROUCHLY CLEAN ALL INSIDE PASSAGES. 220 WELD COMPLETE PER M.E.P. #093: 824 .20 .70 E t 230 HYDROSTATIC TEST: (AIR AND GAS) 822 0 2.50 E 235 STRESS RELIEVE: 721 PER SPEC. f 600-9. - , 240 FINISH EXHAUST END: 3 91 .50 .50 E l LOAD, ALIGN & SECURE PART TO TABLE. MILL 365 : EXHAUST FACE TO 5.506 - 5.513 DIM. FROM 366 SPICOT TO EXHAUST END. 1 - sl usoamo estons tied 5f 4, Orr aCC 8m ba. ea shou aso OP se0 I A -pass suo
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om3 oart 11/10/73 Production Routing Sheet u =, ,.o a 1 a v o4TE Transamerica Delaval Inc. ,,,, ,,o my ev. Enine g and Compressor Division
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. CYLINDER READ l 03-360-03-0F seitrTe.o- o or ma unto oee ,
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, MATERAL, ,
1 SPE C18sCAf t0N KT Umsti T pesP(OtsOps CPERATOe MACH. UP DEC!Wat OA - OM8L tets peo no NOURE D FimST F4NAL 250 _DELrrE: l HYDROSTATIC TEST: (AIR-CAS) 822 .50 1.50 E 260 STAMP PER DWG. 102489 EXCEPT "P" . 270 INSPECT: INSP. s 280 PICKLE & OIL: B.0. PER SPEC. 004 . 285 STAMP "P": (PER DWG. 102489) 822 .10 05 E l INSP ECTION: INSP. 290
.s 300 STORE:
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Art elma t V FA- /GR 7 75 Visual Acceptance Criteria for R & RV Stect Heads
- 1. Push Rod cavity area:
A. S.snd in this area is acceptable, only loose surface sand and
- scale should be removed by shot blast cleaning onJy, no are air.
. B. Cavities in this area that do not exceed 1/2" in diameter and
#~ che depth can be determined are acceptable provided the cavity does not violate a vall. Cavities exceeding this criteria shall "
be evaluated by H.R.B.
. C. Shrink in this area is acceptable provided it does not violate a vall.
D. Surface cracks in this area, not exceeding 2" in length are acceptable.
- 2. Combustion face:
A. Sand in this area must be removed to determine the extent of contamination. Visual shrink is not acceptable in this area. Excess should be B. reviewed by H.R.B. C. Cracks in this area are not acceptable. Cracks should be removed and evaluated by H.R.B.
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- 3. Water Jacket intake & exhaust areas:
A. Surface sand in this area need not be removed unless visual indications exceed 3/16" in diameter. i B. Visual cracks in this area are not acceptable. of C. Shrink in this area should be removed to determine extent ff a shrink. Care should be taken to avoid violating a vall. vall is violated, the part is subject to M.R.B. review. 4 Shroud side and periphery:
- A. Sand holes 1/4" or less are acceptable regardless of number of defects (M.R.B. review required).
B. Surface cracks in these areas are acceptable if under 1/4" in length (M.R.B. review required). l C. Shrink in these areas are to be evaluated by H.R.B. I _a Pact 1 - , 0' 1 I VISUAL INSPECTION PROCEDURE I f j } O PRESS OlVi$lON O Jit 6 W //'f!/rs j Rev. U 650 - sSth AVINut 1 3 fY O " " " * * *
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......_ --.- m-;.1 C h htfulmed VL To h4-/G 7 H.P.I. Acceptance Criteria for R & RV Cast Steel Heads Paragraph 1.0 l A. Change to read: l Cracks in any area subject to M.P.I. cxcept fa fire deck, * '
exhaust passage or fillet areas that exceed class 1-1A are not p acceptable. ' i i B. Change to read: Any crack in fillet area that exceeds class 1-2B is not ' acceptable. ! i C. No cracks.are allowed in fire deck or exhaust passages. l D. New sub paragraph: A series of cracks separated by 1/8" or less are not ' acceptable. ' l l Paragraph 2.0 Sand i i A. Sand in all areas subject to M.P.I. that exceeds class III-3 1s not acceptable. See note 7. l l I Paragraph 3.0 ! I A. Shrink that exceeds class 11-1 on fire decks is not acceptable. l B. Shrink that exceeds class 11-2 in any area except fire deck that ' is subject to M.P.I. is not acceptable. i
,I Paragraph 4.0 Note 1 I In any area that is to be repaired by welding, parent metal must l be free of deleterious defects.
Paragraph 5.0 Note 2 I l Push rod cavity area is subject to visual inspection only. I Paragraph 6.0 Note 3 I A. Classification of cracks, sar.d and shrink as referenced in j this specification is derived from ASTM E-125. This standard is Indicative of size of defe:t, not quantity of defects. l l l .4 PAGE- 1 l l MAGNETIC PARTIC1.E SPEC. or 3 I l ' s[ I' E ENGINE AND l 14/1A/ti Uf.b y /4.t/oI hl' COMPRESSOR DIVI $lON
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. Paragraph 6.0 Note 3 (continued)
The numbering sequence indicates that the larger the number, the enore severe the defect becomes. Paragraph 7.0 A. Indications that do not exceed the specification regardless of size and quantity are acceptable.
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H.p.Milligan Meeting on Production of Diesel Head Castings at Transamerica Delaval Castings Facility Shoreham Nuclear Power Station On June 10, 1983, the v-'ter reviewed the foundry practices in casting the Delaval 4 valve cast steel heads, part 03-360030F with E. Dobrac, Manager, Castings Facility. The head is an exceedingly complex casting since many passages must be leak proof. These include jacket water, air start, air intake, gas exhaust and lubricating oil. The castings are produced from steel made by the acid, electric furnace process with a chemical analysis similar to ASTM A216 Crades nCB and MCC. The physical properties are as follows: l Tensile Strength 70,000 psi min. Yield Strength 36,000 psi min. Elongation 224 min. Reduction in Area 35% min. Identified as Delaval No. 7 steel, the main difference is a slightly higher maganese content to develop the strength requirements. The carbon content is 0.30% max.: however, the Delaval aim is 0.23% for weldability. I It should be noted that ASTH A216 is a specification suitable, and commerci-ally used, for pressure containing castings for high temperature services and for assembly with other castings or wrought steel parts by welding. ASTH A216 is similar to ASIE SA216 except the latter requires conformance to Section IX rather than ASTM S%SS. g Very extensive changes in foundry practice have been made during the past several years. These include core design, the location of risers and chills, improved core supports, alignment, sand mix, and core materials. Every ef-fort is made to avoid the use of chills. A review for foundry techniques indicated 11 changes were made in 1981, 7 in 1952 and 2 in 1983. p.
-, 2
- f. Following casting, the heads are cleaned, pickled and normalized at 1650'- 1700*F for 1 hour / inch, air cooled, and tempered at 1150' to 1200*F for 1 hour / inch. The pickling operation was added to remove sand which resulted in corrosion failures in earlier produced castings.
Castings are heat treated before any non-destructive testing. This is beneficial since defects are more readily detected. It was further noted that the internal surfaces were examined to the extent possible. This should minimize the possibility for leakage. The foundry maintains complete records of the examination results and has a monthly review of repair experiences. Castings are examined for soundness by sectioning 95% of the time. In a
' tw special situations, radiography may be performed. As an additional eneck for soundness, one casting of every 50 to 75 units is sectioned on a routine basis.
