ML20154M413
| ML20154M413 | |
| Person / Time | |
|---|---|
| Site: | South Texas  |
| Issue date: | 04/30/1988 |
| From: | Chung Y, Manley R, White R BECHTEL NATIONAL, INC. |
| To: | |
| Shared Package | |
| ML20154G843 | List: |
| References | |
| NUDOCS 8806010274 | |
| Download: ML20154M413 (27) | |
Text
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APR 26 '88 16:22 P02
.:.F: .M is 1.::II EO:HTE IF 4 ' 4 if ' ~65- N33 A.I FAILURI ANALYSIS OF SHAFT SLEEVES IN AN AUXILIARY FEEDWATER PUMP Report for South Texas Projec t Prepared for R. Rande'Is
'o ' ff Y
N Chung y
l Approve
.A. 'a e
. . tais and Corrosion Group Manager l
l Approved d l R. A. Manley b \
Manager l
l Materials and Quality Services Research and Development BECHTEL NATIONAL INC.
l SAN FRANCISCO Job No.14926-001 ,
Tech. Report No. 8804-03 FA Log No. 0271177 BLN No. 8804-05 8806010274 880513 l PDR ADOCK 05000498 April 1988 10651n P PDR
HPK 26 'dC 6bi44 FVO AFF 16
- i:5 L 4:23 EE;HTEL ir 4 '4LTi r65-F025 g,3 ABSTRACT .
Two Type 420 stainless steel shaf t sleeves and one Type 440A stainless steel bushing frem an auxiliary feedwater pump were examined to determine che cause of failure. The sleeves split in the keyway and the bushing was completely stuck to the sleeve. The results of chemical analyses, hardneps tests, metallographic examination are presented. Evidence for stress corrosion -
crac'<ing/ hydrogen embrittlement in the sleeves being responsible for the pump failure is discussed. Reco=mendations for alternative materials for the sleeves and wear rings are included.
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APR 26 '88 16:23 PO4 sc 14 *i? 14: 21 EE:sTEL ir a ' a t!' 743-9018 ;: ,;
o FAILURE ANALYSIS OF SHAFT SLEEVES IN AN AUXILIARY FEED'4ATER PUMP CONTENTS
!*L*
ABSTRACT ................................................................ (
CONTEN"S ................................................................ (i
1.0 INTRODUCTION
................................................. 1 2
2.0 CO NC LU S I O N S AND R E CO MME ND AT I O N S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 3.0 MATERIALS ....................................................
2 4.0 E V ALU A T I O N PR OC E D URE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 4.1 Visual Examination .....................................
4.2 Scanning Electron Miceoscopic Examination .............. 3 4
4.3 Ho t Acid Etch Test .....................................
4.4 Rardness Test .......................................... 4 4
4.5 Metallographic !xamination .............................
5 4.6 Surface Chemical Analysis ..............................
5.0 RESULTS OF EVALUATION ........................................ 5 I
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1 APR 26 '88 16:23 P05 iFC is 'is 14: 24 EC:nTEL $F 4 *4!D "'s3-3028 ,-
1.0 INTRODUCTION
An auxiliary feedwater pump for STP Unit i failed on February 28, 1988.
nie is an all-stage turbine driven 3560 rpm pump (Serial No. 1A137), built by Singhar Willamette (3-W) in Portland, Oregon. B is pump was installed in 1935. It is run intermittently (15 minutes to 2 to 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> at a time) teostly for testing purposes ochorwise it is en standby. .
On February 28, 1988, the pump was run for about three hours when the speed dropped. It continued to drop even after the governor was adjusted. No excessive vibration was noticed. An inspection of the pump af ter opening the casing showed that the following parts were damaged: the shaft center bearing next to the Sch-stage impeller and the shaft throttle bearing next to the 6th-seage impeller, as follows: W (1) Shaft Center searing The shaf t center sleeve Glic at the keyway, n e inside and the outside surfaces showed friction marks and cracks.
The shaft center sleeve appeared to have sheared of f the ec=:en key with the 5th-stage impeller. De portion of the key in the shaf t center sleeve abraded the sleeve inside surface and the chamfered end of the sleeve cut into the 5th-stage impeller hub for about 5/16-inch.
l
'2) Shaf t Throttle Bearing o n e sleeve seized (or friction welded) to the bt.shing.
o The sleeve split axially at the keyway (with the key still in t
place),
i o ne bushing outside ourf ace discolored almost black with heavy abrasion marks and metal deformation.
