ML20100N654

Intervenor Exhibit I-58,consisting of Page 1 of Transcript of R Taylor 840510 Deposition & Exhibit 1 Re Cylinder Block & Liner

ML20100N654
Person / Time
Site:	Shoreham File:Long Island Lighting Company icon.png
Issue date:	11/01/1984
From:	Renee Taylor AFFILIATION NOT ASSIGNED
To:
References
OL-I-058, OL-I-58, NUDOCS 8412130300
Download: ML20100N654 (9)

Text

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1 BEFORE THE ATOMIC SAFETY AND LICENSING BOARD 2 ---oCo -

3 In the matter of )

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4 LONG ISLAND LIGHTING COMPANY, )

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5 ) DOCKET NO.

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ij DEPOSITI0:10F ROBERT TAYLOR, 7.0.

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1 FRAtlCIS".3, CALIFORNI A 7410 5 ea 4L5/132-0650 COMPUTERIZED TMNSCRIPT 8412130300 041101 PDR ADOCK 05000322 PDH 0  ;'E iDLC ^?UO D F3EDERIC R. 700KER O<

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CYLINDER BLOCK AND LINER i

I. COMPONENT DESCRIPTION AND APPLICABILITY ,

A cylinder clock is one of the key structural components of

) an engine. It forms the framework of the engine. Among other attributes a cylinder block support.: the cylinder liners, .

provides passages around the cylinder liner for liquid cooling,

) reacts the firing loads, and supports the cam shaft.

Cylinder blocks ars comparable within engir.e classes and in

) the block top region are comparable across classes.

II. COMPCNENT HISTORY

) Cylinder blocks are being studied because cylinder block cracks have been reported in the data base. Cracks have been foun'd in the block top on the M/V Columbia and cracks have been found in the block top and cam bearing supports on the SNPS engines.

Two types of block top cracks are reported in the data bases radial cracks extending outward from the cylinder bore in the vicinity of the cylinder head studs and circumferential cracks extending outward from the corner of the b' lock top support for the cylinder liner. Both types of cracks were reported for i the engine in the M/V Columbias only the radial cracks have been found in the SNPS engines.

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III. stnecutY TASK DESCRIPTION O The analysis of block cra:ks began with review of sNPS engine inspection reports, cylinder block cracks were identified using visual, liquid penetrant, ultrasonic and, eddy current O techniques. Existing cracks have been characterized by location and configuration.

O Analysis of block top cracks will include analytical modeling of block loads to determine steady state and alternating stresses in the cracked regions. Sources of stress in the block

g top are due to preload and operational loads. Two sources of ,

a preload are cylinder head stud forces and cylinder head / cylinder liner vertical forces. Operational loads include firing pressure 1'

and thermal gradients.

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Analytical values of stress will be compared to those values measured experimentally using strain gauge techniques on i

SNPS engine 103.

! Fracture mechanics will be used to predict crack growth

O rates under conditions of predicted stress states for engines i

based on existing crack dimensions.

.O IV.

SUMMARY

OF WORK DONE TO DATE l Accomplishments tio date include inspection of SNPS engine 9

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• O IV.

SUMMARY

OF WORK DONE TO DATE (Continued)

[) blocks 101, 102 and 103 after an er. durance run of 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> at full load. Bloc, top cracks have been accurately mapped for the three engines. Subsequently one engine, 102, was cycled through

[) 104 starts and was then reinspected. Preexisting cracks did not measurably propagate during the 100 starts.

) The between cylinder regions of cylinder block 103 were strain gauged and stresses recorded during slow starts, quick starts to full load, a LOOP /LOCA simulation, and steady state 9 operation at 0, 873, 1500, 2000, 2500, 3500, and 3792, KW.

Results of strain gauge testing quantified stresses relevant to radial block top cracks. Significant influences on this type of crack were confirmed to be cylinder head stud preload and 3

thermally induced loads. Measured stress levels increased with incret. Wing power.

D The analytical effort is nearing completion. Computation of stresses near the cylinder bore will be used to predict expected crack growth during operation for engines with radial cracks and inspection frequency for engines currently without such cracks.