All casting surfaces, including internal surfaces, are magnetic particle examined. This is not a requirement of ASTH A216, but may be specified as a supplementary requirement under the specification and is recognized as sound Industry practice. Weld repair of castings is covered by a procedure in accordance with AST!! A4SS and the welders are qualified. A request was made, and Delaval agreed, that their welding procedure would be modified to list their No. 7 material. Any weld repairs are magnetic particle examined and after welding, the heads are stress relieved and pressure tested. This was recognized as normal in-dustry practice for pressure castings. Based upon a review of the foundry procedures, a suggestion is made that in the event additional castings are purchased in the future, magnetic particle examination should be performed of weld repaired areas after stress re-lieving as an additional examination. ( Details covering the quality assurance examination performed by Delaval are included in a memorandum prepared by E. Nicholas. N A. W. then AWZ/mvf cc R. M. Kasesak
- 3. 3. Cirilli W. Dudge E. Nicholas --
C. Seaman . SR2
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- NUCLEAR REGULATORY CohetelSSION i
/? ReSIOff t 4 33I PAitM AVENUE O Mine op pstuSSIA. PEMNSYLVAMBA 19448 AUG 15 1983 Occket No. 50-322 Long Island Lighting Company ATTN: Mr. M. 5. Pollock Vice President - Nuclear 175 East Old Country Road Hicksville, NY 11801 Gentlemen:
Subject:
Inspection No. 50-322/83-25 This refers to the special safety inspection conducted by Mr. Richard Harris of this office on July 28 and 29, 1983, at Shoreham Nuclear Power Station of activities authorized by NRC License No. CPPR-95 and to the discussions of our findings held by Mr. Harris with Mr. R. Purcell of your staff at the conclusion of the inspection. Areas examined during this inspection are described in the NRC Region I Inspection Report which is enclosed with this letter. Within these areas, the inspection consisted of selective examinations of procedures and. representative records, interviews with personnel, measurements made by the inspector, and' observations by the inspector. Within the scope of the inspection, no violations were observed. Information contained within the enclosed insoaction report has been discussed with Mr. Youngling of your staff by telephone on August 12, 1983. During this discussion, it was concluded that the inspection report contained no informa-tion that you considered proprietary; therefore a copy of this letter and its enclosures are being placed in the NRC's Public Document Room. Further discussions with Mr. J. Kammeyer on August 12, 1983, provided informa-tion that the engineering acceptance criterion for engine firedeck wall thickness was established as 0.400 inches in an engineering disposition cated February 22, 1981, regarding a quality control finding of a thickness of 0.433 inches on head A2. This criterion was then applied to other heads, specifically, the G and H series heads which were the object of this inspection. 1
I Long Island Lighting Company 2 l . 1 No reply to this letter is required. Your cooperation with us in this matter is appreciated. Sincerely. OW<Al Thomas T. Mrtin, Of rector Division of Engineering and Technical Programs
Enclosure:
NRC Region I Inspection Report No. 50-322/83-25 cc w/ enc 1: J. Rivello, Plant Manager J. L. Smith,: Manager of Special Projects Otrector, Power Division Edward M. Barrett, Esq. Jeffrey L. Futter, Esq. T. F. Gerecke, Manager, QA Department Shoreham Hearing Service List ' Public Occument Room (POR) local Public Document Room (LPOR) Nuclear Safety Information Center (NSIC) NRC Resident Inspector State of New York l j l I t l
l U.S. NUCLEAR REGULATORY COMISSION REGION I Report No. 50-322/83-25 Docket No. 50-322 l l License No. CPPR-95 Priority -- Category B Licensee: Long Island Lighting Comoany 175 East Old Country Road Hicksville New York 11801 Facility Name: Shoreham Nuclear Power Plant Inspection At: Shoreham. New York Inspection Conducted: July 28-29, 1983 0 . Inspector , d NOE Technician
//
ca'te / S jAi H '. ' rri N 3 ancy . Campbell,jfiRC Technician dath / Approved by: O R/! 8 J. P. Durr, Chief, Materials and Processes cate Section Insoection Summary: Insoection on July 28-29, 1983 (Recort No. 50-322/83-25) Areas Insoected: A routine, announced NRC independent inspection by two NRC regional casec (NCE) nondestructive examination technicians. The inspection utilized ten onsite hours to concuct NDE on diesel generator replacement cylinder heads. An independent nondestructive examination (NDE) was conducted at the site utilizing the liquid penetrant, color contrast, dry developer method, a thickness examination utilizing a Nortec 124 thickness measuring instrument, and visual examination. Results: No violations were identified. i e l
OETAILS I 1.0 Persons contacted Lono Island Lighting Company (LILCo)
*A. Mullen, 00AE
'J. G. Wynne, TSC
*R. Purcell, Assistant Startup Manager
*J. J. McCarthy, Section Supervisor "G. J. Gisonda, Licensing Engineer
*W. R. Klein, LSE
*0. Terry, Chief Maintenance Engineer "M. H. Seluster, Welding Supervisor "R. J. Bennardo, OQA Inspector "E. J. Nicholas, Section Supervisor
*N. C. Irvine, NOE Level III
*C. K. Seaman, Senior Project Engineer J. Smith, Licensing "A. Dobrzeniecki, LSU U.S. Nuclear Regulatory Commission J. C. Higgins, Senior Resident Inspector
*R. H. Harris, NOE Technician
*R. M. Camobell, NRC Technician "J. P. Ourr, Chief, M&PS
*H. Nicholas, Lead Reactor Engineer
" Denotes attendance at exit meeting.
2.0 Independent Measurements - NRC Nondestructive Examinations (NDE) An onsite independent nondestructive examination (NDE) was conducted at the site on July 28 and 29, 1983. This inspection was conducted by regional based NDE personnel.
- The purpose of this examination was to determine the adequacy of licen-l see's quality control program on incoming vendor supplied equipment. This was accomplished by performing a visual, thickness and liquid cenetrant examination of the material selected. Selected for inspection were 13 Standby 01esel Generator Cylinder Heads received for replacement of l present heads.
2.2 Nondestructive Examinations l Examinations were performed using NRC procedures and those submitted by the licensee's vendor, Transamerican Delaval, Incorporated (TDI). The following examinations were performed:
3 a.Liavid Penetrant Examinations i Three Diesel Generator Heads were examined per NRC procedure NOE 9. Rev. O. Areas inspected by the 11guld penetrant method were as follows. Diesel Generator Hea'd $/N Area G-95 Three valve seat areas E-71 Four valve seat areas H-56 Two valve seat areas A total of nine valve seat areas were inspected. Results Eight areas inspected had no apparent indications. One area had a Itnear indication of approximately six inches with minimal bleed out at an area where the stellite interfaces with the base material. Further investi-gation revealed this to be a nonrelevant indication created by machining. b, Thick-?ss Measurements Thirteen Diesel Generator Heads were examined using a Nortec 124 digital thickness gauge. Areas examined for thickness were in the Cy1inder Head firedeck wal*:. Readings were taken on final machined finish. The accep-tance standard was 0.500 inch .005 inch instrument accuracy and 2.010 inch per applicable drawings. Results All readings of 0.485 inch and below were recorded and noted for the following Cylinder heads (as noted on attachments). Diesel Generator Heads SN Area Reading, inches G-19 3 483 G-56 1&2 .478/.469 H-67 3 485 G-52 3 464 H-60 3 479 G-53 3 484 G-89 3 485 H-34 2&3 485/460 , The nominal firedeck thickness is spectfled as 0.500 inch. However, the l Engineering Department of TOI has set down as policy, via TC1 inspection report No. 00783, that 0.433 inches shall be the minimum acceptable thickness. Since the readings listed do not fall below tnis minimum, tney are considered acceptable.
l l l l 4 :
- c. Visual Inspection Thirteen Diesel Generator Cylinder Heads were visually inspected per Delaval procedure 600-10, Addendum A. Visual Inspection Procedure.