The shaf t was found to be straight (0.0015 inch maximum TIR). De i=peller wear rings and hub rings showed no signs of 7.bnormal wear or galling.
Both the shaft center sleeve and the throttle sleeve were shrunk fic (0.0005/0.002 inch interference) onto the 2.640 inch diameter shaft. Be radial clearance between the sleeve and the bushing was 0.004 to 0.006 inch per side in both cases. Water flows into this clearance acting as a lubricant during operation.
The fluid is steam condensate with a pH from 9.0 to 10.5. D e oxygen content is 100 ppb maximurt and hydrazine added to three cimas the dissolved
. oxygen content. The temperature is 120'F maximum.
1 no Bechtel-M&QS Laboratory received one-half of the throttle sleeve /
bushing and the shaf t center sleeve (Figure 1) for a failure analysis. Bis (1) Memorandum from F. J. Evans to Don Ashton, March 18, 1988.
( -1 APR 26 '88 16:24 P06 m Is 31 ta:Ia Ec>rtt 9 a . a tt . 43 :ma ;,q report presents the results of our laboratory a'nalysis on the sample parts received and the probable cause of the cracking in the sleeves based on the properties and performance of the sleeve materials in the service environment mentioned above.
2.0 CONCLUSION
S AND RECDMMENDATIONS (1) The shaf t center sleeve and the throttle sleeve are made of Type 420 stainless steel, heat treated to 51 MRC. The throttle bushing is Type 440A stainless steel, heat treated to 32 HRC.
(2) Both sleeves split axially in the keyvey. The splits in these sleeves were caused by stress corrosion cracking / hydrogen embrittlement, which initiated at or near a cornar of the keyway.
(3) The split in the throttle sleeve was not caused by metal particles from abraded 5th-stage impeller hub being lodged between the throttle bushing and the throttle sleeve.
(4) Wear rings and other hardened steel parts in the failed pump should be examined for signs of corrosion and cracking.
(5) Alternative materials of construction should be considered.
Candidate materials include 420 stainless steel (tempered at 1100*F minimum), Type 316 stainless with Stellite hardfacing and Nitronic 60.
3.0 MATERIALS ne chemical composition of the two sleeve materials and a key were checked. h e results presented in Table 1 indicate that both sleeves are Type 420 stainless steel and the key is Type 416 stainless steel. The catorials of construction of the pump according to Reference (1) are as follows :
Pump caoing: CA6VM Pump shaf t: Type 410 stainless steel (240 - 302 RB)
Pump impe11ers: CA6HM Shaft center sleeve: Type 420 stainless steel (450 - 525 MB)
Shaft center stage piece: Type 440A stainless steel (275 - 350 H3)
Shaf t throttle sleeve: Type 420 stainless steel (450 - 525 H3)
Shaft throttle bushing: Type 440A stainless steel (275 - SJO K3)
Keys: Type 416 stainless steel (96 HR3) ,
4.0 EVALUATION PROCEDLTE 4.1 Visual Examination 3e shaf t center sleeve with a key and one-half the throttle bushing and These samples its sleeve are shown in the as-received conditionThe in Figure 1.bushing throttle and its show cracks, discoloration, and friction marks.
sleeve were stuck together except for a segment that separated as shown in' Tigure 1(b) .
The f racture faces of the throttle sleeve are shown in Figure 2. One of them occurred near a corner of the keywsy. This fracture face was discolored.
.A . _ _ _ . _ _ _ _ _ _ _ M . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
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- Hrx 26 '88 16125 Jc H H 14: P07 y 25 ECMEL ir a # 417. M-EOH b ,
except for a short distance (3/8 inch) from the end.
mating to the remainder of the throt:le sleeve stuck to thne other fracture fa discolored.
It showed a fracture origin at e bushing, vaa not of its length, caused whereheat.
by the friction the grains coarsened due to recrystallithe outside su zation, apparently Be shaft .
to have started atcenter sleeve split also in the keyway (Figure'3).