J A second analytical model is being used to determine the effect of cylinder liner protrusion above the cylinder block tcp D 1 l

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O IV.

SUMMARY

OF WORK DONE TO DATE (Continued)

O and its effect on circumferential cracks.

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A previously prepared. report describing the sources of cam 3 galley bearing support cracks by Isleib, and TDI performed cam galley stress measurements have been reviewed. Based on inspected size of can galley cracks on SNPS engines the expected g crack growth rates have been computed. Crack growth rates are small at full load and are negligible at and below 2625 kw.

These can galley cracks are not a concern for interim operation.

O V. INSPECTIONS CONDUCTED TO DATE Cylinder blocks 101, 102, and 103 at SNPS have been inspected for block top cracks. Each block was inspected after the 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> full power endurance run. Each block had radial block top cracks and block 103 had a between stud crack on the exhaust side between cylinders 4 and 5. No circumferential cracks have been found.

Subsequently engine 103 was run extensively at full load.

While running at full load it also experienced an abnormal load l

condition when offsite power was lost. This load cycle was not representative of, LOOP /LOCA condition, but was more severe.

D Afterwards while running at 3900 kw additional block top cracking was noted. The block top was inst -ted and between stud radial

, cracks were found to exist at six locations.

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V. INSPECTIONS CONDUCTED TO DATE (Continued) 1 l

Two cylinder blocks at comunanche Peak have been inspected

) for cracks. Shallow indications of radial type cracks were identified. This engine has approximately 85 hours9.837963e-4 days <br />0.0236 hours <br />1.405423e-4 weeks <br />3.23425e-5 months <br />.

Metallurgical examination of crack surfaces has shown them to be

) casting induced rather than service induced.

Cylinder blocks at Catawba are currently being inspected

) and so far no cracks have been found. These engines have experienced approximately 850 hours0.00984 days <br />0.236 hours <br />0.00141 weeks <br />3.23425e-4 months <br /> of operation.

) VI. PRELIMINARY CONCLUSIONS AND OWNER GROUP RECOMMENDATIONS For radial block top cracks the predominate influence is thermal stress and the secondary influence is preload caused by

) the cylinder head stud. This conclusion is based on analytical and experimental results performed to date. Based on analysis and inspections to date, we believe preliminarily that the

) V-engine blocks are adequate for interia operation. The 3-48 blocks may also be adequate for interim use but further analysis is required.

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Circumferential cracks at the liner landing appear to be caused by high vertical loads imposed on the cylinder liner by

) the cylinder head. This preliminary conclusion is based on analytical models. TDI recommends reduction of liner protrusion

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VI. PRELIMINARY CONCI.USIONS AND OWNER GROUP'

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RECOMMENDATIONS 1 Continued) above the cylinder block from previous specified liner heights to

.000 to .003 inches to conform with current practice. Analysis of the beneficial effect of this modification is incomplete, but it is noteworthy that this type of crack has not been identified on engines at Shoreham, Commanche Peak or Catawba.

) VII. REMAINING WORK AND SCHEDULE FOR COMPLETION The following work remains to be completed. The anticipated completion date is May 15th.

F, 1. Analytical model of radial block top cracks.

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( 2. Fracture mechanics predictions of crack growth rates for i

engines with block tcp cracks.

l 3. Fracture mechanics predictions of inspection frequency l

- for engines without radial block top cracks.

4. Analytical model of circumferential block top cracks and the effect of liner heights.

! 5. Development of recommendations for reducing bicek tcp l stresses.

6. Finish analysis of cam galley bearing support bearing support crack growth rates.

i 7. Fracture toughness testing of SNPS cylinder block 103.

) 8. Documentation of metallurgical examinations of fracture surfaces from the casting induced flaws in the engine block at Commanche Peak.

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9 VII. REMAINING WORK AND SCHEDULE FOR CCMPLETION (Continued) g 9. Complete report describing experimental test results i from strain gauge test of engine 103 at SNPS..

10. Prepara a report summarizing cylinder block analyses.

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