Listed below are the 13 Diesel Generator Cylinder Heads selected by NRC , resident for inspection. Serial Numbers G-95 .H-60 E-71 G-53 H-56 G-89 G-19 H-34 G-56 H-11 H-76 H-67 G-52 Results Diesel Generator Head S/N H-34 has an indication approximately 3/8 inch in langth on the machined face bottom port area. This indication is unacceptable in accordance with Delaval Visual Inspection Procedure 600-10, Addendum A paragraph 4. The indication found on this head was evaluated by the TDI Quality Control Supervisor and Engineering Department. The acceptance-rejection' criteria for machined peripher.al surfaces is that the surface does not leak under Hydro-test. The indication did not result in a laak. Therefere it was in conformance with the acceptance-rejection criteria estabitshed by Engi-neering. This information was provided by TDI Engineering,
- d. Attachments Attached to this report are field sketches showing locations of UT thick-ness measurements and one indication as discussed above.
3, Exit Interview l l At the conclusion of the insoection, an exit interview was held with
. licensee representatives noted in paragraph 1 on July 29, 1983. No written material was given to the licensee in the course of this inspec-tion.
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I Mr. Robert Smith Guggenheimer & Un t e rmye r i 30 Pine Street . . New York. New York 10005 Subjectt LILCO Shoreham Plant suffolk County Memo _o f 2/ 3/8 4 re Cyl,fnder Itcadh I Dear Bobt . In the memorandum dated rebruary 3. 1984 from Alan Roy Dynner to j H. R. Denton ofNMC. Dynder challenges the adequacy of cyl inder 4 heads with fire dock wall thicknesses less tisa n the nominal one-hal f inch indicated on the drawinD. 1hu cylinder heads on the three engines at Shorcham have been measured and have been found to be as low as 0.464". l Jt occurred to me that the easiest way of dispos ing of this issue would be to fi nd an engine with similar cylinder head wall thi c k na r.S e s and a large number of success ful ope ra t i n g hours in the fiel d . We have done this. RY-15 engine sert al number A2001 is owned by the i City of'St. Cloud. Florida and is known as their "No. 7 engine". It was delivered in 1982 with ten of its 16 cylinder heads somewhat thinner than the onu-hal f inch nominal drawing thickness. The thrco ! thi.$ nest cy1Tnder heads are 0.445. O. 4bO . and 0.465 and these values i are' ettual to or less than the thinnest o f the LILCO heads within the accuracy of the measuring instrumentation. The engine has accumulated 4752 hours of operation in the fleid in addition to fim extensive factory tes ting. There have been no problems associated with the syllnder heads other than one starting air valve and one dumsey ai r" valve plug. . These problems are unrelated to cy11oder heed wall thickness and were dealt with without removal o f the cylinder h cads . In your discussions with T1m Ellis and Tony Early. you should make them f aware of this experience and offer our cooperation should they wish to pursue the mattee fu r t he r. Dest regards .
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Dear a111:
Atemahed n res et sketch and tour,h cc)Culatious in nupport of the cl.cfm by *IlDL that tis en O.4 inch clilek cytandar head deck sur.Llan in ein t i n r o c e n r y . The conclusiott les dortved from the fact ehnt enicuintud useLivratura nf factur of esfoty are six (6) tur clae 0.5 inuit deck,nnd Fnur (4) for clio 0. 4 inch minimum dock thicknees. Tlse less Clino 0.5 dat aku presently at sho r o tu.m ite end t he at e Lo ru nra morn tbnn n u tie.f ne ta ry . sonsowhe n*e bentween the 4 F.A.and 6 F.M. Al so attached is the C.S. H.achew's luLLurs dated 2/10/84. wisich focuses anon uur specifin experience with heads havisig 3uun than the nousinal half inch deck tinicknuase . I havn attachod our interus'tsce (I(et) memo by Ken Kropf duted Aug.unt 11. 1983 which addresses der.k thickneesco for thruu cylinder taeade haws nr. dock eht ekneesies of less clio n hate anch, hast meersi 1983 M i n y, tu than four t ais tlie anches. Further, on IOM dated Augunt 1 soyer. la aattmahed an p.tva credence en n.4 p.i n t h.uais dusk t h in tuis u u . Fa ssu11y . ettsched is an . inspucklun Runnert du t ost 2/21/H1 (l0783) whisle is the first record I know of tehernin was .judgud 1 uudes wJth 1can than Inisif inuti alo u k cloistuneens to hsa f einc t ione11y acceptable and wtsur.e we ner O.4 e.hickncas as a miniseum. T trust the peukage as.Laulsed will surve en put the 0.4 minimuns queeLiun tu vent. O -- G.E. Trummell - men.ser, saulucerina SHCREMAM
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Dete. August 11, 1983 To. R. A. Pratt Fromi K. C. Kropf Subject. Trip Report Witneaai the NRC 's InripacLton of T.D.I. Cylinder de at Shorcharr 14 clear Power Plant People smet at shorehamn are as follows a J. Kamrmsyer - Lilco N. Rudicoff - Lilco G. Nickelson - Lilco E. Younsly - Lilco M. Schuster Lilco J. Durr - tec J. Wallace 'IDI (Consultant) C. Islaib - LLico (Ccnsultant) L Kristjuhan - Lilco (Consultant) h NRC started thu Inspection on the corning of 7-25 83. "Ihoy did the U.T. Cthickness) at che Firadeck on 12 Cylinder Heads. 3 Cylinder Hoods were found tt, bo too thin por B/1' tolerance = dimensions pro as foilawse Serial #G52 thickness is .464 Serial dM34 thickness is 460 Serial pH67 thickness is .485 Noodnal well thickness in this area, between Exhaust Seats. is .500. h Petc did a L.F.I. Enanimtion of the Stellica Seacs on 3 Cylinder l Masds. Results are as follows: . Serial #E71 L.P.I. (4) Senats - O.K. Serial #H36 L.P.I. (2) Scata - O.K. Serini #O95 L.P.I. (3) Seats. (1) Intake Seat had a " circular i indication" at t' union line. We polished a porcion of the " indication" I and re-L.P.I.'d. Aram poliahod shows no " indication".
'3he NRC did a visual ins etion of 12 Cylinder Meads. Results are as follows: (11) Cylinder O.K. (1) Cylindar Head (H34) had (1) 3/8 1mns sand indication ruaxt to the Air Start Nantiold FLant,e opening.