It appeared caused the sleeve to spring open by about 0.053 incha residual stress (about corner of the ke ne split 150 kei). The , indicating a high cha:fered cracked. end (tovard the Sch-stage impeller hub) were abradedinside an retained the original ground surf aceOnly a narrow band on the outside su amfered end (Figare 3(b)].
surface ofIt the together.
can shaf t center be seen that sleeve with the evo mating fractuFigure 4 shows t re faces put the keyvay covard the rounded end of the kayvay (Fithe split veered off slightl gure 4(a)). The configuration of the abraded portion of the key and the shaf t inside surface seemed to fit the inside surf ace of the throttle sleeve shoved ntogether, as shown in Figure 4 In contrast, o friction marks.
are shown in Figure $(a).De fracture faces of the two =ating pieces of the shaf t center sleeve end cpposite the keyway.
areas of rust Bis is marked by an arrov in Figure 5(b).A cha (Figures 5(a), were found on the fracture (b), and (d)].
Small
! De fractura appearance of the chaf t centerfa sleeve is comparable to ': hat of the throttle sleeve shovn in Fi gure 6.
4.2 Scanning Electron Microscopic Examination i
Scanning electron microscopic examination of the fractur e faces of both Figures 7 through in the keyways of both sleeves.
10 show SEM photographs r ranular. of the frac aces of the splits discoloration) of the throttle sleeve showed intergranul3e other fracture face (
ar cracking in the fracture origin; the fracture mode changed to dimph awa y from the origin.
centerFigure sleeve. 7(a) shows the ares with rust on the fracture face magnification in'nFigure e area bounded by a white rectangle is shovof the shaft 7(b).
intergranular cracking. n e granular appearance is typical ofn at a higher rounded end of the keyway.Figure It he) is typical for the fracture face near the face. shows no corrosion products on the fracture 1
indicated Bisinintergranular Figure 5(b). mode of fracture persisted until the transition ne li line resulted from a change in the fracture mode to a dimple frD e fin changecutin specimen the fracture mode in a microscopic scale is shown acture.
Bis in Figure 8 (A
in the laboratory showed a dimple fracture inode.)fromrethe shaft cen the keyvay of the throttle sleeve are shown .
in Figure acture De keyvay land.
face in 9 Typical corroded and cracked as evidencedreby ureintergranular
- 6) wa s 10). Be a
., lower halves o~f the SEM photographs of Figures 10(a) and (b) ar e a 5X magnification of the areas bounded by the white rectangles.
B e white arrows
APR 26 '88 16:25 P08
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.:.FP 16 '93 14:16 ECCHTEL 3F 4 6415s ~68 3038 in Figure 10 point to the edges of the fracture f ace. So, the areas belev the arrows are the keyvay land. The corrosion in these areas delineated the grain boundaries.
The oblong area at the end of the key in Figure 4(b) revealed d.
characteristic shear fracture.
Figure 11 shews SEM photographs of the smeared or abraded surf aces of the sleeves. Energy dispersive X-ray spectra of the areas shown vill be presented l a tor.
4.3 Rot Acid Itch Test Several specimens from the bushing and the sleeves were etched in dilute hydrocalotic acid around 140'F. The results are shown in Figure 12. The heat a f fected zones from frictional heat are clearly outlined in Figures 12(a) and (b). The heat af fected zone in the throttle sleeve extends through the wall thickness, except for a short distance at the end with the keyvay (toward the 6th-scage impeller). This end stuck out of the bushing in the final seized condition. A thin layer at the inside surface of the bushing appeared to have melted and squeezed out to the ends. Grain growth occurred in the outside layers of the throttle bushing and the throttle sleeve. As compared with the heavy frictional heat in the throttle bushing and its sleeve, the heat affected zones in the shaft center sleeve are relatively shallow (Figure 12(b)). The hot acid etching brought out numercus fine cracks on the inside surf ace and a few relatively large cracks on the outside surface of the shaft center sleeve (Figures 12(c) and (d)].
The above test also revealed that the two sleeves are a wrought product (e.g., forging), whereas the bushing is a casting.