All findings were resolved by teless freen D. Wulf c.) J. aumaurmsyar. See atractusmant. . l S M t W M r ~ '.' c ect D. Bayer _ \L $_Y,O 1
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o io. au.u.t 3 1,.3 To. h.c. soyer / E.N. W11 pun Frome Geoff Kins subject. _ 03-360 03-or fylinder Houd Please allow me to sunfirm in writing the design criterion for valva meet overlay piamate.h. peripherical e,ac hi n e d surfaces and snissimum firedeck t h ielus a s s . The hardfacinr, material applied to the base f.etal of steo2 cylinder heada easy meet the boso metal wtab a step in either direstion. Tlic step is to be no r.reate r than allowed by the tolerance band of t ism That is. if the acep occura at particular dimension involved. a surface dipen.1oned with a tolerance of 1 0. 010" the n the mm.mia.um allowable step is 0.020" The acceptance - rejeution c riteria for meachined perApheral surface,# is that drawing to2 a rances esse 6 4 be trat mitJ no leaks are allouwd duriesg pressure t e s t in r, . No visual inspection is required. The ena11est nominnt firedeck thickness is nyecif ied as 3/2 inch. This dimension in allowed to vary to a minimium of 0.400 inches. Very truly yours, f
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Geoff Mans CC: H . tt . Lowrey E. Kropf on/wan Amt. f O e; _ _ O i 1 l i f
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- .__ ; _ _1 I I I I l
, 0 l -360 -270 -180 -90 0 90 180 270 360
- l i CRANK ANGLE, DEGREES i
Temperature Insiae the Cylinder I i 1
CYLINDER HEAD TEMPERATURE DIFFERENCE 1 I THICKNESS = . 3, . 5, AND .8 INCH T-HOT - T-COLD, *F (CRANK ANGLE = 20*) h = .81rrn
! 300 "
h = .5 incn O
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7 4 b F : : : :. : : : : : 1 100 - i i de 1 04, ' ' ' I i i 0 5 10 15 20 25 i . l l TINE FRON START-UP, HINUTES l Temperature Difference Across the Plate, as a Function of Tise from Start-tp t I
GAS SIDE HEAT TRANSFER COEFFICIENT, CYLINDER HEAD H, BTU /HR/FT/FT/*F 500 a - 300 - 1 200 - f 100 - i -;; - l l I I I ! I I I I I ] a i
-360 -300 -240 -180 -120 -60 0 60 120 180 240 300 360 i CRANK ANGLE, DEGREES 1
l Heat Transfer Coeffielent Inside the Cylinder I i I l
.. PLATE THICKNESS = 0.5 INCH DATA ARE FOR 200 CRANK ANGLE TEMPERATURE, of .15 see D
l o
,, 6.5 sec A
4 1 min 300 -
- o 10 min 9
25 min 200 -
+
P b 100
.00 0.10 0.20 0.30 0.40 0.50 PLATE DEPTH FROM HOT SIDE, IN Transient Temperature Profiles
- CYLINDER HEAD TEMPERATURE i
l THICKNESS = .3,.5, ANO .8 INCH TEt1PERATURE, *F gg l
- 500 a
! h = .8 1rei i a i 1
- _ _ _,=^==^ - m g h = .51rci ! 400 -
I f
- m .__ .: ::- -
n = .3 1nen j
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g i .I : ::::============= ==================: : i a l i I I I I l -360 -270 -180 -90 0 90 180 270 360 1 i j CRANK ANGLE, DEGREES J l, Plate Temperature on Hot Side i i
s c r August 6, 1984 C. Laurie - , ,. , - TDI DIESEL CENERATCR RUN HISTORY 3 Shoreham Nuclear Power Station - Unit No. 1 / ,.; " " ' W.O. No. 44430/48923
~\ .
As per your request for the operating history,of the TDI engines since replacement of the heads the following information is offered: As of July 29, 1984 total' hours, and hours at, or greater than ' 100% power since crankshaft replacement is as follows: 101 102 103 Total Hours $52 hrs. 'O min. 496 hrs. 36 min. 567 hrs. 54 min. Hours 100% or greater 204 hrs. 46 min. 163 hrs. 26 min. 152 hrs. 15 min. l The above noted hours coincide verly closely with the hours on each engine following head replacement. My estimate for the amount of hours on each engine is no greater than 8 hours on each engine between replacement of the heads and replacement of the" crankshafts. bc /1h M.W. erlihy V LSEq DC's L/ 4 4 MWH:jl ' cc R.T. Purcell TDI Book No. 11 , e J r
- , - - . . < . , - - - e-- - .--.--,m,iy - , - ~ ------c-- -f----
Subaitted3 (,A i M-^ - s Reviewed /OOA Engr.: .,e s % c-
- Approved / Plant Mgr.: h [ M 7 /
SP Number 27.307.02 Revision 2 Date Etf.~ )),5}g& TPC TPC TPC EMERGENCY DIESEL CENERATOR CYLINDER HEAD LEAK DETECTION TEST 1.0 PURPOSE To provide detailed instruction to Station Personnel to perforn the required Preventivt !!aintenance testing of the Enercency Diesel Generator cylinder hands for cracks in accordance with the Preventive !!aintenance Program. 2.0 RESPONSIBILITY The Operating Engineer shall be responsible for ensuring the proper implementation of this procedure. SR2-1021.200-6.421 Im . m. , Af0BTAT0000&!
-AUG ' 6 1984
i 3.0 DISCUSSION 3.1 To improve the reliability of the Emergency Diesel Generators and to prevent any potential impact on the operability of the engines, each engine cylinder will be inspected for leaks following any diesel operation. 3.2 The following procedure is provided for the testing of the diesel generator engine cylinders for leaks. 8.1 Normal Performance 3.3 The frequency of testing shall be as follows: Four hours af ter the shutdown of a Emergency Diesel Generator the performance of this surveillance shall be initiated. NOTE: All equipment component identification numbers are preceded by the system number 1R43, unless specified otherwise. 4.0 PRECAUTIONS 3 4.1 The doors isolating the diesel generator rooms should be closed. 4.2 All steps indicated in the procedure shall be performed in sequence. 4.3 The Watch Engineer shall be notified whenever a procedural step cannot be completed as stated or if any other problem develops during the test. 4.4 The diesel generator barring device shall be disengaged and the locking pin secured whenever it is not required for operation. ' 5.0 PREREOUISITES s 5.1 Obtain pe rmission and written approval of the Watch Engineer on Station Procedure Form Test Data Sheet before starting the tesr.. 5.2 Verify that the Rev. No. and Date on the SPF being used are the sane as the Rev. No. and date on the SPF in the Control Rooth Master File. 5.3 Verify that all Emergency Diesel Generators are operable and in f tandby. During the performance of certain se tions of this surveillance, the diesel will be inoperable. Prior to placing the EDG in an inoperable status, verify that the other two Emergency Diesel Generators are operable and in Standby. 6.0 LIMITATIONS AND ACTIONS 5.1 If during the 'eak detection test any anount of moisture, wa ter , oil , o r foreign material is observed, notify the Watch Engineer imnediately. 6.2 If during the pe rformance of, but prior to the complet* ion of this surveillance, the Energency Diesel Generator starts for any reason, the SP 27.307.02, Re v . 2 Page 2
r:maining incomp10to stcp3 will not be perfermed cnd tha curvaillcnca will be v2id:d. Notify the W.tch Engin2;r cnd ferw:;rd the'tsst d ta shasts to the Operating Engineer. Upon shutdown of the Emergency Die.sel Generator this surveillance shall be performed in its entirety. 7.0 MATERIALS AND/OR TEST EOUIPMENT 7.1 CyJinder drain cock valve wrench. 8.0 PROCEDURE 8.1 Perform the test of the Emergency Diesel Generator cylinder heads as outlined on the following forms: Diesel Generator 101 SPF 27.307.02-1 Diesel Generator 102 SPF 27.307.02-2 Diesel Generator 103 SPF 27.307.02-3 9.0 ACCEPTANCE CRITERIA 9.1 No leakage detected f rom engine cylinders during the performance of the four hour, eight hour, and twelve hour leak detection test. 9.2 Each diesel generator inoperative time period shall be <1 hour. 10.0 FINAL CONDITIONS 10.1 Diesel Generator returned to Standby. 10.2 Upon completion forward the completed Test Data Sheets to the Operating Engineer.