4.4 Mardness Test Rockwell hardness testo using the C-scale gave the following results:
o Shaft center sleeve: 51 - 52 RRC (opposite the keyvay end) 48.9 - 49 RRC near the chamfered end o Throttle sleeve: 50.5 - 31 HRC (unscorched ares) 49 - 49.5 HRC (scorched area) l c Throttle bushing: 29.5 - 31 HRC (chamfered end) 32 - 33 ERC (opposite end) o Key: 96 KRB l
4;5 Meta 11ographic Examination Figure 13(a) shows a profile of an axial-radial section of the chamfered end of the shaft center sleeve. The heat affected zones have been delineated A straight portion on the outside suYface
> by etching in the Villela's reagent.
profile near the top in without a heat affected cone as it retained the original ground surface. Figures 13(b) and (c) show profiles of the keyvay corner that did not split in the shaft center sleeve. A 0.01-inch radius
1 P09 APR 26 '88 16:26 , y as 4 s3 x m >ra. sr a ra m rea =cas sides. Only a i i l circle can be inscribed at the corner touching the tuo a i ller Thus, the keyvay corner has an overall radius of 0.01 inch w th a sma radius (about 0.002 inch) at the end of the keyway land.
Figures 14(a), (b), and (c) show the heat affected zone The s e and a typical heat crack on the outside surface for layer the of the shaf.t center sleeve.
beginning.
cracks were also intergtanular except Smeared metal at the edge of the keyway on the inside n ese surf ace of the particles shaft center sleeve (Figure 13(c)} contained metal particles.
are shown in Figure 14(d). ion Figure 15(a) shows a cross section It can be seen of that the the throttle sleeve split did not occur at the locat marked by the arrow in Figure 6. distance away from it, at the very corner of the keyvay; it occurred ).a shortne corner of the k about 1/16 inch.
radius circle except for a local protrusion ' Figure 15(b)(5 is shown in Figurein the keyway land during SEM examination. face, intergranular (Figure 10) secondary intergranular cracks parallel to the fracture sion) near the attack along the keyway land, and "sponge" metal (due tomal corrohe two circ beginning of the fracture, by the eponga produced as the etching reagent which had been absorbedlater en a during etching cane out Surf ace Checical Analysis M
The galled surf ace of the throttle sleeve was analyzed for nickel to if any abraded metalcontains (CA6NN particles from4the about 5th-stage percent nickal, CA6NM whereas impeller 440A and hu4 lodged on it. ) Both the energy stainless steels about 0.4 percent nickel as residual. l is dispersive X-ray analysis (F.DXA) and the wave length d (VDXA) wereNo nickel used. in significant amounts were detected from the galled analysis. Instead, EDXA showed a large amount of h wn surface ofTypical the throttle EDXAsleeve.
spectra of the throttle sleeve outside surf ace a silicon. WDXA showed no differences in nickel contents be in Figures 16 and 17. i leeve.
the inside and the outsida surfaces of the throcc a s h f red end A scull amount of nickel and someimpeller silicon () were hub.
ne metal found o of the shaf t center sleeve which cut into the Sch-sta particles found in the smeared metal at the edgel oiron peaks only and the bdenum peaks.
and 14(d)) showed strong chromium peaks and weak smeared metal surrounding these particles nickel and mo yX and the metal p Therefore, the smeared testal may have come from CA6N from chromium piscing probably on the shaft.
5.0 Pesults of Evaluation Pot'ential cracking mechanis=s for the sleeves are:
o frictional heating o
stress corrosion cracking / hydrogen embrittlement
_2 _ _ . - _ - . -- __ _- --- --
APR 26 '88 16:27 P10 W 16 '53 :4: 1 EE M E Er a .a m sa. g33 Hardened steals are susceptible to cracking when heated rapidly in localized areas. Bus, the heat generated by ' friction or grinding cause what The higher the hardness, the more susceptible is commonly called haat checks.As shown in Figures 12(c) and (d), the numerous the teetal is to heat checks.
small cracks on the inside surface and a few large cracks on the outside surisce of the shaf t center sleeve are believed to have been caused by the heat generated by friction between two sliding surfaces, ne abrasion marks .and the '
heat af feceed zones on both the inside and the outside surfaces of the shaf t centar sleeve accest t2 the frictions 1 heating. m e frictional heating in the throttle sleeve, on the other hand, was so high that the entire cross section within the bushing was quenched and tempered. Berefore, no heat checks formed. In this case, the heat was so high that even the metals =elted and grain grewth occurred at the faying surfaces.
Heat checks obviously did not occur in the keyvay land, including the Berefore, the splits in both sleeves could not have gearted keyway corners. It would
' from the inside if the frictional heating was responsible for them.
be too cuch of a coincidence to blame f rictional heating for the splits in the i h is is because the split must have keyways of the two separate sleeves, I
originated from the outside surf ace and happened to go through the keyway.
Instead, metallographic evidence points to stress corrosion cracking, hydrogen embrittlement cracking, or both for the splits.
Hardened steels, including chromium stainless steels such as Type 420 stainicas steel, are also subject to stress corrosion cracking and hydrogen embrittlecent. Although fine dif ferences existitbetween strees corrosion is often not possible to cracking and hydrogen e=brittlement cracking, distinguish which one is responsible for cetal cracking Stress in actual corrosion f ailures cracking is a in which corrosion was a factor even slightly.
j result of a combined action of a static tensile stress and a corroding environ =ent. Hydrogen D embrittle=ent is produced by the presence of excessive e source of hydrogen includes corrosion as well as amounca of hydrogen. yor the purpose of discussion of the steel =4 king, acid cleaning, and plating.
fractures in the sleeves, it makes little difference whether cracking can occur due to stress corrosion cracking or hydrogen embrittlement.
Ihe evidence of corrosion and the secondary intergranular cracking (Figure 15) in the throttle sleeve keyway lends support-to stress corrosion cracking. Evidence of corrosion was found also on the shaf t center Co sleeve rro s ion, fracture f aces, although not as strongly as in the throttle sleeve.
resulting in acidification of localised regions, causes the hydrogen to be absorbed by the metal. Cracking caused by stress corrosion or hydrogen e=brittlement in high strength sessis can be either intergranular or as transgranular. A mechanical overload fracture would not be intergranular, proved by a laboratory fracture of a specimen from the shaft center sleeve.
Therefore, in our opinion, the splits in the two sleeves were caused by stress corrosion cracking / hydrogen embrittlement. Both sleeves show evidence of in corrosion; both sleeves were under high residual tensile stress (150 kai) the circumferential di/ection, n e siseves are in a highly hardened condition. These three conditions have been known to be conducive to stress corrosion cracking / hydrogen embrittlement. ,
The splits in the sleeves came first and ne the increase 0.053 in diameter inch gap at the splitdueofto the splits caused the frictional heating.
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. . APR 26 '88 16:28 Pil c.; c 3 ;; ta a sterc_ ir a .ats, m -so3s n ;;
the shaft center sleeve is equivalent to an increase in diameter by 0.017 inch, which is more than the design clearance between the sleeve and the shaf t center stage piece. It is reasonable, therefore, to believe that the initial friction between them was sufficiently high enough to shear the key off. Subsequently, the shaft center sleeve rotated around the shaft inside the center stage piece, cutting into the 5th-stage impeller hub. We keyway length in the throttle sleeve is much longer than that in the shaf t center sleeve (See Figures 2(b) and 3( t)) Therefore, the key in the throttle sleeve remained in place, ,
overcoming the friction force that developed as a result of the split.
Ins t e ad , the friction between the throttle sleeve and the throttle bu'shing caused such an intense heat that the metals melted, squeezing some molten metal out, and friction velded themselves together for the most part. Since the key was stronger than the 3/8-inch diameter anti-rotation pin for the throttle bushing, the latter sheared of f, causing the bushing to rotate inside the casing. This would explain the large heat af fected zone and deformation around the bushing collar (Tigure 12(a)].
- hese pumps experienced wear ring failures in another power plant in 1984. Disassembly of the pumps at 3-W then shoved considerable rusting inside.(2 3) Some of the wear rings (either 440A or 420 stainless steel) showed pitting corrosion. Rust streaks on the inside surfaces of the pu: p casings, impellers, and pitting in wear rings occurred during the standby period. It seems possible that the water remaining inside the pump became oxygensted through oxygen diffusion, causing the corrosion to occur. De faying f aces between the key and the keyway in the sleeves form crevices where localized corrosion can occur preferentially. Unless the pH of the water is maintained at a high level (around 10), some corrosion may occur on 420 stainless steel under certain conditions. A sufficient quantity of hydrogen
=ay be generated and absorbed by the metal because of the corrosion, leading to cracking after an in 5ation period. n e ti=e ro wired to initiate the cracking (the incubation period) is usually much longer than the time for the crack to propagate.