11.0 REFERENCES
11.1 Technical Specifications, Section 3.8.1.1 11.2 Technical Specifications, Section 3.8.1.2 11.3 SP 23.307.01, Emergency Diesel Generators 11.4 SP 24.307.01, Emergency Diesel Generators Start and load Tes t 11.5 SP 24.367.02, DG - Emergency Power Load Sequencing Test 11.6 SP 24.307.03, Emergency Diesel Generator Load Reject Test 12.0 APPENDICES 12.1 SPF 27.307.02-1, Emergency Diesel Generator *C-101 Cylinder liend Leak Detection Test Data Sheet SP 27.307.02, Rev. 2 Page 3
E 12.2 SPF 27.307.02-2, Emergency Diesel Generator *G-is2 Cylinder Head Leak 1 Detection Test Data Sheet - 12.3 SPF 27.307.02-3, Emergency Diesel Generator *G-103 Cylinder Head Lea'; ~ Detection Test Data Sheet O
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SP 27.307.02, Rev. 2 Page 4
-1.
Appendix 12.1
. Page 1 of 4
. EMERGENCY DIESEL GENERATOR 101 CYLINDER HEAD LEAK DETECTION TEST DATA SHEET Signature ,I_n f t i a l s Time Da t e Authorization for Start ~~ -~
(Watch Engineer) Initiated by Completed by Reviewed by (Watch Engineer) Step No. Procedure Initials
- 1. Verify that the prerequisites have been met.
- 2. Record the date and time that the Emergency . Diesel Generator (EDC) was shutdown. Date Time NOTE: During the performance of Step 3 through Step 7, the Emergency Diesel Generator is inoperable, verify that the applicable Prerequisites and Precautions are met.
- 3. Four hours af ter the tine indicated in Step 2, place the Emergency Diesel Generator *C-101 mode selector switch, at the local diesel generator control panel IR43*PNL-DGI, in the LOCK 0UT position and record the date and time this Step is perforned:
Date and tine EDG mode selector switch placed in LOCKOUT: / ( Da te ) (Time) 4 At the diesel generator, turn the Woodward governor load limit setting control knob to the full counterclockwise (rin, f uel) position and open all cylinder head drain cocks.
- 5. Using the engine barring device, turn the engine over two conplete revolutions while inspecting each cylinder drain cock for any amount of moisture, water, oil or foreign material.
- 6. Return engine barring device to disengaged position and ensure that the latching pin is secured.
SPF 27.307.02-1, Rev. 2 - SP 27.307.02, Rev. 2 Page 5
Appendix 12.1 Page 2 of 4
- 7. Close all cylinder head drain cocks and return the Woodward governor '
load limit setting control knob to the full clockwise (max. fuel) - position.
- 8. Place the Emergency Diesel Generator *G-101 mode selector switch in the REMOTE position and record the date and time this step is ~
pe rfo rmed. [ Date and time EDG mode selector switch placed in REMOTE: / (Date) (Time) NOTE: Expired time between Step 3 and Step 8 shall be < 1 hour.
- 9. Independently verify that the Emergency Diesel Generator *G-101 is returned to Standby and is operable by checking load limit setting full clockwise and all cylinder head drain cocks closed.
NOTE: During the performance of Step 10 through Step 15, the Emergency Diesel Generator is inoperable, verify that the Applicable Prerequisites and Precautions are met.
- 10. Eight hours af ter the time indicatead in Step 2, place the Emergency <2 Diesel Generator *G-101 mode selector switch, at the local diesel renerator control panel IR43*PNL-DGI, in the LOCKOUT position and record the date and time this Step is performed:
Date and time EDG mode selector switch placed in LOCKOL'T: / ( Da t e ) (Time)
- 11. At the diesel generator, turn the Woodward rovernor load limit setting control knob to the full counterclockwise (min, f uel) posi tion, and open all cylinder head drain cocks.
- 12. Using the engine barring device, turn the engine over two conplete revolutions while inspecting each cylinder drain cock for any amount of moisture, water, oil or foreign material .
- 13. Return enrine barring device to Disengaged position and ensure that the latching pin is secured.
14 Close all cylinder head drain cocks and return the Woodward governor load limit setting control knob to the full clockwise (max. fuel) position. SPF 27.307.02-1, Rev. 2 SP 27.307.02, Rev. 2 Page 6
Appendix 12.1 Page 3 of 4
- 15. Place the Emergency Diesel Generator *C-101 mode selector switch in the REMOTE position and record the date and time this Step is performed:
Date and time EDG mode selector switch placed in REMOTE: / (Date) (Time) NOTE: Expired time between Step 10 and Step 15 shall be < 1 hour.
- 16. ladependently verify that the Emergency Diesel Generator *C-101 is returned to Standby and is operable by checking load limit setting full clockwise and all cylinder head drain cocks closed.
NOTE: During the performance of Step 17 through Step 25, the Eme rgen cy Diesel Generator is inoperable, verify that the applicable Prerequisites and Precautions are met.
- 17. Twelve hours af ter the time indicated in Step 2, place the Emergency <2 Diesel Generator *G-101 mode selector switch, at the local diesel generator control panel IR43*PNL-DCl, in the LOCKOUT position and record the date and time this step is performed:
Date and time EDG mode selector switch placed in LOCK 0UT: / (Date) (Time)
- 18. At the diesel generator, turn the Woodward governer load limit setting control knob to the full counterclockwise (min. fuel) position and open all cylinder head drain cocks.
- 19. Using the engine barring de. ice, turn the engine over two complete revolutions while inspecting each cylinder drain cock for any amount of moisture, water, oil or foreign material.
- 20. Return engine barring device to disengaged position and ensure that the latching pin is secured.
- 21. Place the Emergency Diesel Generator *G-101 mode selector in the LOCAL po"ition.
- 22. At the local diesel generator control panel IR43*PNL-DG1, depress and hold the STOP pushbutton, then depress the START pushbutton and allow the engine to roll until each cylinder drain cock is inspected again for any moisture, water, oil or foreign material. __
- 23. Release the START pushbutton, then release the STOP pushbutton.
SPF 27.307.02-1, Rev. 2 SP 27.307.02, Rev. 2 Page 7
Appendix 12.1 Page 4 of 4
- 24. Close all cylinder head drain cocks and return the Woodward governor load limit setting control knob to the full clockwise (max. fuel) position.
- 25. Place the Emergency Diesel Generator *G-101 mode selector switch in the REMOTE position and record the date and time this step is performed:
Date and tine EDG mode selector switch placed in REMOTE: / (Date) (Time) NOTE: Expired tine between Steps 17 and 25 shall be <l hour.
- 26. Re se t alarm annunciators on local panel IR43*PNL-DGl.
- 27. Independently verify that the Emergency Diesel Generator *G-101 is -
returned to Standby and is operable by checking load limit setting full clockwise and all cylinder head drain cocks closed. SPF 27.307.02-1, Rev. 2 SP 27.307.02, Rev. 2 Page 8
^
Appendix 12.2 Page 1 of 4 EMERGENCY DIESEL GENERATOR 102 CYLINDER HEAD LEAK DETECTION TEST DATA SHEET Signature Initials Time Date Authorization for Start (Watch Engineer) Initiated by Completed by Reviewed by (Watch Engineer) Step No. Procedure Initials
- 1. Verify that the prerequisites have been net.
- 2. Record the date and time that the Emergency Diesel Generator (EDG) was shutdown. Da te Time NOTE:
During the performance of Step 3 through Step 7 the Emergency Diesel Generator is inoperable, verify that the applicable Prerequisites and Precautions are met.