Though oxygen must be maintained at lov levels to avoid corrosion in the rest of the system, lov oxygen is reported to markedly increase susceetibility to stress corrosion / hydrogen embrittlement vs. air saturated water.(4) Bis l is consistent with the general observation that stress corrosion / hydrogen
! embrittle=ent occurs when tho' general corrosion rate is lov (low oxygen) but not when the gen'eral rate is high (high oxygen).
(
It appears that the two sleeves were made of the same heat of material, heat treated to the same hardness level, =achined to the same inside and outside diameters, shrunk fit to the comen shaft, and exposed to the same environment for the same length of time. Then, the susceptibility to cracking would have been about the same between the evo sleeves, requiring about the same period of time for incubation before cracking. Since there was visible corrosion on the fracture f aces on the inside of the key, it is reasonable to conclude that the shaf t center sleeve had been cracked for some ti=e before the throttle sleeve split. "he corrosion on the fracture faces of the shaf t center sleeve lands some support for this. It is also possible that the pump could (2) Trip Report from S. W 3erenstein to R. A. Keidel, Sk"d-044-01, April 9, 1981..
(3) Trip Report f rom S. W. 3orens tein to R. A. Kaidel, SWB-044-03, April 16,198!..
(4) H. Suss, Corrosion (October 1960) 105.
7 j 1065m
APR 26 '88 16:29 P12 a.;;
m ls 'es 14: 29 st.:srEL Er 4 (415> 766-9038 have operated with the shaft center sleeve split but not seized. It is likely
~
that the throttle sleeve split completely during the pump operation on February 28, 1988, leading to the complete seizure between the sleeve and the bushing and the friction heat damage to the bushing and its housing.
It is possible that some of the impeller wear rings in the pump that failed at STP are also a candidate for stress corrosion cracking / hydrogen -
embrittlement faiteres. 3-W uses either Type 440A or 420 stainless steel (forgings or castings) for wear rings, heat treated to the same hardness level as tTe sleeves that failed. Therefore, during the repair of the f ailed pump, the wear rings should be examined for cracks and signs of pitting corrosion in other parts of the pump internals.
Protection of pump internale during the standby period by maintaining them in a dry condition or by treating the water with corrosion inhibitors ay be impractical from operational requirements. Un1??* even the slight possibility of metal corrocion can be eliminated. Typ. 440A or 420 stainles s steels in a high hardness condition may not oe a suitable material of construction for pump internals for applications as auxiliary feedwater pumps.
Then other materials such as Type 316L stainless steel with Stellite hardfacing using the plasma are transfer precess er Nitronic 60 may be considered as the shaft sleeve or wear ring materials. Th e f o rme r it, used co=menly for pu=p wear rings. Both have shown better wear resistance than Type 420 stainless steel.
Both Stellite and Nitrenic 60 are resistant to galling, friction heat cracking, and stress corrosion cracking / hydrogen embrittlement in oxygenated or deoxygenated, condensate (vich a icv chloride content) over the pH ranges normAlly encountered. Alternatively, 420 stainless steel vich an 1100'F minimum tempering temperature could be used. However, the lower hardness (needed for resistance to stress corrosion / hydrogen embrittlement) resulting from the higher temperature vill have poorer wear resistance than the higher hardness material previously supplied.
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APR 26 '88 16:29 P13 i,F A is ' 36 N: 20 EO:HTCL Sr 4 4;!* 765-9028 p,t; TABLE 1 THE RISULTS OF CHEMICAL ANALYSES OF SLEEVES AND THE KEY FOR THE SHAFT CENTER SLEEVE ,
Weight Percent Elements Shaft Center Sleeve Brottle Sleeve Key g carbon (C) 0.31 0.34 0.092 Mangane oc (Mn) 0.55 0.54 0.44 Phosphorus (P) 0.019 0.020 0.016 Sulfur (S) 0.006 0.008 0.29 Silicon (Si) 0.51 0.51 0.45 Chromium (Cr) 12.67 12.68 13.24 Nickel (Ni) 0.43 0.42 Molybdenum (Mo) 0.10 0.11 Copper (cu) 0.08 0.09 l
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400X (c) i Figure 15 A cross section of the throttle sleeve at the location =arked by the I arrow in Figure 6. The arrow in (a) points to the fracture initiation with evidence of corrosion. (c) shows the area marked by the arrow in (a). F l l i
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