- 3. Four hours af ter the time indicated in Step 2, place the Emergency Diesel Generator *G-102 mode selector switch at the local diesel generator control panel IR43*PNL-DG2, ir, the LOCKOUT position and record the date and time this Step is performed:
Date and time EDG tode selector switch placed in LOCKOUT: / (Da te ) (Time) 4 At the diesel generatot, turn the Woodward governor load limit settinr control knob to the full counterclockwise (min. fuel) position and open all cylinder head drain cocks.
- 5. Using the engine barring device, turn the engine over two complete revolutions while inspecting each cylinder drain cock for any amount of moisture, water, oil or foreign material.
- 6. Return engine barring device to disengaged position and ensure that the la*-hing pin is secured.
SPF 27.307.02-2, Rev. 2 SP 27.307.02, Rev. 2 Page 9
.. .. - m-Appendix 12.2 Fage 2 of 4
- 7. Close all cylinder head drain cocks and return the Woodward governor load limit setting control knob to the full clockwise (max. fuel) position.
- 8. Place the Energency Diesel Generator *G-102 mode selector awitch in the REMOTE position and record the date and time this step is pe rfo rmed.
Dute and time EDG node selector switch placed in REMOTE: / ( Da t e ) (Ti me ) NOTE: Expired tine between Step 3 and Step 8 shall be < 1 hour.
- 9. Independently verify that the Emergency Diesel Generator *G-102 is returned to Standby and is operable by checking load limit setting full clockwise and all cylinder head drain cocks closed.
- 10. Eight hours af ter the time indicated in Step 2, place the Emergency <2 Diesel Generator *C-ID2 mode selector switch, at the local diesel generator control panel IR43*PNL-DG2, in the LOCKOUT position and record the date and time this Step is performed:
Date and time EDG mode selector switch placed in LOCKOUT: / (Date) (Time )
- 11. At the diesel generator, turn the Woodward governor load limit setting control knob to the full counterclockwise (min fuel) position and open all cylinder head drain cocks.
- 12. Using the engine barring device, turn the engine over two complete revolutions while inspecting each cylinder drain cock for any amount of moisture, water, oil or foreign naterial.
- 13. Return engine barring device to disengaged position and ensure that the latching pin is secured.
14 Close all cylinder head drain cocks and return the Woodward governor load limit setting control knob to the full clockwise (max. fuel) position.
- 15. Place the Emergeacy Diesel Generator *C-102 mode selector switch in the REMOTE position and record the date and time this step is pe rf o rmed :
Date and time EDG node selector switch placed in REMOTE: / (Date) ( Ti re ) SPF 27.30 7. 02-2, Rev. 2 . SP 27.307.02, Rev. 2 Page 10
Appendix 12.2 Page 3 of 4 j NOTE: Expired time between Step 10 and Step 15 shall be < 1 Hour." - i
'16. Independently verify that the Emergency Diesel Generator *G-102 is returned to Standby and is operable by checking load limit setting --,
full clockwise and all cylinder head drain cocks closed. NOTE: During the performance of Step 17 though Step 25, the Emergency ; Diesel Generator is inoperable, verify that the applicable r= .. Prerequisites and Precautions are met. --
- 17. Twelve hours af ter the time indicated in Step 2, place the Emergency <2 Diesel Generator *G-102 mode selector switch, at the local diesel generator control panel IR43*PNL-DG2, in the LOCK 0UT position and ' '
record the date and time this step is performed: _ Date and time EDG mode selector switch placed in LOCKOUT: /
~
(Date) (Time)
- 18. At the diesel generator, turn the Woodward governor load limit setting control knob to the full counterclockwise (min. fuel) position and open all cylinder head drain cocks.
- s
- 19. Using the engine barring device, turn the engine over two complete revolutions while inspecting each cylinder drain cock for any amount --
of moisture, water, oil or foreign material.
- 20. Return engine barring device to disengaged position and ensure that the latching pin is secured.
- 21. Place the Emergency Diesel Generator *G-102 mode selector switch in the LOCAL position.
]
- 22. At the local diesel generator control panel IR43*PNL-DG2, depress and hold the STOP pushbutton, then depress the START pushbut ton and allow the engine to roll until each cylinder drain cock is inspected again for any moisture, water, oil or foreign material.
- 23. Release the START pushbuttor., then release the STOP pushbutton.
24 Close all cylinder head drain cocks and return the Woodward rovernor - load limit setting control knob to the full clockwise (max. fuel) - position. SPF 27J307.02-2, Rev. 2 ,
=
SP 27.307.02, Rev. 2 Page 11 _
-- -.-.....-.i.
Appendix 12.2 Page 4 of 4
- 25. Place the Emergency Diesel Generator *G-102 mode selector switch in
~
the REMOTE position and record the date and time this Step is performed: Date and time EDG node selector switch placed in REMOTE: / (Date (Tine ) NOTE: Expired time between Step 17 and Step 25 shall be <1 hour.
- 26. Reset alarm annunciators on Local Panel IR43*PNL-DG2.
- 27. Independently verify that the Emergency Diesel Generator *C-102 is returned to Standby and is operable by checking load limit setting full clockwise and cylinder head drain cocks closed.
SPF 27.307.02-2, Rev. 2 SP 27.307.02, Rev. 2 Page 12
[ Appendin 12.3 Page 1 of 4 EMERGENCY DIESEL GENERATOR 103 i - c CYLINDER HEAD LEAK DETECTION TEST DATA SHEET i s Signature Initials Time Date e Authorization for Start E (Watch Engineer) [ Initiated by E Completed by 1 Reviewed by 6 (Watch Engineer) [ Step a No. Procedure Initials E h 1. Verify that the prerequisites have been met. W
- 2. Record the date and time that the Emergency Diesel Generator (EDG) was g shutdown. Date Time p
y NOTE: During the Performance of Step 3 through Ste: 7 the Emergency y Diesel Generator is inoperable, verify that the applicable g Prerequisites and Precautions are met. E
- 3. Four hours af ter the time indicated in Step 2, place the Emergency
? Diesel Generator *G-103 mode selector swi tch, at the local diesel i
generator control panel IR43*PNL-DG3, in the LOCKOUT position and record the date and time this Step is performed. kr, Date end time EDG mode selector switch placed in LOCK 0UT: / F ( Da te ) (Time) S 4. At the diesel generator, turn the Woodward governor load limit setting [, control knob to the full counterclockwise (min. fuel) position and
= open all cylinder head drain cocks.
W
- 5. Using the engine barring device, turn the engine over two complete revolutions while inspecting each cylinder drain cock for any amount of mois ture, water, oil or foreign material.
- 6. Return engine barring device to disengaged position and ensure that the latching pin is secured.
f SPF 27.307.02-3, Rev. 2 c : SP 27.307.02, Rev. 2 Page 13
App;ndix 12.3 Page 2 of 4
- 7. Close all cylinder head drain cocks and return the Woodward governor
~
load limit setting control knob to the full clockwise (max. fuel) position.
- 8. Place the Emergency Diesel Generator *C-103 mode selector switch in the REMOTE position and record the date and time this step is pe rfo rmed.
- Date and time EDG mode selector switch placed in REMOTE: /
(Data) (Tine) NOTE: Expired time between Step 3 and Step 8 shall be <1 hour.
- 9. Independently verify that the Emergency Diesel Generator *G-103 is returned to Standby and is operable by checking load linit setting full clockwise and all cylinder head drain cocks closed.
NOTE: During the performance of Step 10 through Step 15 the Emergency Diesel Generator is inoperable, verify that the applicable Prerequisites and Precautions are met.
- 10. Eight hours af ter the time indicated in Step 2, place the Emergency <2 Diesel Generator *G-103 mode selector switch, at the local diesel generator control panel IR43*PNL-DG3, in the LOCK 0UT position and record the date and time this Step is performed:
Date and time EDG mode selector switch placed in LOCK 0UT: / ( Da te ) (TiEe7
- 11. At the diesel generator, turn the Woodward governor load limit setting control knob to the full counterclockwise (min fuel) position and open all cylinder head drain cocks.
- 12. Using h t e engine barring device, turn the engine over two complete revolutions while inspecting each cylinder drain cock for any amount of moisture, water, oil or foreign material.
- 13. Return engine barring device to disengaged position and ensure that the latching pin is secured.
14 Close all cylinder head drain cocks and return the Woodward governor load limit setting control knob to the full clockwise (max. fuel) position. SPF 27.307.02-3, Rev. 2 SP 27.307.02, Rev. 2 Page 14
+a +
p Appendix 12.3 Page 3 of 4
- 15. Place the Emergency Diesel Generator *G-103 mode selector switch in the RE?f0TE position.and record the date and time this Step is performed.
Date and time EDG mode selector switch placed in REMOTE: / ( Date ) (Time) NOTE: Expired time between Step 10 and Step 15 shall bc <1 hour.
- 16. Independently verify that the Emergency Diesel Generator *G-103 is returned to Standby and is operable by checking load limit setting full clockwise and all cylinder head drain cocks closed.
NOTE: During the performance of Step 17 through Step 25 the Energency Diesel Generator is inoperable, verify that the applicable Prerequisites and Precautions are met.
- 17. Twelve hours af ter the time indicated in Step 2, place the Emergency <2 Diesel Generator *G-103 mode selector switch, at the local diesel ge nerator control panel IR43*PNL-DG3, in the LOCKOUT position and record the date and time this Step is performed:
Date and time EDG mode selector switch placed in LOCKOUT: / (Date) (Time)
- 18. At the diesel generator, turn the Woodward governor load limit setting control knob to the full counterclockwise (min. fuel) position and open all cylinder head drain cocks.
- 19. Using the engine barring device, turn the engine over two complete revolutions while inspecting each cylinder drain cock for any amount of moisture, water, oil or foreign material.
- 20. Return engine barring device to disengaged position and ensure that the latching pin is secured.
- 21. Place the Emergency Diesel Generator *C-103 mode selector switch in
( the LOCAL position.
- 22. At the local diesel generator control panel IR43*PNL-DG3, depress and hold the STOP pushbutton, then depress the START pushbutton and allow the engine to roll until each cylinder drain cock is inspected again for any moisture, water, oil or foreign material.
- 23. Release the START pushbutton, then release the STOP pushbutton.
SPF 27.307.02-3, Rev. 2 l t SP 27.307.02, Rev. 2 Page 15
Appendix 12.3 Page 4 of 4
- 24. Close all cylinder head drain cocks and return the Woodward governor load limit setting control knob to the full clockwise (max. fuel) position.
- 25. Place the Emergency Diesel Generator *G-103 mode selector switch in the REMOTE position and record the date and time this Step is performed:
Date and time EDG mode selector switch placed in REMOTE: / ( Da t e ) (Time) NOTE: Expired time between Step 17 and Step 25 shall be <1 hour.
- 26. Reset alarm annunciators on local panel IR43*PNL-DC3.
- 27. Independently verify that the Emergency Diesel Generator *C-103 is returned to Standby and is operable by checking load limit setting full clockwise and all cylinder head drain cocks closed.
SPF 27.307.02-3, Rev. 2 SP 27.307.02, Rev. 2 Page 16
,m. _ . "L- : w.- WATER LEAXAGE RATE PAST PISTON & RING CY-01-1983
- 1. OBJECT To determine the rate at which water, admitted into the combustion chamber, would leak past the piston rings and piston skirt.
- 2. PROCEDURE
- 1. A sheet of visqueen was taped around the liner and connecting rod, to form a chute to conduct the water thru the side door, to a pan outside.
- 2. With the piston set near the top center, water was poured onto the top of the piston to a height of 2.219 in, above the top of the piston.
The height being measured with a six inch scale. The water height was measured at 0, 10, 20, 30 minutes and at 2 hours and 19 minutes.
- 3.
SUMMARY
The average leakage rate in 30 minutes was found to be 0.89 CAL /HR. while the average af ter 139 minutes was found to be 0.73 GAL /HR. This reduction in leakage with time is to be expected since the leakage is proportional to the square root of the head of the water. 4 DISCUSSION TheexperimentalDSR-46(S/N7902kbwasusedasthetestvehicle for this water leakage test. Visqueen was wrapped and tapped around the liner and connecting rod to form a chute to conduct the water leakage past the piston and rings through the side door, to a collection pan. With the number 4 cylinder removed from the engine, water was poured onto the top of the piston crown to a height of slightly over 2.2 inches. When the water level reached 2.219 in the stop watch was started. The water level was then read every 10 minutes for the first 30 and a final reading at 139 minutes. The water leakage rate seemed to increase with time initially;
.74, .92 & 1.01 GAL /HR. in the, first 10, second 10 and third 10 minutes respectively. The average leakage rate for the first 30 minutes was 0.89 CAL /HR while the average for the whole test (139 minutes) was 0.73 CAL /RR. The leakage rate for the last 109 minutes was found to be 0.68 GAL /HR., which tends to. indicate that the leakage rate is a function of the static head of water.
The increase in flow rate with reduction in the water head may be due to the fact that it took some time to wet the escape surfaces and reduce the surface tension.
- 5. CONCLUSION 1.
The average leakage rate of water past the piston rings and piston to liner clearance is 0.73 GAL /HR. 2 /r s / t %
Data - Taken at 1600 Hours on August 9, 1983 Time Water Height Above Top of Piston 0 Min. 2.219 in. 0.74 GAL /HR[ 10 Min. 2.094 in. 0.92 GAL /HR. ' AVG. = 0.89 CAL /HR. 20 Min. 1.938 in. 1.01 GAL /HR. 20 Min. 1.766 in. 139 Min. 0.500 in. 0.68 GALJ /HR.(AVG.=0.73 GAL / L r _ 17.001 %, Calculated Leakage 04 ~ 17.000 r e-Given: Ring Gap = 0.095 in. Q 16.785 p, eg 16.775 Piston to Liner Clearance at Top Ring ,16.943 m, .
= 0.030 in. 16.941 Water Height = 2.269 + 1.314 = 3.583 in.
C (Orifice Coef.) = 0.80 Ref. Fluid Mechanics by J. Vennard PS. 254 Q = CA] 2gh 3.583
= 0.8 X .095 144 X .03)2 X 32.2 X 12
/)
= 0.000069284 FT /SEC = 0.1197 IN 3/SEC Time for 1 Cal = 231 IN.3/ GAL + 0.1198 = 1929 SEC = 32.16 MIN
CY-02-1983 sEE EGI _9 E_h6IE 5_I b _ G 95 E WEIl95_G:95E E 5 95_G9525E55193_EEsiS935 : 1- QEEEEIlhE 1.1 To cetermine the relationshto Detween tne volume of water in tne combustion enamber and tne resulting comoression oressure. 1.2 To determine tne ef fect of water in the comDustion enameer on tne ratto of snecific heat.
- 2. PRQGEDQ5{ - Use the No. 6 cyllncer of tne DSR-46 (S/N 79025) engine as tne test venicle. Tne comoustion enamter consists of the following corroonents:
Liner - 03-3:5-02-0E Ptston - 1G-6511 Piston Ring Eet - JC-013-005 Tne engine has accroximate'.y 40 nou-s of oceration since last overhaul ano is in excellent condition, water lea *a;e oast tne otston is ercectec only thru the ring er.c tso. ~9e sta*1c water leakage cast tne c1ston r:ngs was measurec on tnis en;1ne anc reoorte: in R&D report CY-01-1963. 2.1 Block governor at "0" loac limit. 1.2 Install AVL oressure trensducer in a Ao. 6 cyl. combustion enamber and connect transducer to avl cnarge amolif ter and calibrator Mocel 3054-A01 ano vistcorder Model 1508;. 2.3 Put No. 5 cylinder at 10 ceg. ATC on expansion strove. 2.4 Remove the injector from No. 6 cylinder and Dour in a specific ouantity of water (see test conditions below) use a graduated (1000 M-) beaker and start a timer (time reauired to deterreine leakage before oressing the start outton). 2.5 Reinstall the injector. 2.6 Stoo timer (1 tem 2.4) and press start valve. At the same time start . vistcorder and take compression cards. Read compression pressure and plot attached curve, to assure consistent readings. 2.7 Clean cylinder of water with air ejector. 2.8 Ocen governor load limit and start engine and allow to fire a couole of revoluttons to thoroughly clean water out of No.6 cylinder.
- 2. 9 Reccat 2*.1 - 2.8 witn next t est condit ion.
i i Is5I_GQS0;Il0S 3. water Volume Calculate: 3.1 Test No. Gal./ulter/In.3 Compresslor- ;'ressure en ________ ____ _____ ____ ___ eel _isee_Ng[e_{1_ = 1 0 0 0 315 2 43 1.64 100 478 3 .87 3.30 200 720 4 1.08 4.10 250 949 5 1.30 4.90 300 1610 t 6 1.52 5.73 350 2255 7 1.73 6.56 400 5383 8 1.60 6.80 415 8338 9 1.86 7.05 430 16,632 10 1.93 7.23 4-5 78,771 =_ Note la Tne comoression pressures may De consideraoly lower due o (17 r. i g ne r water leawage rate uncer cressure an: (2) the retto of specific heets rcey ae _ _ _ lower tnan 1.3 cue to tne energv aosoroec Dy tne water. - Note 2: Do not excee: 4100 P51, m Note 31 Easec on o = 1. 3. sweo' vol. 4766.53 tr._ and criginal clearance vc.vve
= 451.38 in._ - (17 in b:re x 21 in s* ror e wit n 11. 56 comcression ret to * .
4 S. UM_ _ M A_ _R _Y . ,_ Tne comoression pressure does not foll w a curve wnten would be generatec , my a constant ratto of specifte heats for air and varying vol utas t r ' - comoression ratio. Tne correct exoonent for adiabatic comoressien of air is L =
- 1. 4 A lower value of k = 1.3 was used to calculate compression cressuee assurce tnat leakags and heat transfer take olace. Tne actual compression pressv-e an. m the calculated (k = 1.3) compression for various cuantitles of water 1r. tqe comDustion enamber is snown in Figure 1.
Tnts data indicates that as long as the water in the comoustion enamber does not exceed 440 in., (98% of piston clearance volume). there will not be _ _ _ enough pressure generated in the comoression stroke to damage the engine. -
- 5. QlSQQ@@lgN ~II The R&D DSR-46 engine (S/N 79025) was used for this test. The pressure ._
transducer, to measure the compression pressure, was installed in a dummy air start valve which then reolaced tne air start valve in No.6 cylinder. This permitted the pressure transoucer to be flush in the combustion chamber. -- EED-The above procedure was followed starting with condition 1. The timer was not used on test concitton 1 and 2 since No.1 used no water and No.2 was not enough water volume to overflow the bowl in the piston crown. T5e reason for
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E measuring tne t irne Det weer wner, t ne wat er was o .arec into t he ev '. trder ant **e j sta't valve was actuatec, was to correct the watea volvide fo- tnat arsour t wn;-- g_ leare: cast the pasten rings. 'ne lea tage rate was t e.rer, frorc R63 recort ... C'v -0. - 136 2. w Tne first set of runs was mace on August 12, 1962 with test concittons ; I tnru 7 less number 4. Tne test cylinder was spottec at bot t orc certer, coming up on the compression stroke. Tne tests went well unt il 400 in. _ of wat er was testec. The piston would not pass too center unt t i the second try. By t'.en enough water had leaked out of the cylinder for the piston to pass too center , with the starting air force available. The piston procedure was then changed to soot No.5 cylinder at 10 deg. ATC on tne expanston strone. Tnts provioed the 7 maximum available starting torque. r._ The test was continued on August 16, 1983. Tne tests began with conoitten No.4 (250 in. ) and cont inued through No.10. The 250, 302, anc 350 cuole inc-r i tests were rerun to verify the data octaineo on 8/12/63. Tne coraoression cressures were entracted from the vistcorcer te:e a d L t acu lat ec in Taole 1. Tne water volumes were cet reet ee ey ceouct ir g tme wat e-p wnicn hao leawee oast tne otston rings between the tirce the water wes o ured ." ano tne actuation of tne air start valve. Fro c tr is, tne accarent re:.: ( specific heats was calculater for each test ootnt. The ccrecression oressues a's r tne rat to of soecific neats were plotteo against tne corrected water . - l urce : al g snowr. In Fic. 1 6 2 resoectively. F Tne rceasurec coro cres s ler. oressure curve incicates tnat t*e acett:ot of h water in tne comoustton charcoer gives a much #iatter curve t".an a curve { generatec oy calculations estng at assuraec k = 1. 2. Tne M of 1. 2 was e s s ..r. g. . g as a reasonable reouction frora the aciabatic k of 1. 4, t o corncensat e ' or neat - loss ano water leakace. This flatten 1nt of tne raeasurec compression pressure is a tne result of: E L. 6 (1) Tne water absorbing the heat of cornoression, vao.'ri:in; muCP of tae water I ano (2) acolt tonal leakage of water past tne otston rin;s cue to the Increasu h : oressure in tne combustion enamter. Tne data also snows that as long as the water acced does not exceet t*e h ' clearance volume, the compression pressure is not suf ficient to carnage t*e engine. The engine was inspected after the above test by borescooing tne combustion chamber (head, paston & liner) and by a visual inspection o' the crankcase (piston skirt, liner, rod & rod brg.). The No.6 cylinder was found to be in good condition. The engine was subsequently operated at rated load satisafactorily. i 7 3
p p b* ((.$53N1hb 6.1 Tne trcrease in comoression oressere with an increase in tne volurie - of water in the coraDustion chari;ber cevelops a anuch flatter curve c ' Pc vs H_0 in cyl. tnan a tneoretical adiabatic curve.
- 6. 2 The ratto of soeetfie neats varies between 1.36 and 0.962 cecencing on the quantity of water in tne co.nbustion enamber. The ecuation snown on page 8 defines the formula for calculating the retto of scecific heats from tne volume of water in tne combustion charnber.
- 6. 3 Tne comoression pressure generated by rolling an engine over oy starting air will not be great enougn to camage t*se engine as lont as the volume of water is less than 440 in._ (98% of the clearance volurne of tne c1ston) anc the fuei is not on.
A. ;. Fleisca.e-v.a na ge r. E i D A AF / w a r;- 6/19/62 (2/1/64s
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